CERTAIN IMPROVEMENTS IN PROPELLING UPON RAILWAYS AND CANALS, AND IN THE APPARATUS OR MACHINERY BY WHICH THE SAME IS TO BE ACCOMPLISHED
Year: 1848

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
PILBROW, of Tottenham, in the County of Middlesex, Civil Engineer, send
greeting.
WHEREAS Her present most Excellent Majesty Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster,
the Fourth day of April, One thousand eight hundred and forty-eight, in the
eleventh year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said James Pilbrow, my executors, administrators,
and assigns, Her especial licence, full power, sole privilege and authority, that
I, the said James Pilbrow, my executors, administrators, and assigns, or such
others as I, the said James Pilbrow, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at all
times during the term of years therein expressed, should and lawfully might make,
use, and exercise, and vend, within England, Wales, and the Town of Berwick-
upon-Tweed, in the Islands of Jersey, Guernsey, Alderney, Sark, and Man,
and also in all the Colonies and Plantations abroad, my Invention of "CERTAIN
IMPROVEMENTS IN PROPELLING UPON RAILWAYS AND CANALS, AND IN THE APPARATUS
OR MACHINERY BY WHICH THE SAME IS TO BE ACCOMPLISHED;" to have, hold, exercise,
and enjoy the said license, powers, privileges, and advantages therein granted
unto me, the said James Pilbrow, my executors, administrators, and assigns, for
the term of fourteen years from the date of the said Letters Patent. And

page_text: whereas in the said Letters Patent is contained a proviso that I, the said
James Pilbrow, shall particularly describe and ascertain the nature of my said
Invention, and in what manner the same is to be performed, by an instru-
ment in writing under my hand and seal, and cause the same to be enrolled
in Her said Majesty's High Court of Chancery within six calendar months next
and immediately after the date of the said in part recited Letters Patent, as in
and by the same, reference being thereunto had, will more fully appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
James Pilbrow, do hereby declare the nature of my said Invention of "Certain
Improvements in Propelling upon Railways and Canals, and in the Apparatus
or Machinery by which the same is to be accomplished," and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement, and the Drawing on one sheet hereto annexed.
This Invention has reference to certain arrangements for propulsion, by
means of water under pressure derived from stationary power, such water pro-
ducing a continuous effect upon the train or carriage propelled. The water
impinges against certain apparatus carried by the train or carriage, and the
arrangements are so made as to admit of the requisite variation of the power,
throwing it off and applying it again without alteration of the permanent
apparatus. This Invention I call the hydrodynamic system of propulsion. In
order to carry out this system, I lay down between the two lines of rails of a
railway, or by the side of one of the lines, an iron pipe or main stay of about
four or five inches in diameter, having branch pipes running at right angles to
the centre of each line of rails, at about every forty or fifty feet (or other
convenient distance), and there terminating by a cock or other suitable valve,
and a nozzle or ajutage, as explained and detailed hereafter. At suitable
distances, say every eight miles, a stationary steam engine, water wheel, or
other power is to be employed, for the purpose of keeping this main supplied
with water under pressure by a forcing pump or "ram." The distances at
which the engines would be placed for the supply of power, and the pressure
of the water in the pipe, would be regulated by various local circumstances, by
the weight or load to be propelled, and the velocity to be attained. The engine
and pumps would be adapted to keep up the required pressure in the main
according to the rate of discharge, the dimensions of the orifices, and the length
of the section supplied. At intervals, as every forty or fifty feet, is an ajudage
furnished with a cock valve, or other similar apparatus, to be opened and shut
by suitable arrangements connecting with the passing carriage. Upon the main
pipe throughout its length, at intervals of about twenty feet or nearer, are to
be attached hollow vessels or chambers for containing air (as more parti

page_text: cularly described hereafter), in which the air is to be compressed by the
injection of the water to the required density, thus forming a series of air
chambers, so that when the ajutage is opened the water will rush out with a
velocity proportioned to the density of the compressed air. The momentum
of the issuing water will depend upon the degree of compression of the
air in the air vessels, the dimensions of the discharge pipe, and the quan-
tity of water contained in the main, and air vessels immediately adjacent to
the point of discharge, and will not depend on the supply of water from a
distance. The main air vessels and discharge pipes constitute a reservoir of
power ready to be applied when and as required. The pressure to which it
may be advisable to retain the water will vary with the peculiar circumstances
of every case, but I believe that a pressure of about thirty-three and a half
atmospheres, or three hundred and ninety-two pounds to the circular inch, will
be found to answer under ordinary circumstances for railway transit. I belicvo
that an ajutage of about one inch diameter at the orifice will be sufficient with
a pressure of thirty-three and a half atmospheres under ordinary circumstances,
but it will be obvious that it may be found advisable occasionally to vary the
size of the orifices, and to increase and diminish the pressure. To the first
carriage of a train would be attached at its under part or axles a long inverted
trough, divided into numerous cells or cavities similar to the buckets of a water
wheel. This instrument I call the "receiver;" this "recciver" being so placed
that it passes longitudinally and immediately over these agulages or nozzles as
the carriage moves on, and its length being at least equal the distance between
two ajutages, so that it may reach the next ajutage in succession before
leaving the last (though this is not absolutely necessary, I prefer it.) Tho
ajutages are set according to the direction in which the carriage is to travel,
and the cavities are suitably inclined to receive the discharge of water. Upon
the first axle of the carriage near the end of the receiver is a wheel or disc, so
adjusted as to press upon the lever of the cock valves as it reaches them in
succession, thereby opening them. The water will then rush out with a force
and velocity due to the pressure in the "air chambers," and being injected
into 'the cavities of the "receiver" will propel the carriage with a force pro-
portioned thereto, and to the size of the ajutage and the rate of the recession
of the receiver. At the hinder part of the receiver, the last wheel of this
carriage, or the first of the following one, will in a similar manner act or press
upon the opposite side of the same or another lever, the cock will be shut, and
farther issue stopped instantly the receiver has passed.
Figure I. represents a portion of a railway, as if viewed from above, having two
lines of rails as usual. Ata we suppose placed one of the stationary engines (steam

page_text: or other power) to work the force pumps which are to supply the main, and
condense the air in the air vessels. The engines, pumps, and other apparatus
to be employed for these purposes are well known and understood. b, b, are the
pipes leading from the pumps to the main c, c, c, which is shewn by dotted
lines, and the air chambers h, h, h, h, and which main and chambers are to
contain the water, and supply the motive power through certain ajutages, as
hereafter more particularly described; this main is intended to be placed
beneath the surface of the ground, between the two lines of rails, as here
shewn, but its situation may be varied according to circumstances. d, d, d, d,
show (in dotted lines) the branch tubes which terminate above ground, midway
between the two rails of each line of rails, with their ajutages e, e, e, e, &c.
turned in opposite positions, to suit the direction in which the train is to be pro-
pelled on the "up" or "down" line, as shewn by the arrows f,f. These ajutages,
with their cock valves and air chambers, will be more fully explained here-
after with Drawings upon a larger scale.. They may be placed at any convenient
distance apart; they are shewn in the Drawing at about twenty-five feet apart;
but in practice, I should prefer forty or fifty feet, the distance being regulated by
the length of the receiver, or the arrangement of the cells or surfaces upon which
the water is to impinge. 9 represents a line of rails turning out of. the main line,
either as a branch line or a siding, also.supplied with power from the main.
Figure II. represents (in section) an elevation of part of the main, shewing
one of the air chambers h, as cast upon it, also a joint (socket joint) i, i,
and the aperture leading to the branch pipe j. Figure III. represents the
same, but in plan or looking down upon it (not in section): The same letters
indicate like parts in each Figure. c, c, the main tube. i, i, the socket joint,
made similar to the joints of the common gas or water pipes, but being only a
little deeper in the joint, and rendered water-tight at k, k, in the usual manner.
d, d, are the hollow projections with flanges cast upon the main pipe, for the
attaching the branch pipes (at every forty or fifty feet, or any other convenient
distance) leading to and terminated by the cocks and ajutages. I represents
part of one of the branch pipes, the screws in which would fit into the
flange m, and when screwed up in the proper manner would make the required
joint. h represents one of the air chambers, as cast upon the tube. The main
being cast or made up of ten feet lengths, as is usual with gas or water pipes,
the adjutages being at about fifty feet apart, the hollow projection for the
branch pipes would occur upon every fifth length, and for the air vessels upon
every second. So long as a sufficient number of these "socket" joints occur
at intervals to allow of any minute expansion or contraction of the tube by
change of temperature the other joints may be.made, if preferred, in any other

page_text: The size and
convenient way; for instance, flange joints bolted together.
number of air chambers will be regulated according to necessity and quantity
of power required; but the size and number here given I deem quite sufficient.
It may be also advantageous in cases, in which a large quantity of water is to
be discharged in a short time, to make the air chambers contiguous to the
ajutages of larger dimensions than the others. Other forms of air chambers
also may be adopted, such as making the tube rather larger, and casting semi-
partitions within it, which should descend one half or two thirds of the distance,
thus locking air in the upper part of every length of the tube, or by enclosing
within the tube a smaller tube of "vulcanized caoutchouc," filled with air,
which would be compressed by the pressure of the water, an equal pressure
would exist at all parts of the tube. These and other similar plans may be
adopted, but I prefer the one fully above explained and represented in the
Drawing; the object to be obtained being. to obtain a reservoir of power, and
to regulate and equalize the pressure throughout the whole system of con-
taining vessels, and during the discharge of the water, by means of the com-
pression of the air in the upper part of the air chambers to the pressure
required. The whole series of air chambers having connection with each other
through the medium of the water, they will all be affected by the same cause
that affects one; and thus will every and each ajutage have the equalizing effect
of the whole of the air chambers in combination, owing to the quâ quâ versus,
or equable pressure of water. The usual method may be adopted, to keep a
supply of air in the chambers, should it be found that it becomes absorbed or
taken up by the water in course of time, viz., a small air hole in the suction
pipe of the forcing pumps, or any other convenient method of passing in a small
quantity of air during the operation of pumping. The water being forced in as
fast as used, the pressure will always be equal, or very nearly so, throughout the
whole of the main, the length of which without interruption may be regulated
by the intervals between the starting of successive trains, except in cases where
from local circumstances; as the inclination of the ground, the length of main
supplied from one forcing apparatus may be determined by other considerations.
Figure IV. represents in section one of the ajutages or nozzles and
cock valves which will terminate every branch pipe, d being the end of the
branch tube; the cock and ajutage is joined on by a flange and screws, as
at n, or in any other convenient manner. The same (but not in section) is shewn
by Figure V., p being a foot cast upon the tube to secure it to one of the
sleepers q which carry the rail. is the cock in Figure IV.; it is shewn in
section, the "plug" of the cock represented as being open. e is the tapering
nozzle forming the ajutage, and terminating by an orifice of the proper area, to

page_text: discharge the required quantity of water. These Figures represent the upper
part of the branch pipe cock ajutage, or nozzle, as viewed from the side of the
, railway, and in such a position as they would be placed, so that the water
issuing from them would be directed slightly upwards, and in the direction the
train is intended to be propelled..
Figure VI. represents a portion of a railway (scen in section). The
main pipe and branches are shewn by dotted lines c, c, c, d, d, d, and the
air chambers h, h, h; the same letters refer generally throughout these
Drawings and Figures to like parts; and referring also to Figures VII.
and VIII., it will be seen that from the plug of the cock a bar of iron t
proceeds horizontally, being supported by a block or bearing u, and passes
through the rail (which forms another support or bearing); this bar is
terminated by a bent lever S on the outside of the rail. There is also a
shorter lever on the inside of the rail. The position, form, and size of these
levers are shewn by referring to the Figures VI., VII., and VIII. (combined),
the outside lever being longer than the inside one, and bent as shewn. Now
it is evident that if either of these levers be pressed down, it will turn the plug
of the cock, through the medium of the horizontal bar t, and thus either open
or shut it, as the case may be. Upon the front axle of the first carriage of a
train will be placed a disc or wheel, which will be fitted upon the axle, but
having the liberty of sliding upon the axle towards and from the ordinary
wheel. A, Fig. VIII., shews this wheel, which I will call the "opening wheel."
Y is a portion of its nave, which projects towards the centre of the axle con-
siderably, having channels wrought round it for the purpose of allowing the
cogs of a pinion X to fit into. This pinion is affixed to a vertical bar, which
runs up through the carriage, and terminates in a cross head, forming handles
or levers as Z, by which the "conductor" or person in charge can turn it, and
thus bring the wheel either close up to the carriage wheel, or from it. A shews
it when close up, and the dotted lines B when it is brought away towards the
centre. Now if the lever r (see also Fig. VI.), being elevated rather above the
level of the rails when the cock is shut, and this disc or wheel A be brought
close to the ordinary wheel, and the carriage is propelled forward, it is evident
that the wheel A will press down the lever r, and open the cock (it being
arranged so); but it is also evident that if, by turning the pinion X the proper
way, the wheel A could be placed in the position B, it then would not pass over
the lever 1, but on one side of it, and so not affect it at all, and the cock would
remain closed. Upon the hinder wheel of the same carriage, or upon the first
wheel of the next, carriage (the latter being the plan shewn here,) is attached
to outside of the rim or felloe of the wheel D, a circular flat rim of wood or

page_text: $6
iron, so as to increase the width of the bearing part of the wheel, as shown by
Fig. IX.; this addition would of course project somewhat outside the rail, as
shewn, and would therefore roll over and press down the lever S¹ when it
stands at all higher than the level of. the rail, as at S', Fig. VI., which would
be the case when the lever r has been pressed down, as before described. It is
also evident that after it is so pressed down, and the cock opened by the first
process, it would remain open till the second process, or the wheel D pressed
down the lever S, and thus shut it when the lever r would again be up, and
remain so (shut) till another similarly arranged carriage should pass, this
(the shut) being its usual position. It must be observed that the levers are
placed at such a distance from the rails that they would not be touched by or
affected by the ordinary wheels of the train, but only by the outside addition
of the wheel D, which I will call the "shutting" wheel, and the inside
wheel A; every train therefore must have its first (or traction) carriage with
opening" and "shutting" wheels so arranged, and such a distance between
these wheels, as shall answer to the distance the ajutages are apart, or the
length of the receiver, whether both the opening and shutting wheels are upon
one carriage, or upon two distinct ones, as here shewn; and to this first carriage
is to be attached to its under part or axles a long-shape apparatus V, V,
Fig. VI., &c., which is divided into numerous cells or cavities, and inverted
and adjusted so as to pass just over the aforesaid ajutages e, e, e, as the
carriage passes along. The construction and form of this apparatus, which I
call the "receiver," will be better understood by reference to Fig. X., which
shews the foremost part of the "receiver" upon a larger scale, from E to F.
The sides are supposed to be removed to shew the form of the cells or cavities,
which run up in an oblique direction, having but a thin partition between them,
and that brought to a point or a sharp edge, as at H, H; and when the sides
are on as at I, is is very evident that these cells or cavities will then be very
similar to the "buckets" of an over-shot water-wheel. W shews the manner it
would be supported or attached to the axles of the wheels of the carriage, onc
of which is shown here as in section; the loop strap or bearing W, by which it
is attached, being bolted to the "receiver," leaving the axle free liberty of
rotation. The simplest mode to construct this "receiver" will be to form the
cells or hollows in the form shewn at H, H, in a solid bar of iron or other suit-
able material, and then to rivet the sides (of thin iron) on as at I. The nearer
approach to horizontal the cavities can be kept, and the thinner the edges
between them, the better consistent with the required strength and shape.
This "receiver" would be made a little longer than the distance, the ajutages

page_text: are intended to be apart, so that it should be over one before it has left the
other. The cavities are inclined in the direction to receive the full effect of
the water issuing from the ajutages, and so arranged that it shall be over the
opening ajutage when opening, and leaving the closing one when closing, as
shewn by Figures VI. and VII., where the wheel A is just pressing down the
opening lever, and the wheel D the closing lever S': thus will the ajutages
be alternately opened and shut again as the carriages pass along.
Figure VII. represents at I. the pointed form which I recommend the first
carriage (or the traction carriage) of a train to be constructed, as it would not
only have less resistance from the atmosphere, but travel more steadily. The
whole of this carriage also I propose should be for luggage and heavy goods.
N represents the circular opening where the "conductor" would sit, and have
command of the power by the levers and pinion Z.
Figure XI.shews the "plug "o of the cock valves, and part of the long
bar t, and the method of fastening it to the same, viz., by a moveable joint
with a pin, as shown. Fig. XII. represents the lever r, and shews how
that is fastened on the bart by a pin also (the outer lever S may however
go on square with a nut, or pinned similar to r. Fig. XIII. represents
one of the supports u upon a larger scale, shewing the method of fastening
the same by two spikes or bolts to the sleepers. There are various methods
by which the opening and shutting of the ajutages may be accomplished,
and the apparatus arranged generally; for instance, the cocks or valves
might have, instead of the horizontal bars and levers, simply levers upon the
"plug" itself; and instead of being moved by the wheels as described, there
might be a proper apparatus, with a roller attached to the front and back end
of the "receiver" to do so; or they could be made by a spring or balance
weight to return to their shut position, without the aid of a passing roller, and
held open by a bar as long as the "receiver" was passing over them; and other
methods of letting on or shutting off the discharge of water as required will
suggest themselves to every engineer.
Having now described the general nature of the Invention, and the several
parts of the apparatus, and their uses, I will explain the operation of, or
manner of working, or how the whole combined is put into action, kept into
action, or stopped. The railway having been supplied with the tubes, air
chambers, ajutages, &c., as described, and the first carriage of the train
supplied with the apparatus, as also described, the tubes being charged with
water by engines and force pumps to a proper pressure, the cock valves being
all shut, this carriage is brought (having its front or "opening wheel" in its

page_text: motive position with its "receiver" over the first ajutage, the general train of
carriages being attached in the usual manner, the attendant either by moving
the lever for opening the cock by hand, or by a rod for the purpose, or by any
other means, forces the cock lever so as to open the passage of this first ajutage;
the water by the effect of the pressure of the air contained in the air chambers
as described will rush out, and, impinging into the cells or cavities of the
"receiver," urge on the carriage and train; the front or "opening" wheel, being
placed in the proper position by the means described, will open the next ajutage
in succession, the hinder or "shutting wheel" shutting the first, and then the
second, and thus continue to do so while the front or "opening wheel" is kept
in the position to open them; and if the power of the issuing stream of water
be sufficient, the train will be regularly propelled, as each stream of water will
commence flowing into the "receiver" at the front end of it, and continue to its
hinder end, as it passes over in its advance with the carriage forward, as the
cocks being opened by the wheel at the front remains open until closed by the
wheel behind; thus would the train be propelled till the person in charge
wished otherwise, and so placed the front wheel out of action, by turning the
spindle as described, when no more cocks or valves would be opened, and the
issue of the water, and therefore the power, would cease, the train only having
the effect of its own momentum to carry it on; but the power can be renewed
at pleasure, by simply bringing the front or "opening wheel" into action
again;. so that the speed can be checked, entirely stopped, and renewed with
the greatest facility. It is also evident that if another series of ajutages in the
reverse direction are placed along the line, and another and corresponding
apparatus attached to the carriage, but so as not to interfere with the other,
the direction of the motion of the train might be reversed at pleasure; and this
may be convenient in and near to the "stations." The method of doing it does
not require explaining here, as it is simply the whole plan explained, but
reversed, and being now a double apparatus. Also by such a double apparatus,
the hydrodrynamic system can be applied to a single line of rails. Also it is
plain, that not only the first carriage of a train may have a "receiver," &c.
attached, but the second also or more if required, without altering any part of
the apparatus upon the railway, when the power or effect would be necessarily
doubled, trebled, &c. The water (after having performed its duty) falling
from the "receiver" immediately around the ajutages, would be received in a
small hollow, communicating with the culverts or drains of the railway, and
thus either be carried away as waste, or returned by a small culvert under-
ground to the engines, to be used again, as may be most convenient (advantage
being taken of the "inclines" favorably for this purpose). When used as a

page_text: means of propulsion upon canals the tube may be laid along the side of the
canal, or supported by small piers or posts along its centre; the vessels to be
propelled having the "receiver" along their sides, conveniently affixed, either
quite close, or a short distance off; the whole of the apparatus and mode of
working being so similar to that just described that it is unnecessary to repeat
it, the requisite modifications being obvious to any engineer. Inasmuch, how-
ever, as the motion of vessels in water is necessarily much slower than that of a
carriage upon wheels, the pressure of the water need not be nearly so great.
Having now described the nature of my said Invention, and in what manner
the same is to be performed, I wish it to be understood that I make no claim
to the exclusive use of mains, air vessels, or other apparatus hercin-before
described or referred to, except as supplied and adapted to and for the hydro-
dynamic system of propulsion. But what I do claim as my Invention is,-
First, the requisite arrangements whereby water may be supplied and
retained under pressure, and applied as the motive power for propulsion on
railways and canals, as above described.
Secondly, I claim the combination of air chambers, cocks, or valves, and
ajutages or nozzles, with a main containing water under pressure, to be applied
to a "receiver" carried by the carriage or train, and for the propulsion of
carriages or vessels, as herein described.
Thirdly, I claim the arrangement and application of levers and wheels for the
supply of water under pressure, for the purposes of propulsion, as above described.
And such my Invention being to the best of my knowledge and belief
entirely new, and never before used within that part of Her Majesty's United
Kingdom of Great Britain and Ireland called England, and Her said Domi-
nion of Wales, Her Town of Berwick-upon-Tweed, Her Islands of Jersey,
Guernsey, Alderney, Sark and Man, and also in all Her Colonics and Planta-
tions abroad, I do hereby declare this to be my Specification of the same, and
that I do verily believe this my said Specification doth comply in all respects,
fully and without reserve or disguise, with the proviso in the said herein-before
in part recited Letters Patent contained; wherefore I do hereby claim to main-
tain exclusive right and privilege to my said Invention and "Improvements in
Propelling upon Railways and Canals, and in the Apparatus or Machinery by
which the same the same is to be accomplished."
In witness whereof, I, the said James Pilbrow, have hereunto set my
hand and seal, this Second day of October, One thousand eight hundred
and forty-eight

page_text: AND BE IT REMEMBERED, that on the Third day of October, in the
year above mentioned, the aforesaid James Pilbrow came before our Lady
the Queen in Her Chancery, and acknowledged the Specification afore-
said, and all and every thing therein contained, in form above written. And
also the Specification aforesaid was stamped according to the tenor of the
Statute in that case made and provided.
Inrolled the same Third dex of October in the year above written.