PNEUMATIC MOTORS AND THEIR APPLICATION
Year: 1885

page_text: ROBERT COOKE SAYER 3 Summer Hill Villas Maindee Newport Monmouthshire
Civil Engineer, do hereby declare the nature of my invention for PNEUMATIC
MOTORS AND THEIR APPLICATION to be as follows:—
Air is compressed into reservoirs by the energy derived from the rise and fall
and swiftness of tidal waters, supplying the motors with the same direct when
they can be brought sufficiently near without endangering too great loss bý
leakage.
It is to be accomplished as follows, A cylinder is to be sunk in the tidal way, if
practicable (or at least affected by the rise of the tide, deep enough to obtain a
sufficiently firm footing and resistance, another cylinder is fixed inside it leaving
space or jacketing all round them, and having a packing collar at the head to
resist the intended pressure within the jacketing: the inner cylinder is fitted with
a piston or ram according to circumstances with proper packing collar at the head:
the bead is to be sunk to a little above low water mark, and the ball and socket
cross head of the piston rod or ram having horizontal wings and carrying metal
friction rollers or balls above and resting on similar below is connected to a
pontoon of suitable size and shape facing up and down stream and having suitable
mooring ropes or chains so that as the tide rises and falls the piston works up or
down the inner cylinder and as it works compresses the air driving it into the
reservoirs fixed upon the pontoons, air supplies and pipes connected with the
reservoirs being led between the cylinders to either side of the piston, and also á
steain pipe to the bottom for heating the water jacketing, having proper valves.
Duplicates of this arrangement are intended to be placed at an angle of 45 degrees
to the current and as the requirement arises others (all duplicates of the first) are
to be fixed to form a rectangular figure, each and all being securely braced together:
as the necessity of further extension arises two systems of water wheels are to be
fixed upon the pontoons with proper shafting &c and pumps for compressing air.
The reservoirs on the Cars are supplied through flexible copper spiral pipes or
otherwise.
The Cars are to be of the usual types, the reservoirs are to be fixed on the roof:
under the ŝeath inside, or below (if available) and are to be three in number one of

page_text: which is to be most highly charged, the second to a lower pressure, the third empty
or the two equally charged and the third to a lower pressure according to the work
to be done: the two are to be supplied simultaneously by means of conical and
inverted conical nozzles, the former fixed under the centre of the permanent way
and capable of rising the latter fixed, and under the platform of the Car (or where
most suitable) the latter are fitted with sliding collars (there is a supply pipe for
each reservoir where required) connected together and capable of rising or falling
when the screw passing through their connection is worked from the platform,
these collars have attached a pair of hooks to each pipe and as they fall grip the
arms upon the former and being raised draws the former within the latter and the 1
air being turned on at the station the high pressure reservoirs receive their full
charge at the low pressure reservoir the supply is cut off by means of a valve
fixed to the reservoir and formed as follows: a plunger is fixed in a small tube the
end of its arm being connected to a lever, the other end of the lever to a spring
and a second arm the end of which is attached to the arm of the valve of the 1
supply so that when the desired pressure is reached the plunger forces the spring
back and with it the valve arm and closes the supply: when the pressure falls the
spring presses back the valve handle and plunger opening the valve and utilising
the compressed air remaining between the valve and the clack near the conical
unions.
-
:
The engines are to be double acting with one, two, three or more jacketed
oscillating cylinders having fixed cut off, they are mounted on trunnions, the ports
being at the spherical base, the pressure against which is regulated at the trunnion
bearings, the supply and exhaust are lead to and from the upper side of the piston
in the thickness of the metal of the cylinders: the cylinders are made sufficiently
strong to act against the motion of the car wheels or become rigid as desired and
'thus to form an air brake. The supply and exhaust are connected by a multiple
valve so that the Engines are reversed by making supply exhaust and vice versa:
the pipes beyond the valve are lead direct to the first. and second reservoirs and
another from the first reservoir pipe to the third, with branches and stop valves to
second and third reservoir pipes leading to the atmosphere, and also stop valves in
each of the pipes so that there may be six degrees of pressure brought to the
cylinders according to the work to be done, the piston being as it were. balanced
thus, when the first and second pressures are engaged the first does the work of the
Engines and is then driven (or exhausted) to the second reservoir,.loss only being
experienced when the exhaust is taken to the atmosphere, the valve levers are to
be interlocked so that they may work as desired simultaneously.
:
The compound Engines for heavy and light grades drive a crank'd axle with
pinions attached at the ends working in inverted cop upon the inside of the
periphery of the driving wheels of the Car, on the opposite side of the same wheels
is another similar pinion the one driving the one, the other driving the other of two
grooved wheels which carry the fixed rope, in the centre of them and immediately
above is fixed another grooved wheel capable of vertical movement being worked
by a handle from the platform.
The Engines for heavy grades only are connected to a crank shaft carrying a
pinion that works into a wheel attached to the shaft carrying one of the grooved
wheels that is coupled to the second grooved wheel of the pair carrying the rope,
the wheels of the vehicle being independant and the third grooved wheel being
as before.
The Engines for light grades only are connected to the crank shaft driving a pair
of the vehicle's wheels direct and have no provision for a fixed rope.
The permanent way is to be of single T grooved headed broad flat bottomed rail,
fished, and having transverse ties: upon heavy grades in the centre of the way a
groove or slot formed (in section) of one thin piece of rolled steel bolted to the
transverse ties: vertical grained hard wood blocks, preserved, are to be laid the
full width of the way (those at the rails and groove are to rest upon and be fitted
under the flanges): the whole is to rest upon a bed of cement concrete the surface

page_text: being convex and having a stratum of sand above which carries the way, the joints
of the blocks to preserve an equal distance and for three-fourths of their depth
from the top to be of a mixture of sand and tar run in hot, the rest of sand only:
within the above groove a flexible metal wire rope is to rest being securely
attached and hanging freely in a pit with a weight suspended to keep the same in
tension at the top and the bottom of the incline.
Upon the Car being brought to the right position at the foot of the incline the
rope below in the groove is raised at two points by means of vertical ratchet bars
and pinions and (by the guides on the Car) is directed to the top of the grooves of
the coupled wheels, the ratchet bars are then lowered to their former position
leaving the rope: upon lowering the third central grooved wheel from above it takes
upon the rope
and compresses it to any required extent against the coupled grooved
wheels: upon the Engines being started the wheels of the Car in the case of the
Compound Engine rotate at the same speed at which the wire rope is drawn in by
the wheels so that when ascending the incline the Car has first the traction power
of the weight of the load (which is made as light as practicable and also the bite of
the three wheels upon the rope: at suitable places friction wheels direct the rope
to the grooved wheels upon the Car from the longitudinal groove of the permanent
way and back to the groove again as the Car passes along: at the top of the
incline the rope is detached by raising the centre third grooved wheel and (from
the platform) rotating the two upper parts of the guides that direct the rope into
the wheel grooves and raises it above the flange, when the rope slips down by its
own weight, the wheels being shielded by the lower portion of the above guides.
The same system is applicable to ordinary roadways where it is intended to
adopt the light Engine motor with one of the coupled grooved wheels on the
driving axle and the fixed metal ropes lying in two grooves for the "Up" and
"Down" traffic and being available for all and any vehicles requiring the same
having proper steering apparatus: on each side of either longitudinal groove an
I sectioned iron or steel bearer is to be sunk with its upper surface level with the
roadway surface, fished together and having transverse ties to which the centre
groove is bolted down: the ordinary macadam (assisted by cement concrete
grouting) supports the bearers &c laterally or if setts or wood blocks be used they
are to be fitted upon and under them as before: where macadam alone has been
adopted a longitudinal bed of concrete is to be laid for carrying the bearers: for
the purpose of keeping in the line of way (or steering) two metal castings are to
be fixed under the Cars as far apart as practicable having projecting lips to work
in the longitudinal groove beyond the points at which the rope leaves it and so
formed at the ends that they will raise and throw aside any collection of silt or
detritus: the wheels of the vehicles are not to be flanged.
i

page_text: .
the like.
ROBERT COOKE SAYER 3 Summer Hill Villas, Maindee Newport Monmouthshire
Civil Engineer, do hereby declare the nature of my invention for UTILISING THE
ENERGY OF THE RISE AND FALL AND SWIFTNESS OF TIDAL WATERS and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :—
1st It consists of sinking cylinders of iron either in groups or singly in the tidal
way having rams or pistons in them suitably attached at the upper end to pontoons
or an extended platform connecting them together and of such buoyancy and
weight that air admitted through suitable pipes and valves into the cylinders shall
be compressed to a desired pressure by the rams or pistons (as the case may be)
working vertically up and down.
For the purpose of keeping the cylinders at an equable temperature it is intended
to have an outer cylinder or jacketing with a flow of water passing through it, the
space being also utilised for the valves and pipes.
2nd Upon the pontoons or platforms it is intended to have wheels fixed suitably
formed and positioned for the swiftness of the current to turn them and thereby
give a a motive power for compressing air in properly formed compressors: the air
from the compressors is to be lead to the pipes connected to the cylinders which
are to be connected to reservoirs formed in groups at suitable sites along the
course of the Tramways or Roadways, the Locomotives of which are to be supplied
with the air.
The Cars are to be of the usual types, the reservoirs are to be fixed on the roof,
under the seats inside or below if available..
The Engines are to be double acting or single as rams, in the former the
cylinders B are to be as shown on the Drawing at Fig. No 2, in section: A. is the
piston with its rod A³: C the jacketing when required: D is the spherical base in
which it works and is capable of adjustment at the trunnions E upon which it
oscillates: D contains small reservoirs D³ which according to the direction of the
Engines are reversed from supply to exhaust and vice versa. D³ are the ports
(two in number) leading to and from the cylinder by means of the cylinder
ports B³ (three in number) B³ and D' are gun metal or brass friction plates suitable
for the curvature of the base of the cylinder and bear upon shoulders provided, and
at the back of each as shown is a cavity or space (proportioned to the size of and
pressure of air used in the cylinder) to contain compressed air, those in the cylinder
are connected together, and those in the base are also connected by apertures
through the dividing walls, the former are also connected to the cylinder by means
of a small ball or clack valve, and the latter is similarly connected with the
supply they are each provided with small cup leathers as shown to prevent
leakage: thus when the air enters the supply it forces over the clack and enters

page_text: the cavities, and not being able to escape forces the friction plates Dª against the
bottom of the cylinder and when the air enters the cylinder the cavities in
connection with it are similarly supplied when the friction plates B are similarly
forced against the base and thus the ports are prevented from leaking. As the
cylinder oscillates its ports come successively over the base ports the supply and
exhaust acting simultaneously: the cylinder friction plates do not pass in its
oscillations beyond the edge of the base. In the latter or as single acting ram
cylinders they are to be used in pairs two being connected to the same crank, and
the Car provided with two pair and thus acting as a pair of double acting
cylinders with similar spherical bases but with one port only in the cylinder base.
The arrangements of the Engines as attached to the Cars. are shown on the
Drawing where Figs. 3. 4 and 5 in longitudinal section, plan and transverse section
respectively show the system of attaching them to the main wheels and secondary
grooved wheels, where a longitudinal metal wire fixed rope is provided for fitting
into them, and being raised to them, and made to slip off from them: A³ and A
are a pair of double acting cylinders, the dotted lines A Fig. No 3 give the centre
lines of them being respectively laid diagonally A³ works one pair of the coupled
wheels and A' the other and are carried upon the tank B which contains the valves
and pipes that supplies the Engines, and is maintained (with the cylinder through
its jacketing by means of the trunnions) at a certain temperature by injecting
hot or cold water respectively when stopping at the stations for taking in the air
supply.
The axles of the wheels carry cog wheels C in duplicate which work the
pinions D that give motion to the grooved wheels E and are proportioned so that
the rope F (which takes the course marked by the arrows) shall be drawn in at
the same speed at which the driving wheels revolve and act as auxiliary drivers.
G, G are secondary grooved wheels regulated in their height by the lever G?
through the links G³, the varying positions are shown by full and dotted lines,
when in the latter they are free from the rope and when in the former they
increase its friction and consequent traction (being free to rotate) or brake power
(as they are arranged to bite upon E) to a maximum.
:
Figs. 4 and 5 show the system of raising the rope upon the wheels E, E, these
are provided with guards or shields Es on their outer (reversed) sides.
I is a chamber under the level of the rail at the air &c supply stations being
covered in by a metal door: the bearings K. carry the rod L which has two
pinions M attached for raising the ratchet bars H that are retained in position by
means of the bearing projection K³, the rod L also carries at its centre the
pinion M³ by which it obtains its motion either from the station or an adjoining
pillar supporting a suitable: winch: the rope F is made to pass round the
capstains N as shown (they reach to just below the rail level) and takes a diagonal
line between N and brings it immediately above the ratchets H: upon H being
raised the tendency of the rope as it leaves N³ is to draw H into a straight line
but is prevented by the projection J until it will take against the shield E³:
continuing to rise it travels up the shields and is directed by the upper guides E³
into the grooves of the wheels, when the ratchets H are withdrawn: the wheels G
are then lowered as required. For the purpose of getting rid of the rope the
worm E* is fixed upon the spindle passing through the tube that carries G' and
works the wheels G, this spindle (which is carried down to a socket supported
by B) is worked by the lever E': the worm E' works the two pinions Es which
gives simultaneous motion to the upper guides E and passes the rope F beyond
the small outer flange of E-when its weight draws it down, either when at a stand
still or in motion: the wheels E may then be put out of gear if desired and the
Engines continue to do its work by means of the main driving wheels alone.
A depression is formed in the rails to bring the Car over the right spot for
taking on board the rope air &c.
When it is always required to keep the rope F upon the wheels E it is intended
to adopt the principal shown at Figs. Nos 7 and 8 where the letters represent

page_text: similar parts to the above (except as otherwise mentioned): for this purpose the
Engines drive the double cranked axle of one pair of drivers (the second pair of
wheels being coupled or not as required) the inner periphery of the driving wheels
is cogged and has pinion C working in them and drives a second pinion C³ which
driving the loose wheel. O that has attached the wheel C, that in turn drives the
wheels D and D', the former on a separate shaft, the latter working loose on the
primary shaft carrying C and each having attached the grooved wheels E that
carry the rope F: the rope travels as indicated by the arrows and is arranged to
be drawn in at a speed equalling that of the drivers: G is a third grooved wheel
that is worked up and down by means of a lever similar to that at G² Fig. 3, it
is free to revolve and takes upon the rope or not as required while it travels with
the wheels E.
Figs. Nos 9 and 10 show a similar system of carrying the rope to the latter as
adapted to Cars at present in use (when the frames &o are strong enough) without
any alteration to them where A and A' are the cylinders carried by the tank B
and frame in this case the motive power is entirely dependant upon the rope F
which travels as indicated by the arrows, the main wheels supporting the Cars
alone the double acting cylinders drive the shaft (by means of the connecting
outside cranks) that carries the grooved driving wheels E and spur wheel C which
carries the coupling chain connecting the similar spur wheel D that gives motion to
the second grooved wheel E: the third grooved wheel G is similar to that
previously described and shown at Figs. 7 and 8.
B
Fig. No 1 shows a transverse section of a Roadway the centre portion of which
is laid with a permanent way suitable for vehicles of the Tramway Car type as
well as all kinds of Road Carriages without flanges to their main wheels: A is a
stratum of dry sand laid upon the roadway previously formed to a convex curve,
A² are vertical holes at certain distances apart filled also with dry sand and
connecting at the bottom with A: A³ are channels of dry sand (properly stop'd to
prevent the sand from running away) connecting with the side drains of the road-
way, for the purpose of carrying away any moisture that may percolate through
the upper stratums: B is a concrete bed properly proportioned well punned down
upon the sand in which is formed the apertures for A³,
Care bearers or rails of an I form of light section either of steel or iron and
fished together longitudinally and riveted to the transverse metal ties D: between
the rail bearers C the channel iron or steel groove is riveted down to the ties D
and carries the metal rope F above referred to as applicable to tramways and is of
the form shown so that when the grades of the roadway approach a cynclinal form
a slight curve being introduced in its direction shall prevent the rope from leaving
the groove except immediately at the Car or vehicle: the rivets which hold down
the upper flanges passes through two of the vertical grained blocks of hard wood,
which are fitted into the shape of the channelling and maintains it in form: both
under the rail bearers as well as the channelling the pickel'd hard-wood timber
blocks are to be fitted: the blocks between them are to be dovetailed in shape at
the base and otherwise as shown, the central block E being a wedge for driving
up: spaces of about one inch are to be left between each of the blocks, and the
angular space left at the dovetails and about half way up the thickness of the
blocks is to be run in with quick setting cement rammed in with suitable metal
rammers and also the seat of the rail bearers is to be similarly prepared upon the
punned concrete after it has been left to get a reasonable time as well as the
connections with the macadam at the side: the upper part of the joints of
the timber flooring is to be filled up with a mixture of pitch, tar, sand and small
gravel put in hot the rivet heads of the channelling are to stand up, and dummies
are to be riveted in at suitable distances to prevent the possibility of horses slipping
upon it, and its width is to be reduced to a minimum: space between the rivet
heads is to be left for the guiding central wheels (to be described) to travel upon
similar roadways are to be laid for the Tram Cars with rails similar to some at
resent in noo

page_text: The rope F is to be laid the whole length of the sections required and is to be
maintained in tension by being secured and having weights attached to the ends
hanging in pits: at changes of gradient where it is impracticable to have curves to
keep the rope down in the groove, it is intended to have springs at certain
distances strong enough to keep it down until the Car approaches, and as it leaves
the friction or guide wheels will press it back again beyond the springs.
On single lines one rope is to be used for the "up" and "down" traffic: upon
entering a passing place either the "up" or "down" traffic is to drop the rope and
pick it up again upon leaving it, and the direction of the way upon entering a
passing place is to be straight in each direction of the traffic until the points are
passed when in narrow streets the divergence can take place beyond so that there
may be no possibility of missing at a facing point: at the intersection of side
bearers and channelling groove they are to be fished together with hard-wood
wedges at acute connections.
It is intended to adapt the Engines &c shown at Figs. Nos 9 and 10 for Tram
Cars and Roadway Vehicles with wheels without flanges to run upon the bearers C
Fig. No 1 above described but fitted with central bogie wheels having flanges and
guards as shown upon Fig. No 11 where A is the wheel which follows the track
however sharp the curve, its spindle is threaded as shown and fitted into the outer
tube C: at its head it carries a clutch B that takes upon the top of C and
is screwed down by means of the levers B' (there being a spring within as
shown): C has the lever C³ keyed upon it: the spring D serves to thrust down
the whole while it will give at any inequality of the road thus when it is desired
to take to, or leave the longitudinal slot carrying the rope the wheel is raised or
lowered by turning C₁ but when it has to act as a steering wheel away from the
slot, B is lowered upon C and the whole acts together upon turning C².
For those Vehicles that require to leave the bearers C Fig, No 1 and continue
their locomotion the plan shown at Figs. Nos 3. 4 and 5 are to be adopted, with
the guide wheels shown at Fig. No 11.
At Berthing Wharfs for loading, repairing, or building vessels (where desirable)
it is intended to fix the extended platforms or pontoons mentioned at the com-
mencement of this Specification, so arranged that when vessels are berthed their
weight may be utilised for compressing air more highly than the mere weight of
the pontoons would admit, thus the maximum pressure of air having been reached
and a vessel being berthed, the tide receding will utilise her weight, and upon the
tide returning and the buoyancy of the pontoon not being sufficient to raise the
vessel, the difference is made good by air under pressure sufficient being admitted
to the cylinders and the pontoon always maintained at a normal "free board":
upon the vessel being ready for sea, the tide being high the air pressure in the
cylinders is lowered by admittance to a reservoir or accumulator of lower- pressure
and thus gives her freedom.
As a further description of the means by which it is intended to utilise the
energy of the tides, a couple (more or less) of Towers in Masonry or Brick-
work are to be constructed of a circular horizontal section, the vertical section
having outer vertical faces, the walls battering inside. Each Tower is to carry
two cylinders, one over the other (at distances apart to suit the rise of the tide),
having rams or pistons as the case may be working inside them. The cylinders are
to have a jacketing or outer cylinder to graduate the temperature of the inner the
space being utilised for pipes and valves as previously described. The gland end of
each cylinder is provided with strong arms reaching across the walls of the Tower
and built into them, and the upper end of the upper cylinder is secured to cross
girders also resting upon the walls and securely bolted down to each of the other
cylinder arms, and to the bottom of the foundations of the Tower, by means of firm
anchorages, the whole being thus provided to meet the thrust of both up and down
strokes of the pistons. One ram or piston rod reaches from the one cylinder to the
other answering. the purposes of both, and at a suitable position a cross girder.is
connected to this ram or piston rod between collars.: this girder passes. transversely

page_text: through the tower walls by means of two vertical slots, (through which it travels)
and reaches across and takes a bearing upon the two pontoons or old hulks secured
at either side of the towers, whose buoyancy and weight are to be utilised for the
purpose of raising and lowering the rams or pistons in the cylinders, and thus
compress the air The bearings of the cross-girders are provided with proper ball
or friction rollers in guides above and below to suit the up and down strokes.
The Tower walls outside are provided with proper vertical roller paths to take the
friction rollers attached to the pontoons or hulks: these also have friction rollers at
stem and stern to take into similar roller paths formed upon the dolphins of timber
or iron pileing, and are thus secured in their positions whilst able to rise and fall
with the tide. The pontoons or hulks may be situated on either side or between
the towers and are to be covered with a suitable platform throughout, upon which
Warehouses or Factories may be constructed and if desired connected to the shore
by girder work, one end rising and falling with the pontoons. In certain cases the
platform connecting the pontoons or hulks is carried by the cross-girders that span
and bear upon them, so that when it is desired, vessels may be berthed alongside,
discharge their freight, which when transferred to the platform named may be
raised to a fixed bridge above high water mark and thus conducted ashore.
the purpose of working the above, reservoirs are fixed on shore with one main pipe
connecting with each tower, from which branches are lead to the top and bottom of
each of the cylinders in the case of pistons, and singly when rams are used: pipes
are also lead from the atmosphere to the air supply valves which automatically
open and close.
For
Upon the top of the Towers resting upon the walls and also the cross-girders
carrying the upper end of the top cylinder, a room is formed with proper spiral or
other stair case leading thereto, in this room the levers of the valves are arranged
for working the exhaust and supply by which the platform is raised when a vessels.
freight is ready as described. To moderate the temperature of the compressing
cylinders a current of water enters the space between the jacketing at the top of
the upper cylinder, and passes through it, and also an intermediate pipe connecting
with the lower cylinder and also through it and a syphon pipe connecting with the
tidal way, with a proper valve to exclude the tidal water should its pressure ever
become sufficient, but where the water is pure or useful it supplies into a tank and
if required is raised by means of an air injector fed by a pipe from the main.
The process of compressing the air is as follows:-The tide rising the buoyancy
of the pontoons or hulks forces up the rams or pistons as the case may be; the air
above the pistons of the cylinders being compressed closes the air valve and drives
it into the supply, at the same time below the pistons the air valve opening the
main supply closes-the tide receeding the actions are reversed. When it is
necessary to raise the platform as mentioned the air above the pistons is connected
with that below, and should aid be required, the main is put into communication
below the pistons and the air above, if required is exhausted into a low pressure
reservoir or the atmosphere: to lower the platform again, the actions are reversed:
The main having been again put into communication with the upper side of the
pistons, the loss of tidal energy is only during the time of raising and lowering
the platform, but in those cases where it is necessary to retain the platform upon
the high level it is thus to be supported independantly of the cylinders which are
to be lowered at once.
Where the platforms to be raised are small in proportion to the size of those
covering the pontoons or hulks, it is to be raised by one or two or more of the
cylinder pistons only, leaving the others at work.
Where the tide fluctuates in its height of rise and fall supply pipes from the
main are lead to the top and bottom of each cylinder with proper tappet or other
valves connected by vertical rods attached to the cross-girders mentioned, so that
upon the piston reaching the end of the cylinder and atmospheric pressure alone
being on the other side, this pressure may be increased to that of certain reservoirs

page_text: reserved for the purpose, and then compressed into the main by the return of the
piston.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed I declare that what
I claim is
1st The utilisation of the rise and fall of the tides for compressing air (a) by
using the buoyancy of pontoons (6) by using the weight of vessels while resting
upon such pontoons during loading or unloading &c; (c) utilising the swiftness of
the flow of tides &c in turning water wheels for working air compressors.
2nd The construction and arrangement of the oscillating double acting jacketed
(or otherwise) cylinder engines for using the air after being compressed.
3rd The arrangement of the above Engines and the use of fixed metal ropes
lying in longitudinal channels, and the means of attaching them to the Cars, and
also of detaching them, and also of the means of making them auxiliaries for
locomotion or retarding the Cars.
4th The arrangement of the above Engines and use of the fixed metal rope as in
the 3rd claim and the means of driving it upon the grooved wheels by the gearing
shown when the rope is retained upon the wheels.
5th The arrangement of the above Engines and use of the fixed metal rope as in
the 4th claim when they are the only motive power.
6th The use of the one or two "bogie" flanged wheels for keeping the vehicles
upon the proper track with the means of raising it into or out of the longitudinal
channelling slot and using the same to guide the vehicle after leaving the track.
7th The arrangement and type of vertical grained preserved hard-wood block
permanent Roadway for Tram Cars, and other vehicles, having the main wheels
without flanges, and running upon side rail bearers and guided by central flanged
wheel or wheels traversing a longitudinal slot with the mode of holding down the
blocks and providing for any moisture percolating through being carried off.
The whole of the above having been substantially described and shown.
1
A