IMPROVEMENTS IN THE APPLICATION OF MOTIVE, POWER TO PNEUMATIC AND OTHER RAILWAYS AND FOR OTHER PROVISIONAL SPATION
Year: 1883

page_text: LETTERS PATENT to Thomas Webster Rammell of N° 26 Pall Mall London,
Civil Engineer for an Invention of IMPROVEMENTS IN THE APPLICATION
OF MOTIVE, POWER TO PNEUMATIC AND OTHER RAILWAYS AND FOR OTHER
PROVISIONAL SPECIFICATION left by the said Thomas Webster Rammell
at the Office of the Commissioners of Patents on the 1st March 1883.
THOMAS WEBSTER RAMMELL of N° 26 Pall Mall London Civil Engineer
IMPROVEMENTS IN THE APPLICATION OF MOTIVE POWER TO PNEUMATIC AND
OTHER RAILWAYS AND FOR OTHER PURPOSES AND IN THE APPARATUS EMPLOYED
THEREWITH
This Invention so far as it is applicable to railways relates only to lines having
stations at short distances apart and chiefly therefore to lines for the local service
of large towns and cities It is applicable to other purposes where a continued
thrust in the same direction and over a greater space than can be reached with the
ordinary Cylinder and piston is desired to be employed and where air or other
elastic fluids are to be used under compression
For railway purposes the invention is based on the principle of imparting to the
train at any one station of a line sufficient force or impulse to carry it on at the
desired velocity to the next station in advance, and there deliver it without any
additional application of force during the transit. Where by reason of the too
great distance between any two stations or of the steepness of the gradients the
transit cannot be wholly or advantageously performed by this new method, I
prefer to employ for completing it my pneumatic Systein as described in the
Specifications of former Letters Patent granted to me and dated respectively
10th February 1860 N° 356 6th November 1860 N° 2718 26th March 1864 N° 756
13th July 1866 N° 1884 21 August 1868 N° 2608 19th December 1874 N° 4380
23rd December 1878 N° 5245 and 16th December 1881 N° 5501; thus working the
two systems in combination.
In order to communicate economically the proper velocity to the train, it is
requisite that the force should be applied to it over .a.not.. inconsiderable.
proportion-say, one eighth to one fourth of the interstational distance, and this
would be most conveniently done by a direct and continued thrust from the source

page_text: I effect
of power, for the ready application of which there are no existing means.
this application by means of a greatly elongated and specially contrived cylinder
and piston placed by preference between the rails beneath the train and worked by
preference with compressed air though steam or water power may be employed.
The Cylinder consists of two parts one of which I term the force Cylinder the
other the guide tube both may be curved to follow the sinuosities of the line.
The piston rod is jointed is convenient lengths and in manner to render it to a
certain extent flexible though capable of giving a very rigid thrust When out of
the force cylinder it travels in a cylindrical guide tube of the same diameter as the
force cylinder but with a longitudinal slit along the upper face to allow of the
connection of the piston rod with a sliding cross head through which the thrust is
transmitted to the train The piston-rod is supported and held firmly in position
by a series of discs or diaphragms, one at or near each joint, which accurately fit
both the force-cylinder and the guide tube and travel with the piston rod through
them.
After each stroke or thrust in advance from the introduction of the compressed
air, or other medium into the force-cylinder, the piston rod is drawn back into
position by a slight vacuum produced in the force-cylinder, or by other evident
means.
To bring the force to bear upon the train, a strong frame work is fixed beneath
one or more of the Carriages composing it, and by preference placed at or near the
middle of the train. This framework however I prefer to apply to a special
carriage, and for greater accuracy to those parts of the carriage which are
unsupported by springs From it a projecting piece descends to near the level of
the rails and in a position to meet a corresponding piece affixed to the Cross head
above mentioned and made to rise to the proper height and fall on it In this
manner contact being obtained the thrust may be applied to any extent desired
and through the entire length of the force cylinder provided.
This new method of working Railways of the character described by commu-
nicated force or impulse may be applied to lines with level ways and even to lines
with adverse gradients, but in laying out new railways on this principle I prefer
to make them with gradients falling for some distance on each side from the
Stations in order that the proper acceleration of velocity may be more quickly
attained and the momentum acquired better utilized.
Another part of my Invention relates to the stopping of trains, at stations and
provides for this being performed with greater ease and précision and with less
waste, than by the present means. I effect this by buffing against confined air
and employ for the purpose similar cylinders and pistons to those above described
for putting trains in motion, their length however being greatly reduced and their
position and mode of action reversed In this case I prefer to use double cylinders
placing them also between the rails one on either side of the force-cylinder and
guide tube previously described The cross heads and the contact-pieces are also
double and double corresponding projections descend from the framework beneath
the carriage. On the arrival of a train at a station, at a certain velocity instead
of the brakes being applied impact is allowed to take place between the pieces
provided, the pistons are driven in, and the train is gradually brought to rest in
the exact position desired, by the compression and regulated escape of the contained
air in the buffing Cylinders.
My improvements in the compression of air and other elastic fluids-which
compression I effect with the cylinder and piston-consist in performing the
operation in successive, and by preference, simultaneous stages, in each of which
the same quantity of air is dealt with, by preference, with equal strokes; and in
the interposition of receivers between the Cylinders in such manner, that at each
new stage the pressure before attained may be brought to bear upon the piston in
the next forward stroke.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Thomas Webster Rammell in the Great Seal Patent Office on the
31st August 1883.
THOMAS WEBSTER RAMMELL of 26 Pall Mall London, Civil Engineer
"IMPROVEMENTS IN THE APPLICATION OF MOTIVE POWER TO PNEUMATIC AND
OTHER RAILWAYS AND FOR OTHER PURPOSES, AND IN THE APPARATUS EMPLOYED
THEREWITH.
This invention so far as it is applicable to Railways relates only to lines having
stations at short distances apart and chiefly therefore to lines for the local service
of large Towns and Cities-It is applicable to other purposes where a continued
thrust in the same direction and over a greater space than can be covered with the
ordinary cylinder and piston is desired to be employed, and where air or, other
elastic fluids under compression are to be used to effect it.
For Railway purposes the invention is based on the principle of imparting to
the Train at any one station of a line sufficient force or impulse to carry it on at
the desired velocity to the next station in advance and there deliver it without the
necessity for any additional application of force during the transit-Where by
reason of the too great distance between any two Stations or of the steepness of
the gradients the transit cannot be wholly or advantageously performed by this
new method.
I prefer to employ for effecting or completing it my pneumatic
system as described in the Specifications of former Letters Patent granted to me
and dated respectively 10th February 1860 N° 356-6th November 1860
N° 2718-26th March 1864 N° 756; 13th July 1866 N° 1884; 21 August 1868.
N° 2608-19th December 1874 N° 4380: 23rd December 1878 N° 5245 and
16th December 1881 N° 5501; thus working the two systems in combination.
In order to communicate economically the proper velocity to the train it is
requisite that the force should be applied to it over a not inconsiderable proportion
say, one eighth to one fourth-of the interstational distance, and this would be
most conveniently done by a direct and continued thrust from the source of power,
for the ready application of which there are no existing means-I effect this
application by a greatly elongated and specially contrived cylinder and piston
placed by preference between the rails beneath the train, and worked by preference
with compressed air, though steam or water power may be employed-The cylinder
consists of two parts one of which I term the force-cylinder, since the power is
wholly employed within it; the other the guide-tube since it serves to guide and
direct the thrust; both may be curved to follow the sinuosities of the line-The
piston rod is jointed in convenient lengths and in manner to render it to a certain
extent flexible though capable of giving a very rigid thrust. When out of the
force cylinder it travels in a cylindrical guide-tube of the same diameter as the
force-cylinder, but with a longitudinal slit along the upper face to allow of the
connection of the piston-rod with a sliding cross-head through which the thrust is
transmitted to the train.
The piston rod is supported and held firmly in position by a series of discs or
diaphragms, one at or near each joint which accurately fit both the force cylinder
and the guide-tube and travel with the piston rod through them.
After each stroke or thrust in advance from the introduction of the compressed
air or other medium into the force-cylinder the piston rod is drawn back into
position by a slight vacuum produced in the force-cylinder or by other evident
means.
To bring the force to bear upon the train a strong, framework is fixed beneath

page_text: one or more of the carriages composing it and by preference placed at or near the
middle of the train-This framework however I prefer to apply to a special
carriage, and for greater accuracy to those parts of the carriage which are unsup-
ported by springs From it a projecting piece descends to near the level of the
rails and in a position to meet a corresponding piece affixed to the cross-head
above mentioned, and made to rise to the proper height and fall on it. In this
manner contact being obtained the thrust may be applied to any extent desired
and through the entire length of the force-cylinder provided.
This new method of working railways of the character described by communi-
cated force or impulse may be applied to lines with level ways and even to lines
with adverse gradients, but in laying out new Railways on this principle. I prefer
to make them with gradients falling for some distance on each side from the
stations in order that the proper acceleration of velocity may be more quickly
attained and the momentum acquired be better utilized.
Another part of my invention relates to the stopping of trains at Stations and
provides for this being performed with greater ease and precision and with less
waste, than by the present means. I effect this by buffing against confined air
and employ for the purpose similar cylinders and pistons to those above described
for putting trains in motion, their length however being greatly reduced, and their
position and mode of action reversed. In this case I prefer to use double
cylinders, placing them also between the rails, one on either side of the force-
cylinder and guide-tube previously described-The cross-heads and the contact
pieces are also double, and double corresponding projections descend from the
framework beneath the carriages-On the arrival of a train at a Station at a
certain velocity, instead of the brakes being applied, impact is allowed to take
place between the pieces provided, the pistons are driven in, and the train is
gradually brought to rest in the exact position desired, by the compression and
regulated escape of the contained air in the buffing cylinders.
In the accompanying sheet of drawings Fig: 1 gives a plan and figure 2 a
sectional plan, of the cylinder and piston described-The portion from A to B
constitute the force cylinder or tube in which the power is applied; and that
from B to C. with the longitudinal slot a in its upper face, the guide-tube, in and
from which the power is directed and brought to bear the short prolongation
from C to D forms a buffing chamber to arrest the motion of the piston and rod
on the completion of the stroke-The cylinder or tube is of the same diameter
throughout and may be of any desired length, while its shape, if fancied, may be
other than cylindrical. The ends are closed as shewn
The piston proper is shewn at b. figure 2.; the piston rod is of the whole length
of the force cylinder and as much longer as is required for the attachment of the
piece by which the force is transmitted, which I term the thrust-piece, and for
buffing The lengths of steel tubing composing it are shewn at cc & and the
discs or diaphragms surrounding and supporting it at or near each joint at d. d. &°
The thrust piece itself is shewn between one of the forward divisions of the rod at e, e ;
it grasps the tube, and rising through the slot mentioned is surmounted by the
moveable head el. e¹ by which contact is obtained-The most forward division of
the rod with its terminal disc is intended to enter the chamber g and effect the
buffing of the piston.
The compressed air or other medium, is applied from the main or reservoir h
through the connecting pipe and valve i-On its admission into the force cylinder
the piston with its rod is driven forward until it is arrested by the air in the
chamber in such manner that the piston block never leaves the force-cylinder
and no leakage of air is occasioned-On the completion of the stroke the
compressed air in the cylinder escapes through a pipe and valve placed either
at k or at k―This is effected automatically by suitable valves and proper rods
and levers which any competent mechanic can apply-A slight vacuum created in
the force cylinder serves to draw the piston and rod back into position; it is
obtained from the vacuum pipe 7 through the connecting pipe and valve m-The

page_text: space n forms a small buffing chamber for the piston and rod on the return stroke
-The escape of the compressed air from the buffing chamber g is regulated by a
small opening as at gl and the more free admission of air for the withdrawal of
the rod is provided for by a valve as at d', opening into the chamber.
The position of the cylindrical tube between the rails is shewn in transverse
section and on a larger scale in figure 3, and the construction of the piston rod, in
longitudinal section in figures 4. 5 and 6. Figures 7.8 and 9 give transverse
sections of the force-cylinder and guide-tube, the two last mentioned shewing
different patterns of the latter.
The thrustpiece e. e may either form one with the ring piece grasping the piston
rod, or be inserted into this piece from above with proper fastenings as between
the cheeks oo through the slot a-The head piece e¹ rises and falls as shewn, it is
thrown aside at a proper point on the return stroke by a movement of the
catch p which has an inclined face for the purpose-On being afterwards drawn
home the head travels on the piece q and is again brought into an upright position
by a screw curve given to the latter piece as indicated by the dotted lines-The
headpiece, which by preference is provided with spring buffers as shewn, is brought
to bear against a block piece descending from a proper framing beneath one of the
carriages of the train as shewn at r r figures 2 and 3 This piece may either be
affixed to the rolling parts of the carriage the irons 88 being properly strengthened
for the purpose, or to the body of the carriage itself, and if desired the block
piece may be made to throw aside and the head of the thrust piece be made fixed.
The length to be given to the divisions of the piston rod and the diameter and
thickness of the metal tubing will vary with the circumstances-In the case shewn,
where the cylinder is 12 inches in diameter, the divisions are drawn about five feet
in length and the tubing 4 inches in diameter-The thickness of metal is intended
to be about 1th of an inch-It is always desirable to keep the rod with its discs as
light as is consistent with strength—In figure 4 a ball and socket joint is shown
for connecting the lengths together. In figure 5 a non-flexible joint,-in Figure 6
a joint made both flexible and elastic with india rubber pads--other forms of joint
may be used.
Figure 8 shows the pattern of guide tube which I prefer, the slot being made
just wide enough to fit and pass the plate of the thrust piece-at t, t, an arrange-
ment of valve is shewn for the exclusion of dust and grit-In figure 9 the
thrust-piece is shewn with cross plates which slide in grooves prepared for them
at the sides of the slot in the guide tube, an arrangement which I consider less
desirable
The position transversely of the double cylinders for stopping the trains at
Stations is shewn at uu figure 3, one being placed on either side of the force
cylinder and guide-tube previously described, but in manner to afford the reverse
action required-The thrustpieces v. v. and the block or contact pieces w. w are also
shewn-The thrustpieces are thrown aside and again brought into position by
arrangements similar to those described in the case of the guide-tube for communi-
cating motion, but applied in the reverse way-The escape of the compressed air in
the buffing cylinders is regulated by openings and valves of the nature of those
already described for buffing the piston rod.
In some cases for instance at terminal stations, the buffing of the Trains may be
effected by a single cylinder placed in the middle of the way, the block piece ŕ
being then used for the purpose, and even at intermediate stations where the
length and weight of the piston rod are not great and the trains are not too heavy,
the buffing may be effected by the single tube used for putting the trains in
motion, it being then performed with reverse action and by vacuum produced in
the force cylinder-The catch p, will serve for liberating the bead-piece after the
operation, and the piece q for bringing it again into position for starting the train
-The position longitudinally of a buffing cylinder for the trains is shewn in
figure 12-A, representing it in plan, and B in sectional plan-The train is
supposed to be moving in the direction indicated by the arrow. It is to be observed

page_text: that the trains may be brought to rest with the ordinary brakes with sufficient
exactness for the use of my invention for putting them in motion, although the
operation will be less convenient and precise than by the use of the buffing
cylinders described
In applying my invention to the movement of Railway trains from Station to
Station regard is of course to be had to the circumstances of each case, but assuming
by way of example that a train of 60 tons weight has to be dealt with upon a
straight and perfectly level line, without the assistance of falling gradients from
the Stations, I find that, leaving friction asidė, it would be put in motion at a
velocity of 30 miles an hour by a force of 6 tons, acting for 14 seconds, over a
space of 300 feet-I regulate the lengths of the force cylinder and guide tube
accordingly, and making them say, of the diameter of 12 inches as shewn in the
drawings obtain the result with air compressed to the degree of 120 pounds to the
square inch as used in the force-cylinder. I prefer however to use the medium
expansively and to start with a higher initial pressure.
In buffing down the train on its arrival at the next Station in advance I prefer
to take it at a velocity of, say, 8 to 10 miles an hour, and I consider that it may
be conveniently brought to rest from this speed in the space of say 60 to 80 feet-
I regulate the length of the buffing apparatus accordingly. To increase the
resistance compressed air may be introduced into the buffing cylinders but I do not
think this desirable.
A train started as described at a velocity of 30 miles an hour would have a run
from the communicated force over a distance approaching a mile, and being buffed
down to rest as described, would have a mean velocity between station and station
notably higher than is attainable with any existing means for working railways of
the character in question.
In working a line of more than two Stations or less than ten on this new system
I prefer to produce both the compressed air and the rarefied air required at a single
pumping establishment placed as nearly as may be midway along it, and to conduct
the power to the stations where it is to be used by a pressure main and a vacuum
pipe laid together at the side of the ways, or between the two lines of way so that
it may be readily available at every point where required.
The invention described is applicable to other purposes wherever a continued
thrust greater in length than can be obtained with the ordinary cylinder and piston
is desired to be employed, or wherever the arrangement of a force-cylinder and
guide-tube as described is found convenient for communicating power by thrust-
In adapting it to one of these purposes for which I consider it peculiarly suitable,
namely, to missile gunnery, I proceed as follows:-
Figures 10 and 11 represent a force cylinder and guide tube converted into a
missile gun; in the first case it is mounted on a carriage for coast defence, in the
other it is placed on board a boat and intended for attack-The letters A. B. C.
and D correspond with those already used in figures 1 and 2, for defining the force
cylinder, and the guide-tube with its buffing chamber. The piston and piston rod
with its thrust piece and the arrangement of the valves, are similar to those before
described although on a different scale-Instead however of a moveable head to the
thrust piece a suitable cradle all for the missile 6" to be thrown, is placed on a
properly prepared seating upon the thrust-piece-To make the gun self contained
the compressed air is stored in a suitable receiver c" affixed to the force cylinder
underneath; the force is applied through the short connecting tube d¹¹ by means
of the valve and lever e¹¹
The torpedo or other missile is provided with a tail stick as shewn and is
intended to be launched at or near the surface of the water, and to be sent forward
as the most desirable means by ricochet action, although in some cases it may be
thrown direct-It is made of less specific gravity than water, and the head in
particular is kept light to give the missile a tendency to mount-The tail stick
keeps the missile in true direction.
With these guns much higher velocities are requisite for the discharge of the

page_text: missiles than for the movement of trains with the cylinders described and although
the weights to be put in motion are much less I use considerably higher pressures
-Thus in some cases I provide for the storage of compressed air in the receiver,
say, to the degree of 1000 pounds to the square inch;-in others much lower
degrees will suffice.
With the gun as drawn of 9 inches diameter a torpedo of 560 pounds weight
(piston and charge cradle included) would have a velocity of 128 feet per second
communicated to it by the force of 4 tons, acting freely over a space of 16 feet;
and this force would be obtained with air of the moderate compression 150 pounds
only per square inch in the force-cylinder or barrel ;-But the diameter, length of
stroke, and degree of compression may be increased or diminished as desired
according to the circumstances and charges of from a few ounces or pounds, up to
a ton or more in weight, be dealt with by properly proportioned guns.-Consider-
able ranges may be attained.
My improvements in the compression of air and other elastic fluids—which
compression I effect with the cylinder and piston-consist in performing the
operation in successive and by preference simultaneous stages, in each of which the
same quantity of air is dealt with, by preference with equal strokes; and in the
interposition of receivers between the cylinders in such manner that at each new
stage the pressure before attained may be brought to bear upon the piston in the
next forward stroke.
The description above given will suffice to explain my improvements under this
head to any practical mind, and I do not claim any exclusive right as to the means
described for the compression of air.
Having now described my invention and the manner in which it is to be
performed, I claim :-
1. The arrangement or combination of an elongated cylinder and guide tube,
with a special piston and other parts as described, whereby motive power may be
applied by direct thrust for the movement of Railway Trains from Station to
Station as described on lines of the character described.
2. The application of this arrangement or combination, or a modification thereof
as described for arresting the motion of Railway trains at Stations in the manner
described.
3 The general application of the arrangement or combination described with
such modifications as may be found necessary to other purposes for which it may
prove suitable--and in particular its application to guns engines or apparatus for
the launching of missiles in the manner described.
In Witness whereof I the said Thomas Webster Rammell have hereunto set my
hand and seal this thirtieth day of August in the year of our Lord one thousand
eight hundred and eighty three.
T W RAMMELL
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