IMPROVEMENTS IN THE CONSTRUCTION OF PARTS OF APPARATUS USED FOR PROPELLING CARRIAGES AND VESSELS BY THE ATMOSPHERE, AND IMPROVEMENTS IN PROPELLING CARRIAGES AND VESSELS BY ATMOSPHERIC PRESSURE
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ROBERT
GRIFFITHS, of Havre, in the Kingdom of France, GEORGE HINTON BOVILL,
of Millwall, in the County of Middlesex, and GEORGE HENNETT,. of Bristol,
Engineers, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-third day of June, in the ninth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto us, the said
Robert Griffiths, George Hinton Bovill, and George Hennett, our exors,
adñiors, and assigns, Her especial licence, full power, sole privilege and
authority, that we, the said Robert Griffiths, George Hinton Bovill, and
George Hennett, our exors, adñiors, and assigns, or such others as. we, the
said Robert Griffiths, our exors, adñiors, or 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, exercise, and
vend, within England, Wales, and the Town of Berwick-upon-Tweed, our
Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF PARTS OF APPARATUS USED
FOR PROPELLING CARRIAGES AND VESSELS BY THE ATMOSPHERE, AND IMPROVEMENTS
IN PROPELLING CARRIAGES AND VESSELS BY ATMOSPHERIC PRESSURE;" in which said
Letters Patent is contained a proviso, that we, the said Robert Griffiths,
George Hinton Bovill, and George Hennett, or some or one of us, shall cause-a
particular description of the nature of our said Invention, and in what manner
the same is to be performed, to be inrolled in Her said Majesty's High Court

page_text: air-tight, and dowelled or tongued together. b, b, are the diagonal trusses
ixed firmly to the wood sleeper c, c, which effectually prevent the collapsion
of the tube when in a state of vacuity. d, a small guide rail on bottom of
tube, upon which the supporting rollers L, grooved to fit the same, are made to
run, forming a lateral guide to piston frame.
Figure 4 shews another description in transverse section of a double wood
tube. a, a, are the longitudinal pieces, jointed and coated as at Figure 2;
b, b, transverse stay beams, to which the top sides are bolted, and are thus
effectually retained in their position; for it is obvious that as both sides of the
double tube are in a state of vacuity at the same time there must be an equal
strain or balance of power exerted at b. The lower sides of the tubes are
secured to the transverse sleepers, as shewn.
Drawing B, Figure 1, represents plan, and Figure 2 transverse section,
of the railway, shewing the propelling machinery with frame of carriage,
and the formation of the body of the tubes. A, A, are the carriage pro-
pelling wheels, acted upon by the piston wheels K, K, through the elastic
medium, which completes the body of the vacuum tube; B, B, framework
attached to axle of carriage, carrying the wheels A, A; C, C, body of double
vacuum tube; D, D, wheels attached to their cranks, worked by the rod I,
which is actuated by the guard of the train to open the valve in the
piston; for when the rod I is drawn up, the cranks to which it is attached
depress the valve wheel D upon the metal of the elastic part of the pipe M,
forcing it against the wheel or roller E, hung on the crank F, and opening
the valve H in piston by means of the valve rods G, G. L, L, guide
and bearing wheels attached to the piston frame. The wheels E, E, of the
internal valve gearing are not intended to be in contact with the flexible
part of the tube when the valve is shut and the piston and the carriages
in motion, but the pressing down of the outside cranks bringing the wheels
D, D, to depress the elastic portion of the pipe upon E, E, both the internal
and external valve gear rollers revolve while actuated by the guard of the
train without injuring the sides or top of pipes M, M. Figure 5, a longi-
tudinal section of piston. a, piston frame; G, valve rod; H, valve in piston;
b, b, the elastic packing ring or bag of vulcanized india-rubber, leather, or
other suitable material, filled with air. This elastic packing ring is placed
around the piston, and covered with the cup ring c of leather or other material
as now employed. The piston end or junk ring D is then screwed to the body
of the piston e, distending the elastic packing ring to the required size, and it
is obvious this will keep the leather ring c always in contact with any irregular
surfaces of the tube, thus overcoming the great evil of leakage around the

page_text: piston in its passage through the pipe. Figures 2, 4, 5, 6, 7, 8, transverse
sections of various forms of the body of the tubes; Figure 2 being a double
tubo with lateral openings, covered by the flexible segment of the body M,
as hereafter described in Drawing C. The transverse ribs b, b, cast on the
body of these tubes, admit of the cylindrical part thereof being made of com-
paratively thin metal, for as the vacuum or pressure acts at the same part of
each tube at the same time the strain of compression or extension is equalized.
Figure 7, section of similar tube, with the openings in the body and its flexible
segment M placed at an angle of forty-five degrees, or any other that may
be considered most desirable, the object of this construction being that the
internal piston propelling wheels drive the propelling wheel A attached to the
carriage at the desired angle, forming a guide to the propelling carriage on
the rail, and preventing the escape of the piston from the train. Figure 8,
section of body of similar double tube; but, as employed between the two
lines of railway, when the currents act in opposite directions, have a tendency to
allow the compression or distension of the cylindrical part. By casting their
cylindrical parts a, a, as shewn, separate, but attached by means of the rib b, b,
and the centre pieces C, the two strut each other, and thus render com-
paratively thin metal sufficient. Figure 4, another section of a different form
and application of the body of the tubes. These are constructed singly, with
the elastic segments of their bodies M covering the lateral slots, and having
brackets or chairs cast upon their top sides for receiving the rails, thus dis-
pensing with the necessity of continuous sleepers. Figure 6, another form of
chair or step on top side of tube, shewing the rail attached, having vulcanized
india-rubber or other suitable elastic medium for absorbing the concussion.
Figure 9, plan and section of the body of the pipes, shewing our plan of con-
necting the same together, having eccentric flanges bolted together with an
elastic mediumn of vulcanized india-rubber or other suitable clastic material
for allowing the contraction and expansion of the metal tubes without breaking
the joint. Y, elastic washers under head of bolts for same purpose.
Drawing D, Figures 1 and 2, shewing plan and section of railway, with the
double tubes placed between the two lines of rails. The internal propelling
wheels K, K, act upon the wheels A, A, attached horizontally to the frame B;
the wheels A revolve against the friction rollers P, P, which, bearing
with their peripheries against the sides of the rail, reduce the friction on
the journals or bearings R, R, R, and act as guide wheels to the propelling
carriage of the train. The other parts are similar to those before described,
and it will be obvious that by the formation of the body of the tubes with
lateral openings, made up by their flexible segments M, to work the pro-

page_text: pelling machinery borizontally, that the risk of the internal propelling wheels
K, K, raising the propelling carriage wheel A, and thus releasing the piston
and allowing it to fly to the end of the tube, is entirely avoided; and we prefer
using these double horizontal tubes when applying our system to propelling
vessels, as the towing carriage is always retained in gear with the propelling
piston. Drawing C, Figures 3 and 4, plan and transverse section of the body
of the tube, shewing the slot in the cylindrical part, made up by its flexible
metallic segment M, constituting a complete air-tight body of the tube. This
flexible metallic segment M'we construct by having a web of leather, vulcanized
india-rubber, or other suitable elastic substance, to the required size necessary
to complete the body of the tube, as shewn, Fig. 3, a, a; we then cut small
pieces of metal plate c, c, to fit the break or slot; they have countersunk holes
for receiving the rivets for attaching them to the flexible part b, b, similar
metal plates bent or rolled to the required form to bear upon the main body of
the tube; they have also countersunk holes on their top side. Several holes
are cut in the flexible substance, into which metal washers or other hard
substances slightly thinner than it, are tightly driven; the web with the washers
e, e, is then dipped into or coated with marine glue, a solution of india-rubber,
or other suitable varnish or material; the outside plates b, b, and the inside
plates c, c, having their holes corresponding to the position of the washers in
the web, are then rivetted tightly to it; the rivets passing through the holes
in the washers are rivetted flush in the countersinks of the plates, and drawing
the whole firmly together perfectly air-tight. We also employ the double
shanked or shouldered rivets, Fig. 6, instead of these washers to form the
rigid medium between the plates, so as to protect the flexible web a, and
We effect the
avoid the rolling pressure of the propelling wheels upon it.
same object by using rivits tapered at each end, and the holes in the plates
countersunk on the inside as well as the outside, to fit the taper part of the
rivets, which, when rivetted up, prevent the plates being pressed nearer
together, as shewn at Figure 7.
form of plates for constructing this
Bars of iron are rolled with the
Another plan of constructing our flexible covering to the body of the tube
is by using longitudinal thin strips of metal as a substitute for the small plates;
in other respects the same as before described in Figures 6 and 7.
Figure 5, plan and section of another
flexible portion of the body of the tube.
jecting pieces upon them e, e, e, and to the necessary form; the plates are
then cut transversely from the bars, and the necessary holes drilled or punched
and countersunk, as before; a projecting piece or pieces are then let into the
web, and the plain plate rivetted on, as before described. The plates may also
pro-

page_text: be stamped, cast, or made by any other convenient method with the projecting
piece or pieces. Figures 1 and 2 on same Drawing represent plan and
sectional elevation of the tubes and railway, shewing our plan of transmitting
the power of the engine to the tube, piston, and carriages by working a con-
tinuous current. No. 1 engine is represented working a single section of
double line; the arrows indicate the direction of the current. When the engine
is set in motion, the air pump exhausts the air in the tubes from the front side
of the piston, and delivers the contents of its stroke on the opposite side, the
self-acting valve S cutting of the communication between the vacuum and
plenum sides so that a train starting from any part of the section will be
actuated in the direction of the arrows. Several trains may be worked at the
same time although starting from different points of the section, for the first
carriage or train is set in motion nearest the fixed steam engine or other
suitable or stationary power, which produces a partial vacuum in front of the
piston in the vacuum or atmospheric tube, and the piston transmits the power
to the carriage or train by a rope of air. The air drawn from one end of the
tube is returned at the other, the air pump thus faithfully transmitting the
whole power of the engine exerted to the tube pistons, the only loss of power
being the friction of the air in its passage through the tubes. By withdrawing
a portion of the air or other gaseous fluid that might be employed from the
section of the tube, and reducing its gravity prior to transmitting the power of
our engine through the current to the tube pistons for propelling the trains,
we reduce the friction of the aeriform fluid in the tubes by employing it in a
rarified state, without diminishing the effect of the transmission of our power.
We would remark that we are aware that it has been proposed to use com-
pressed air to propel carriages on atmospheric railways, but in such cases the
air forced behind the piston in the atmospheric tube has not been accompanied
with the circumstance of simultaneously withdrawing an equal quantity of air
from before the piston, and it is the simultaneous using of vacuity on one side
of the piston and a plenum on the other, and we prefer that the withdrawing
of the air and the returning it simultaneously behind the piston in the
atmospheric tubes, as herein described; at the same time we would have it
understood that we do not confine ourselves to that mode of working. Engine
No. 2 is represented as having pipes attached for working two sections, upon
the manner above described; and, if desired, by closing the valves at each end
of the section, the air may be entirely drawn from one side and delivered to
the other, forming a reservoir of power to be exerted upon the piston imme-
diately it enters the section, and the vacuum on one side and the plenum on
the other simultaneously acting in the same section of the tube. The system

page_text: of railway may be worked on single lines, but in such case it would be
necessary to have suitable side valves acted upon by the train to admit the air
behind the piston.
Having thus described the nature of our Invention, and the best means we
are acquainted with for performing the same, we would have it understood
that we do not confine ourselves to the precise details above described; but
what we claim is,―
First, the constructing of the tubes used on atmospheric railways and for
propelling vessels of wood rendered air-tight.
Secondly, we claim the mode of constructing that part of the bodies of the
tubes of atmospheric railways which closes the slit or longitudinal opening,
whereby the parts of metal receiving the pressure on the inside and the out-
side are so arranged in respect to each other, and the leather or flexible
material, that the pressure transmitted through such parts shall prevent the
crushing of the flexible material by which such parts are connected with the
sides of the slit or longitudinal opening. And we also claim the making of
the bodies of the atmospheric tubes with lateral openings, & closed in the
manner herein described. And we also claim the making of the bodies of
two, atmospheric tubes combined, and employing atmospheric tubes for sup-
porting the rails. And we also claim jointing the atmospheric pipes with an
elastic medium, as shewn in the Drawing.
Thirdly, we claim the mode of transmitting the power of fixed engines or
other stationary power to carriages or trains on an atmospheric railway by
causing a continuous withdrawing of air from the front of the piston or
pistons in the atmospheric tube, and simultaneously returning it into the same
section of tube connected with the engine behind the piston or pistons in the
atmospheric tube.
Fourthly, we claim the mode of constructing an elastic packing of pistons
used in the tubes of atmospheric railways and for propelling vessels, as herein
described.
And fifthly, we claim the mode of arranging and operating on the valve
in the piston in the atmospheric railway, as herein described.
In witness whereof, we, the said Robert Griffiths and George Hinton
Bovill, have hereunto set our hands and seals, this Twenty-third day
of December, in the year of our Lord One thousand eight hundred
and forty-five.
ROBT GRIFFITHS.
(L.S.)
GEORGE H. BOVILL. (L.S.)

page_text: AND BE IT REMEMBERED, that on the Twenty-third day of December,
in the year of our Lord 1845, the aforesaid Robert Griffiths and George
Hinton Bovill came before our said Lady the Queen in Her Chancery, and
acknowledged the Specification aforesaid, and all and everything therein
contained and specified, in form above written. And also the Specification!
aforesaid was stamped according to the tenor of the Statute made for that
purpose.
Enrolled the Twenty-third day of December, in the year of our Lord
One thousand eight hundred and forty-five.