An Improved Method of Propelling Railway and other Vehicles.
Year: 1891

page_text: Date of Application, 26th June, 1891
Complete Specification Left. 25th Mar. 1892-Accented 18th June 1892
PROVISIONAL SPECIFICATION.
An Improved Method of Propelling Railway and other Vehicles.
JOHN GRIMSDICK 149 Barnsbury Road Islington N. Draughtsman do hereby
declare the nature of this invention to be as follows:-
This invention relates to an improved method of propelling railway and other
vehicles and is especially applicable to tunnelled and elevated railways. It consists
of a tube (the shape of which may be conveniently adapted) having a continuous
longitudinal aperture along the top or side which aperture is made a continuous
valve by placing a strip of leather or other suitable material underneath. The
tube contains an apparatus (called the carrier) each end of which fits the tube.
Fixed in the centre of the carrier is a plate of steel or other suitable material
(called the driver) which passes through the continuous valve and projects from
the tube to a required distance. On the admission of compressed air into the tube
the carrier is forced along and its motion may be communicated by the driver to
vehicles outside the tube.
Talk:. deil 1.
1001
J. GRIMSDICK.
COMPLETE SPECIFICATION.
An Improved Method of Propelling Railway and other Vehicles.
I JOHN GRIMSDICK of No. 149 Barnsbury Road Islington N. Draughtsman do
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 relates to an improved method of propelling railway and other
vehicles and is especially applicable to tunnelled and elevated railways. It consists
of a tube (the shape of which may be conveniently adapted) having a continuous
longitudinal aperture along the top or side which aperture is made a continuous
valve by placing a strip of leather or other suitable material underneath. The
tube contains an apparatus (called the carrier) each end of which fits the tube.
Fixed in the centre of the carrier is a plate of steel or other suitable material
(called the driver) which passes through the continuous valve and projects from
the tube to a required distance. On the admission of compressed air or gas into
the tube the carrier is forced along and its motion may be communicated by the
driver to vehicles outside the tube.
In the accompanying drawing
Figure 1 is the section of a tube with continuous valve.
Figure 2 is a side view of the portions of the tube marked a a in Figure 1 and
of the carrier A A, driver B B, and regulator CC.
Figure 3 is a section at the point indicated by the dotted line in Figure 2.
Figure 4 is a view shewing end of carrier with valve open at the point indicated
by the dotted line c c.
The driver B B and regulator CC pass through the continuous valve as shown
in Figure 3.
The ends of the carrier fit the tube. The valves D D work on the centre
pins d d.
The ends of the screw E are fixed in the arms of the driver B B. The axle of
the wheel i is hollow and travels along the fixed screw E and rotates freely in the
ends of the regulator C C. When the wheel i is turned its axle travels along the
[Price 8d.]

page_text: fixed screw E and carries with it the regulator which by the screw his fixed to and
moves the flat rod ff through the slides gggg and the motion is communicated
to the valves D D by the rods e e thus opening or shutting them by turning the
wheel as required.
If compressed air or other convenient power is admitted into the tube when the
valves of the carrier are closed the carrier is forced along the tube at a speed
proportioned to the pressure of air or other power employed and its motion may be
communicated by the driver to any vehicle and the speed thereof regulated by
turning the wheel i.
The hinges FF enable the apparatus to travel along a curve with greater case
and the flat rod is made thin enough to bend and accommodate itself to any
curve travelled over by the carrier.
In applying this method to a tunnelled railway the tube is fixed between the rails
and the projecting driver B. B being suitably connected with the leading vehicle
(specially constructed for the purpose) of the train, air or other convenient power
at the required pressure is allowed to enter the tube behind the carrier driving it
forward together with its connected train. The speed is regulated by the wheel i.
If power is supplied at one end of the line only a pipe must be laid by the side
of the tube for the purpose of supplying air or gas to the other end to return the
carrier to its starting point.
A railway too long to be conveniently dealt with in this manner may be divided
into sections and power furnished at suitable points.
In elevated and exposed railways the tube may be made with the continuous
valve on one side and when necessary the projecting part of the driver may be
turned upwards to allow the wheel to be worked above the top of the tube. The
edges of the continuous valve may be bevelled upwards to prevent water dripping
from them finding its way into the tube.
The advantages claimed for this method are.
1. No engine required on the line and consequently no smoke or vapour given
off, a great advantage in tunnelled and elevated railways.
2. Less wear and tear on the rails by dispensing with the heavy weight of the
engine and its grinding action when starting.
3. Practically unlimited speed as the leading vehicle may be firmly connected
with the driver rendering it unable to leave the line.
4. No slipping on gradients. It is immaterial whether the rails are slippery
or not.
5. Economy and cleanliness in working.
In all cases where required wheels may be placed on the carrier inside the tube
to carry its weight and reduce the friction caused by its passage through the tube.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is
The use of a tube with a longitudinal continuous valve together with the
apparatus called the carrier and driver for the purpose of communicating motion to
any required vehicle or vehicles and regulating the speed thereof.
Dated this 25th day of March 1892.
JOHN GRIMSDICK.