Improvements in Appliances for Automatically Operating Subterranean Railways.
Year: 1899

page_text: Complete Specification Left, 22nd Jan., 1900-Accepted, 24th Feb., 1900
PROVISIONAL SPECIFICATION.
Improvements in Appliances for Automatically Operating
Subterranean Railways.
We, BENJAMIN FOWLER CARPENTER, residing at Roselle, County of Union,
State of New Jersey, U.S.A., Engineer, and CHARLES NEWELL FOWLER, residing
at Elizabeth, County of Union, State of New Jersey, U.S.A., Lawyer, do hereby
declare the nature of this invention to be as follows:-
The present invention relates to a railway system for underground service, in
which the main tunnel is continuously open from end to end so that any number
of cars or trains can be driven by an air-current or otherwise, uninterruptedly
along a track within such tunnel, and a series of way stations (free from the air
current) is provided wholly outside of such tunnel, and connected therewith in
succession by branch tunnels.
This system is adapted for the automatic transportation of freight, which
necessitates the holding of the cars at the station for a considerable length of time
to load and unload the goods, and the invention provided a means of dispatching
the cars from any station to any other station in the system, and automatically
switching the car from the main line track into the designated station yard, means
for bringing the car to rest automatically within the yard, and means for propel-
ling it from such station automatically into the main line tunnel, to dispatch it
to another station.
The successive stations are in this system provided with successive designations,
and the space between the track rails in the main tunnel is divided into a corre-
sponding series of designated spaces, and a switch lever is arranged antecedent
to the switch for each branch tunnel, in the designated space between the main
track rails, which corresponds with the designation of the adjacent station. Each
car employed in the system is provided upon one of the revolving car axles, with
a gage wheel adjustable in a series of predetermined positions between the track
rails corresponding to the designated positions of all the switch levers in the main
line tunnel, and is fixed, before dispatching a car to a given station, securely upon
the axle in the position corresponding to the switch lever of the given station;
so that the gage wheel may clear any other switch lever between the main line
rails, but may actuate the switch lever of, and divert the car (by the opening of
the switch) into, the designated station.
This system permits the use of large cars, capable of carrying one or more tons
of freight, and thus requires very different appliances for switching and stopping
the cars, from ordinary pneumatie carriers which are propelled and brought to
rest within a smooth cylindrical tube.
The tracks to support the cars require strong and heavy switch points which
cannot be moved instantaneously; and I therefore use switch levers of great
length (as 16 feet) placed at a very slight inclination to the level of the track, and
by securing the gage wheel rigidly upon the revolving car axle I avoid any fric-
tion in the operation of such wheel upon the switch lever, as the periphery of the
wheel is positively rotated at about the came speed. as it passes over the lever.

page_text: After the car enters the branch tunnel, on its passage to the station, it operates
upon a switch closing lever, and thus closes the main line track for the passage of
subsequent cars to points beyond such station. An air-gate is fixed in the branch
tunnel and is opened in advance of the car by a gate-lever arranged between the
track rails like the switch lever, so as to be actuated by the same gage wheel;
and such air-gate is closed, subsequent to the passage of the car, by the actuation
of a correspondingly disposed lever.
A gage-board is fixed beneath the car adjacent to the gage wheel and provided
with a series of designations corresponding to those of the series of successive
stations, and such marks upon the gage-board are arranged in relation to the track
rail in the same order (or successive dispositions) as the switch levers correspond-
ing to the several stations. The levers for opening and closing the switch points
for a given station, and the gate within its branch tunnel, are all disposed in the
same relation to the track rails; and the setting of the gage wheel opposite the
mark upon the gage-board, which designates a given station, thus serves to bring
the gage wheel into contact with all of such levers successively, and disposes it
to avoid any other switch levers over which the car may pass, in the main tunnel.
To arrest the cars after they are wholly discharged from the tunnel, 1 provide
upon the yard rails a detached chamber termed herein a car-pocket," and pro-
vide the forward end of the pocket, as is common in such cases, with closed doors
to confine the air; which brings the car gradually to rest within the pocket.
"
A pawl is provided within the pocket to engage the car when arrested and pre-
vent the compressed air from driving it out of the pocket, and the mouth of the
pocket is flared to prevent collision with the rapidly moving car as it enters the
pocket; the periphery of the car being provided with the usual packing to prevent
leakage of air in the tunnel. To receive the cars in the yard at brief intervals
I provide means, such as a hand lever for quickly closing the doors of the car-
pocket when opened, and means for quickly opening the doors when unbolted, by
means of another hand lever. The two hand levers are arranged in proximity to
one another, so that a single operator (when a car is arrested in a pocket) can
readily unbolt the doors to discharge the cars, and as readily close the doors to
receive another, when the car is discharged. The car may be automatically dis-
charged from the pocket by a slight downward inclination of the track rails lead-
ing therefrom. Where cars are received frequently in the same station two poc-
kets may be used, and the cars switched alternately into such pockets.
When the car is discharged from the pocket within the station it is diverted
to a siding or suitable position for loading and unloading. When the car is ready
for dispatch to a selected station, the gage wheel is fixed upon the axle of the car
in the position designated upon the gage-board for such station, and
it is then placed upon a track leading into an outlet branch
tunnel where a mechanical pusher is engaged with the car, to start it at a suitable
velocity through such branch tunnel into the main line, where the pneumatic
current, if one be employed, carries it to its destination.
An air-gate is preferably provided in the outlet branch tunnel, and is opened
and closed by the operation of the car upon suitable levers connected with such
gate. These levers are made wide enough to co-operate with the gage wheel in
any of its adjustments.
In using two tunnels to carry the cars in opposite directions between stations,
the tunnels may be carried along between the stations side by side, or one above
the other; but adjacent to the stations they are arranged one above the other to
permit the switching of the cars laterally into the station without interference.
The station yards are, for use with such tunnels, all disposed below the street level,
and the track leading from the lower tunnel is inclined upwardly where it enters
such station, to retard the car as it enters.
The gates in the branch tunnels and the means for operating them, are only
required when the cars are propelled by an air current; but the switching appli-
ances, and the isolated pocket within the car station for arresting the cars, may

page_text: be used whatever motive power be employed, as electricity, compressed air, or
other agent, to propel the cars; as such cars propelled at high velocity without
any conductor or attendant require automatic means for bringing them into rest
in the station.
The invention also includes a metallic car body having lids hinged at the sides
of the top, and a suitable locking device for securing the lids when closed, as well
as fluid pressure devices and automatic valves for returning the pusher to its initial
position, after dispatching a car from the station.
Improvements in Appliances for Automatically Operating
Subterranean Railways.
We, BENJAMIN FOWLER CARPENTER, residing at Roselle, County of Union,
State of New Jersey, U.S.A., Engineer, and CHARLES NEWELL FOWLER, residing
at Elizabeth, County of Union, State of New Jersey, U.S.A., Lawyer, do hereby
declare the nature of this invention and in what manner the same it to be per-
formed, to be particularly described and ascertained in and by the following
statement:.
The present invention relates to a railway system for underground service, and
the object of the invention is to furnish a means for despatching cars loaded with
freight through an underground system of tunnels, from any one station to any
other station upon the route, and to switch the cars from the main line tunnel into
the required station, and to bring it to rest therein by automatic agencies. By
the use of such agencies, the cars may be despatched without any conductor or
operator, and may be sent and received at very frequent intervals.
The cars are preferably operated by an air current, but steam or electric power
may be used with a part of our improvements. Where pneumatic power is used,
a gate is provided in the branch tunnel which leads to each station, so that the
station is free from the air current; while the main tunnel is continuously open
fiom end to end and the air current driven uninterruptedly therethrough.
In this system, the successive stations are provided with successive designations
or numbers, and the space between the track rails in the main tunnel is divided
into a corresponding series of designated spaces, and a switch lever is arranged,
antecedent to the switch for each branch tunnel, in the designated space between
the track rails which correspond with the designation of the adjacent station.
Each freight car is provided upon one of the revolving car axles with an adjust-
able gage-wheel, and with a gage-board for setting the same in a position corre-
sponding to that of the switch lever which it is intended to operate for diverting
the ear into a given station.
The system is adapted for use with cars containing one or two tons of freight
and which therefore require strong and heavy switch points that cannot be moved
instantaneously, and we therefore use switch levers of great length (as five meters)
placed at a very slight inclination to the level of the track, and we secure the
gage-wheel rigidly upon the car axle so that its periphery is revolved positively
at the same speed that it passes over the switch lever.
To arrest the cars, as they enter the stations, we provide upon the yard rails of
the station a detached chamber termed herein a car pocket, in which the car is

page_text: brought to rest by the compression of the air in the forward end of the pocket.
The front end of the pocket is provided with doors to discharge the car when
arrested, and a hand-lever is provided for quickly closing the doors when the car
is discharged, and for unbolting the doors when latched.
The car may be automatically discharged from the pocket by a slight downward
inclination of the track rails leading therefrom. Where cars are received fre-
quently in the same station two pockets may be used, and the cars switched alter-
nately into such pockets. Where two tunnels are used to carry the cars in oppo-
site directions, and the cars from both tunnels are diverted into the same station,
it is necessary to bring the cars from the upper and lower tunnels to the same
grade within the station, to conveniently handle the cars, and the cars are dis-
charged from the branch tunnels into the yard before bringing the cars to rest,
to utilize the momentum of the cars in overcoming any elevation of the track in
passing from the main tunnel to such yard.
After the car enters the branch tunnel on its passage to the station, it operates
upon a switch closing lever and closes the main line track for the passage of sub-
sequent cars to points beyond such station.
An air gate is fixed in the branch tunnel and is opened in advance of the car
by a gate lever arranged between the track rails like the switch lever, so as to be
actuated by the same gage-wheel, and such air gate is closed subsequent to the
passage of the car, by the actuation of another similar lever. The car is loaded
or unloaded upon a side track in the station, and is then placed upon a track lead-
ing into an outlet branch tunnel, where a mechanical pusher is engaged with the
car to drive it into the main line tunnel at a suitable velocity, where the pneu-
matic current, if one be employed, carries it to its destination.
Where a pneumatic current is employed, an air gate is provided in the outlet
branch tunnel, and is opened and closed by the operation of the car upon suitable
levers connected with such gate. These gate levers are made wide enough to co-
operate with the gage-wheel in any of its adjustments.
The invention, with the details claimed herein, will be understood by reference
to the annexed drawing, in which Fig. 1 is a plan of a station showing the branch
tunnels leading into and out of the same, and the air shunts and blowers connected
with the upper and lower tunnels. Fig. 2 is a cross section of the same through
the inlet branch of the lower tunnel, following the curve of the tunnel and the
line a, e, in Fig. 1. Fig. 3 is an isometrical perspective view of the ear and the
switch actuating devices, one half of the car lid being raised.
Fig. 3 is a transverse section of the car. Fig. 4 is a longitudinal section of
the pocket with car therein; Fig. 5 shows the front end of the pocket, and
Fig. 6 a plan of the same. Fig. 7 is a plan of the levers and connections for actua-
ting the switch points and air gate; Fig. 8 is a diagram showing the tunnel in
section on line 8, 8, in Fig. 7. Fig. 9 is an elevation of the pusher for driving the
cars from the station into the main line, the view being taken in section on
line 9, 9, in Fig. 10.
Fig. 10 is a longitudinal section of the same through the center of the pneu-
matic cylinder; Fig. 11 is an end view of one of the cars; Fig. 12 a plan with one
lid opened and Fig. 13 a side elevation of the same. Fig. 14 is a diagram of
the entire system.
;
In Figs. 1 and 2, a designafes the upper tunnel, and the lower tunnel, traffic
moving in the same in opposite directions, as indicated by the arrows in Fig. 1.
A designates the building lines at a street crossing, the station yard B and the
station being located beneath a side street at right angles to that through which
the tunnels a, a¹ are carried. D or D' represents the air shunt, consisting of a
chamber in which a blower d is placed and actuated by a suitable motor: an elec-
tric motor being preferred. The inlet of the blower is extended in one direc-
tion obliquely toward the tunnel to draw the air therefrom, and the outlet / is
extended obliquely in the opposite direction to discharge the air into the tunnel,
as indicated by the arrows d. The blower connections and are shown

page_text: broken where united with the upper tunnel in Fig. 1, as the blower is not shown
in section.
The air shunt D and its blower connect with the upper tunnel to drive the air
in one direction, while the air shunt and its blower connect with the lower
tunnel to drive the air in the opposite direction, as indicated by the arrows d
The car E is represented in Figs. 11 to 13 inclusive, as formed of sheet metal with
a drop bottom E¹ extended downward between the axles F, and is provided with
lids G, G', hinged at the opposite top edges. The top of the tunnel and car are
arched, and the lids rest, when closed, upon the ends G2 of the car. The sides
of the car are formed with a hollow roll at the top, and the opposite edges of
each lid are also formed with a roll which, with hinge lugs g upon the sides of
the car, constitutes a continuous joint at the outer edge of each lid. A cross-
bar is fitted removably to sockets on the car-sides to support the lids when
closed.
A flap H is hinged upon each end of the car adjacent to the top, and formed
with the curved rib adapted to hook over the ends of the lids G, G¹, when
closed, to prevent them from jarring, and thus accidentally engaging the roof
of the tunnel. The Hap H at the right hand end of the car in Figs. 12 and 13,
is shown turned downward to release the lids, and the flap at the left hand end
of the car in Fig. 13 is shown in section at the middle of its length to exhibit
its engagement with the ends of the lids by the overlapping of the rib h. A
bolt, provided upon the inner end with a tee-head and upon the outer end
with handle i, is arranged to engage a tee-slot j upon the car-end, when the rib
is adjusted over the lids, and the lids are thus locked securely when the car is
in motion.
corre-
A flexible pneumatic packing J is shown extending around the edge of the
flap H. and similar packings J extended downward along the sides of the car.
The floor of the tunnel is made level between the rails R, and a series of flexible
tongues or packings kis depended from the drop bottom of the car at one end
to prevent leakage of the air current between the rails. In Fig. 11, a cross
section of one of the levers m, for opening a switch or air gate, is shown between
the rails, and the tongue k which passes over such lever would be raised thereby
without disturbing the other tongues; which prevents the passage of the air.
A gage-wheel / is shown secured adjustably upon the car axle F between the
track wheels L, and a gage-board N is shown supported upon the car adjacent
to such gage-wheel, with a series of marks, numbered from one to twenty-seven
inclusive, to indicate twenty-seven positions in which the gage-wheel may be
set to operate upon twenty-seven different levers in connection with a
sponding number of stations. The gage-wheel is shown in Fig. 11 set at the
first division of the scale and in contact with a lever which would be adapted
to operate the switch and air gate at a station, number "one," as marked in
Fig. 14, and the levers at the other stations would be suitably. arranged between
the track rails R antecedent to such stations, to operate with the gage-wheel
when set at the numbers upon the scale corresponding to those stations.
The gage-wheel when adjusted is secured upon the car axle by a screw
other suitable means, and thus rolls over the levers with which it operates.
In Fig. 1, A and A2 designate, respectively, the inlet and outlet branch of
the upper tunnel «, and the dotted lines a² designate the branch track from the
lower tunnel which, with the arrangement of tracks shown in the station yard B.
crosses the line of the upper track A' at a lower level, before it enters the yard,
and is then led up to the level of the yard from such crossing point by an
incline B.
or
Figs. 7 and 8 show a portion of the main tunnel with the main line rails R
and the branch tunirel A¹ with the rails R and the lever connections to the
switch and air gate, all the longitudinal dimensions being shortened for want
of room upon the drawing.
m designates the lever in the main line connected by cranks c and links c

page_text: with the switch points d to open the same (by the depression of the lever under
the gage-wheel ) as the car approaches the branch tunnel.
Fig. S is diagrammatic in character, and represents all the cranks and their
links in full lines.
Fig. 3 represents the car as thus depressing the lever m to close the switch
and open the main track for the passage of the car to the station, and in Figs. 7
and 8, the switch is represented as closed and the car passed upon the branch
track R just beyond the switch points. m¹ designates a lever (beyond the switch)
which is connected by crank e and link f with the crank c and switch points a to
close the switch after the car has passed the same. Recesses K are shown in the
walls of the tunnel A' beyond the lever m¹, and air gates K are hinged in such.
recesses and adapted to meet when closed across the tunnel in contact with
shoulders at the rear ends of the recesses and roof of the tunnel.
To make the gate as light and easily moved as possible, it is divided in two
leaves, as shown in Figs. and 8, and each leaf is pivoted upon a vertical hinge,
so that its weight has no effect in opening or closing it.
The gates are sunk in the recesses when open, so as to be readily passed by the
cars on the track.
The open position of the leaves is represented by dotted lines in Fig. 8, and at
the lower recess in Fig. 7. The pivots of the air gates are provided with
cranks, and cranks are connected therewith by links f¹ and actuated by the
lever ml, to open the air gates as the car approaches the same. A lever m² is
shown beyond the air gates and connected by cranks e and links f with the
cranks, to close the air gates after the car has passed the same. In Fig. 8 the
lever mis represented as raised, and the lever m depressed, as the passage of the
car E, which is represented between such levers. The cranks of these two levers
are so arranged that each operates, when depressed, to raise the other, but the
lever m can be raised as hereinafter described, without depressing the lever m.
The movement of the car over the lever m¹ would therefore depress the same in
shifting the switch points d to close the main line track, and raise the lever m, as
indicated by dotted lines in Fig. 8, and leave it in readiness to be operated by a
succeeding car, to open the switch if the car be intended for such station. The
actuation of the lever m¹ operates through the links f and f¹ to close the switch
and open the air gate simultaneously but the links f are provided with slotted
beads where they are connected with the levers e to permit the closing of the
air gates by the depression of the levers m2 without reopening the switch.
Inspection of Fig. 8 shows that the depression of the lever m¹ operates to pull
the link f and close the switch; while the reverse movement of the levers e¹ when
actuated by the lever m² in closing the air gates, produces no effect upon the
closed switch points, but simply moves the pin of the crank e in the slotted head f³,
and raises the lever m² without affecting the switch.
The lever m would remain standing in readiness to open the switch when pressed
by the passing ear, such movement drawing the link head f3 to the position shown
in Fig. 8, and thus enabling the link to close the switch whenever the succeeding
lever m was depressed.
If necessary, the switch levers may be balanced by any suitable means.
After the car las closed the air gates it passes into the station yard B, where
it enters the pocket or brake-chamber 0 which is provided at the forward end
with doors o to retain the air within the pocket, which gradually checks the
movement of the car and brings it to rest.
Fig. 4 shows between the rails a weighted pawl P which is depressed by the car
as it enters the pocket, and then serves to engage the rear corner of the car and
prevents the depressed air from pushing it backward when stopped. The mouth
of the pocket is flared to admit the moving car without any collision between its
ends and the walls of the pockets.
Figs. 4, 5 and 6 show the doors o¹ secured to hinge-spindles o³, at opposite sides
of the pocket, and provided with springs o³ to hold the doors normally open.

page_text: Vertical bolts p at the top and bottom of the pocket serve to hold the doors
locked when closed, and a handle p¹ is connected with levers p² which are adapted
to simultaneously retract the bolts when it is desired to open the pocket to with-
draw the car. A handle Q is connected by cranks q and links with the spindles o²,
to close the doors. When the car has been withdrawn, the bolts p having in-
clined jaws, as shown in Fig. 4, permit the doors to lock automatically when
pressed shut by the handle Q, as shown in Fig. 6; which leaves the pocket in
readiness to arrest the succeeding car. The cars would be despatched to the sta-
tion at regular intervals, or notice given of their despatch by telegraph or tele-
phone, and the preceding car could thus always be removed from the pocket before
any succeeding car could arrive.
In Fig. 1, two pockets are shown connected with the track from the branch tun-
nel A, to permit the receipt of the cars more rapidly, the alternate cars as they
arrive being switched alternately into the right and left hand pocket. Two
similar pockets are shown connected with the track from the branch tunnel a²,
which leads into the yard from the lower tunnel a¹, and the four tracks from all
of the pockets are converged upon a turn table S, from which all of the cars may
be delivered into the station apartment C for loading and unloading. From this
apartment the cars may be switched to delivery tracks s and s¹, respectively, into
the branch tunnel A² to enter the upper tunnel a, or into the branch tunnel
enter the lower tunnel a', thus sending the cars in either direction that may be
required.
to
In each of these delivery tracks a pusher is preferably located, to start the
car into the branch tunnel A² or a³, at a suitable velocity to deliver it into the main
tunnel, where the air pressure would carry it to its destination. Such pusher is
shown only upon the tracks near the station. The pusher may consist of a chain
with dogs to catch and move the car; but I prefer to use a pneumatic device such
as is shown in Figs. 9 and 10, where T designates the pneumatic cylinder with
piston T movable therein, and connected with a carriage t¹ having its wheels
guided by rails w, which are set between the rails R¹ of the delivery track (see
Fig. 9). The carriage is provided with a spring pawl t2, which is pressed
downward by the car as it passes over it, and then engages the rear corner of the
bottom as shown in Fig. 10.
A valve box is shown connected with the opposite ends of the cylinder by
pipes v¹, and the valve arm u is shown connected by links u¹ with levers u² pivoted
at opposite ends of the cylinder. A pipe 2 supplies air to the valve box under
pressure, and the valve is so constructed that when the arm u is in its central posi-
A handle U³ is pro-
tion, as shown in Fig. 10, the air is cut off from the pipes v¹.
vided to shift the levers 2, and the valve arm u by moving in the direction of the
arrow ut, which admits the air to the rear end of the cylinder (shown at the right
of Fig. 10), and thus drives the piston and pushes the car toward the opposite end
of the cylinder. A check valve l is shown at the forward end of the cylinder,
which valve is loaded at a very light pressure, so as to permit the free escape of
the air from the cylinder T when the piston is pushed forward. The carriage f¹
has projections to contact with the upper ends of the levers u², the forward move-
ment of the carriage reversing such lever so quickly as to reverse the valve and
adınit air to force the piston back to its initial position.
Such a portion of the air escapes through the check valve w¹, that the piston
moves back to its initial position very slowly, and the operation of the carriage
upon the lever u² at the rear end of the cylinder is so gradual that the valve is
shifted merely to its central position (as shown in Fig. 10) which wholly cuts off
the supply of air and leaves the carriage with pawl in readiness to engage the
succeeding car.
When a car is moved by the attendants over the pawl 2, and the latter impelled
by the piston, the car is pushed into the outlet branch tunnel with suitable velocity
to enter the main tunnel, where the air operates to carry it forward until it reaches
its destination.

page_text: A pawl is shown in Fig. 2 inserted between the tracks upon the upwardly
inclined grade B to prevent any cars from backing into the lower tunnel if acci-
dentally pushed upon the top of the incline.
The cars may be introduced to the main tunnel successively at a rapid rate,
because they cannot possibly collide with one another when travelling in the same
direction because the air intervening serves as a cushion between the cars. Such
rapidity of delivery to the tunnel is facilitated by forwarding cars in succession
to different stations, which secures a suitable interval in the arrival of the cars at
any one station. The system is operated as follows:
The car, when loaded at a given station, has its gage-wheel or equivalent dog,
set to press only upon the lever adjacent to the destined station, and the car is thus
directed into the inlet tunnel of such station when it reaches the entrance to the
same. The car then operates to close such switch and open the air-gate in the
branch tunnel, closing the latter after it is passed, and then entering the pocket
or brake-chamber 04, where it is brought to rest, and prevented from rebounding
by the pawl P shown in Fig. 4. An attendant then by means of the hand lever pl
draws the bolts upon the front end of the pocket, permitting the springs o³ to
open the doors; when the car may be drawn forward to the turn table, or may be
delivered automatically to such point by inclining the track downwardly slightly,
within the forward end of the pocket, toward the turn table.
The car being then switched into the station chamber, is loaded or unloaded,
and the gage-wheel set to send it to a different station, as may be required.
The car is then moved past the pawl of the pusher, at the entrance to the out-
let branch tunnel, and the pusher being operated the car is impelled into the main
tunnel, where it is carried to its destination; opening and closing gate V by
levers m³.
It will be obvious that the means for switching the cars from the main line into
the several stations, the means for bringing them to rest within the station yard.
and the means for pushing them from such yard into the main tunnel, would
operate the same, whatever means of propulsion be employed for the cars, and
they could therefore be used in connection with cars carrying an electric motor,
a compressed air motor, or any other agent of propulsion. The means of propel-
ling the car is therefore immaterial to the operation of such parts of the invention,
as will be understood from the fact that when the cars are driven at a high velocity
without any attendant, they could not be brought to rest uniformly within a sta-
tion yard by merely cutting off the motive power, as by stopping the propelling
motor; but would require the pocket or brake-chamber to overcome their acquired
momentum. My claims to these appliances are not therefore limited to their use
with cars propelled by an air current.
In my system all obstructions, as gates, or stations between gates, are removed
from the main line track, and cars can thus be despatched at more frequent inter-
vals than if such gates existed, and required to be actuated before the car could
pass them. Detached car-pockets enable operators to reach both ends of the car
(when the front end of the car is opened) and to thus move the cars readily by
hand. The separation of the car-pocket from the tunnel thus serves not only to
arrest the car much nearer to the unloading point, but renders the cars more
accessible for shifting them to the desired station in the car-vard.
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
1. A subterranean system for automatically operating cars, having a main line
tunnel with main track therein, a series of designated station yards with branch
tunnels leading thereinto and tracks in the yard connected with the main line
track by branch tracks, and characterized by a switch for diverting the car into
such branch tunnel, long switch levers arranged between the track rails at a
slight inclination to the level of the same, one before and one beyond such switch

page_text: and connected thereto, a gage-wheel secured rigidly (before despatching the car)
upon the rotating car-axle, and a gage-board with divisions and designations
corresponding to the series of switch levers and stations, to set the gage-wheel in
a position corresponding with the switch levers at said station, to operate such
switch levers and deliver the car automatically into such station.
2. A subterranean system for automatically operating cars, having a main line
tunnel with main track therein, a series of designated station yards with branch
tunnel leading thereinto and tracks in the yard connected with the main line
track by branch tracks, and characterized by an air-gate in such branch tunnel,
long gate levers arranged between the rails, one before and one beyond such air-
gate and connected thereto, and a gage-wheel secured rigidly (before despatching
the car) upon the rotating car-axle in a position corresponding with the designa-
tion of the said station to operate the gate levers.
3. A subterranean system for automatically operating cars, comprising a main
line tunnel with main track therein, a series of designated station yards with
branch tunnels leading thereinto and track in the yard connected with the main
line track by branch tracks, and a detached car-pocket upon the branch track
within the yard, to arrest the cars when diverted into such station.
4. A subterranean system for automatically operating cars, comprising a main
line tunnel with main track therein, a series of designated station yards with
branch tunnels leading thereinto and tracks in the yard connected with the main
line track by branch tracks, and a detached car-pocket upon the branch track
within the yard and having movable door at the front to arrest and release the
cars, a pawl hinged between the rails of the track and pressed normally upward
within the pocket, and a shoulder upon the car to engage the point of the pawl
when the car is in the pocket, to prevent the compressed air from driving the car
backwardly.
5. A subterranean system for automatically operating cars, comprising a main
line tunnel with main track therein, a series of designated station yards with
branch tunnels leading thereinto and tracks in the yard connected with the main
line track by branch tracks, a detached car-pocket upon the branch track within
the yard, doors upon the front end of the pocket with a bolt to lock the same
when closed, and a hand-lever with connections for unlocking the door, a spring
or its equivalent for automatically opening the door when unlocked, and a hand-
lever with connections for closing the door.
6. A subterranean system for automatically operating cars, comprising two
main line tunnels with tracks therein, a station with station yard and branch
tracks leading from both of such tunnels into and out of the yard, a car-pocket
enclosing a section of the branch track, side tracks for loading and unloading the
cars, and a mechanical pusher for propelling the cars from the outlet branch track
into the main tunnel.
7. A subterranean system for automatically operating cars, comprising two
main line tunnels one above the other with track rails laid therein, a station with
station yard at substantially the level of the upper tunnel, inlet and outlet branch
tracks leading to and from such tunnels and the yard, with the inlet branch track
from the lower tunnel arranged to cross beneath the branch track from the upper
tunnel as set forth, and extended from such crossing into the yard by an up-grade,
and car-pockets located upon both of such inlet pockets, to arrest the cars within
the yard.
8. In a subterranean system for automatically operating cars, a pusher for pro-
pelling the cars from a station into the main line tunnel, such pusher comprising
a cylinder with piston movable therein, a carriage propelled by such piston and
provided with means to engage the car, valve mechanism for supplying air to
opposite ends of the cylinder, and means actuated by the carriage for shifting the
valve mechanism, substantially as herein set forth.
9. The car adapted for use in a subterranean tunnel and having a car top in close
proximity to the roof of the tunnel, the car having lids hinged at its opposite edges

page_text: and provided with means for securing the opposite ends of the lids during the
passage of the car through the tunnel, to prevent the catching of such ends upon
the tunnel roof.
Dated at 70. Nassau Street, New York. N.Y., this 28th day of November 1899.
THOMAS S. CRANE,
Agent for Applicants.