A NEW OR IMPROVED SYSTEM OF MACHINERY OR APPARATUS FOR OBTAINING AND APPLYING MOTIVE POWER FOR PROPELLING ON RAILWAYS OR WATER, AND POR RAISING HEAVY BODIES, APPLICABLE ALSO TO VARIOUS OTHER PURPOSES WHERE POWER IS REQUIRED
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the County
of Middlesex, Civil Engineer, 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 Eighth day of February, in the seventh year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
William Edward Newton, Her especial licence, full power, sole privilege and
authority, that I, the said William Edward Newton, my executors, admi-
nistrators, and assigns, and such others as I, the said William Edward
Newton, my executors, administrators, 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 mentioned, should and lawfully might make, use, exercise,
and vend, within England, Wales, and the Town of Berwick-upon-Tweed,
an Invention of "A NEW OR IMPROVED SYSTEM OF MACHINERY OR APPARATUS
FOR OBTAINING AND APPLYING MOTIVE POWER FOR PROPELLING ON RAILWAYS OR
WATER, AND POR RAISING HEAVY BODIES, APPLICABLE ALSO TO VARIOUS OTHER
PURPOSES WHERE POWER IS REQUIRED," being a communication from a foreigner
residing abroad; in which said Letters Patent is contained a proviso,
obliging me, the said William Edward Newton, by an instrument in
writing under my hand and seal, particularly to describe and ascertain

page_text: the nature of the said Invention, and in what manner the same is to be
performed, and to cause the same to be inrolled in Her 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 and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Edward Newton, do hereby declare that the nature of the said
Invention, and the manner in which the same is to be performed, is parti-
cularly described and ascertained in and by the following description thereof,
reference being had to the Drawings hereunto annexed, and to the letters
and figures marked thereon (that is to say) :-
The Invention, which forms the subject of the aforesaid Patent, was com-
municated to the Patentee by Monsieur Hallette, of Arras, in the Kingdom of
France.
It consists, in the first place, in a new or improved method or system of
constructing the longitudinal valve, which is made in the upper side of the
pneumatic tube employed on railways worked on the atmospheric principle;
secondly, in an improved mode of constructing the piston which works inside
the pneumatic or propelling tube or cylinder, as well as in the means of
connecting the said piston to the carriage outside, and in working the same so
as to govern the progress of the carriage; thirdly, in an improved method of
arranging and constructing the valve or openings, whereby the pneumatic
or propelling tube is exhausted or supplied with air, according to the peculiar
circumstances of the case.
In connection with this head I shall also describe an improved method of
constructing or arranging the pneumatic or propelling tube in sections or
lengths of moderate dimensions, whereby the exhaustion thereof is greatly
facilitated, and the tube is laid down and worked in such a manner as to
admit of the way or road being crossed without deranging or interfering with
any part of the propelling tube or other apparatus.
These several heads just named refer to or are connected more particularly
with propulsion on railways or canals; but the first may be applied, with
certain modifications, to apparatus for raising heavy bodies, such as coals, ore,
and other substances, from mines. This part of the Invention may also be
applied, as herein-after described, to the construction of an engine to be
worked by steam or other elastic fluid.
In order that the Invention may be fully understood, I will give the best
information in my power; and for this purpose I have annexed unto these
Presents the accompanying Drawings, in which Figures 1 and 2, Sheet 1,.

page_text: represent transverse sectional views of the pneumatic or propelling tube, con-
structed according to the first part of the improvements, and with the improved
longitudinal valve applied thereto.
Fig. 1 represents a transverse section of the pneumatic tube, with the longi-
tudinal valve closed, as it would be either before or after a train or carriage
with the piston has passed; Fig. 2 represents a similar section, taken through
the tube at the moment when the piston is passing; Fig. 3 is a longitudinal
vertical section of the pneumatic tube, shewing the piston within, and the
manner in which the tube is fixed in its proper position on the railway; Fig. 4
represents a side elevation of the pneumatic or propelling tube, and the manner
of fixing the same in the line; Fig. 5 is a plan or birds-eye view of the piston
and its appendages, the pneumatie tube being seen in horizontal section; and
Fig. 6 represents the manner in which the piston is connected to the carriage
or train.
In describing the improved mode of constructing the longitudinal valve, the
Inventor says that he has always had the utmost simplicity in view, as that is
a grand desideratum, for many reasons. For this purpose he has borrowed his
new system from nature, instead of its being exclusively mechanical. Man
has the power of inspiring or drawing in, of retaining or of expelling, air from
his chest. The respiratory organs may, when required, and at will, be either
opened or closed by the nostrils or lips; these latter being moist, elastic, and
susceptible of partial compression, will allow such a thing as the stalk or stem
of a flower or a quill or pencil to be moved between them without such move-
ment permitting the exit or introduction of any air into the mouth. This is the
model that the Inventor has followed; it will therefore be necessary to make
two lips for the longitudinal mouth of the tube. This is effected in the follow-
ing manner:-Upon the two projecting ledges, which are parallel to the long
groove of the propelling tube, are made two other small tubes, which would
be nearly tangential if they were whole, but which, being partially cut away
throughout their whole length, thereby form a species of gutter or groove, and
having their openings opposite to each other. Into those two grooves are
introduced two empty flexible tubes, similar to engine hose, made of leather or
some waterproof material, made impermeable to air and water, and capable of
sustaining the internal pressure of even compressed air. When they are filled
with one or the other of these elements, or of both of them mixed, or oil or
other convenient liquid, the flexible tubes expand and touch one another at a
part of their surface, and are made to press against each other by means of
the pressure of the fluid or liquid contained therein. This internal pressure
must always be capable of resisting the pressure of the atmosphere from the

page_text: outside to the inside of the pneumatic tube when a vacuum is formed therein,
as well of resisting the pressure from the inside to the outside of the air con-
tained in the propelling tube, and which air is compressed by the piston under
certain circumstances, such as when the train is required to stop, and when it
is descending steep inclines. Those flexible pipes act in a precisely similar
manner to the lips of man; they are, in fact, artificial lips, which, without
difficulty and nearly without friction, allow the rod or arm, which is connected
to the piston, and rises up between them, to pass along in the most rapid
manner, without, however, allowing the air to enter the propelling tube, except
in the manner and for the purpose hereafter described. This new valve costs
but very little to maintain in order, as but few of its parts can wear away, and
they may be easily renewed or repaired and put in their proper place without
any other assistance than that of manual labour. The tightness or perfection
of this valve with the artificial lips will produce a very considerable economy;
first, by diminishing, or rather nearly totally preventing, the accidental intro-
duction of air in the pneumatic tube; also in diminishing the quantity of
work required to be performed by the engines, and consequently decreasing
the number of engines that would be required on any given length of line,
by being enabled to place them at greater distances apart. a, a, in the
Figures is the pneumatic tube, made of cast iron, and turned or otherwise
made perfectly smooth inside, so as to offer as little friction as possible
to the passage of the piston; b, b, are two small tubes at the upper side
of the pneumatic or propelling tube, and forming part thereof. That part of
the sides of these small tubes b, b, where they would otherwise join, is
cut away throughout their whole length, and thereby forms longitudinal
grooves along the top of the pneumatic tube. Those longitudinal recesses
or grooves formed by these small tubes 6, 6, are furnished with flexible tubes
c, c, made, as before mentioned, of any suitable waterproof material, such as
leather, caoutchouc, or properly prepared cloth or other fabric. If thought
desirable, each of these flexible tubes may be protected by an additional pieco
or strap of well greased leather, as shewn at Fig. 1, for the purpose of pre-
venting them from being injured by the friction of the piston rod. The flexible
tubes are fitted with compressed air, or air and water, or any convenient fluid,
or fluid and liquid in a compressed state, and consequently always keep the
protecting straps in close contact, and these being always kept well greased,
thereby form an hermetic joint, which offectually prevents the of air in
either direction. The longitudinal valve of the propelling tube may be formed
of one flexible tube only, as seen in Fig. 7, but when this is the case the con-
necting arm of the piston must be bent. A soft flexible cushion r, covered
passage

page_text: with leather and well greased, must be adapted to the opposite side of the pro-
pelling tube for the flexible inflated tube c to press against. Instead of
supporting the pneumatic or propelling tube on cross pieces of wood, which also
constitute the sleepers for the rails, as has been done heretofore, the Inventor
considers it preferable to place the tube on separate supports, as by adopting
this plan the pneumatic tube is not liable to be deranged or put out of order
by any jar or shake which may be communicated from the running wheels by
the rails to the cross pieces or chairs.
In the improved plan, the pneumatic or propelling tube is fixed, as seen in
Figures 1, 2, and 4, upon a line of posts, arranged at proper distances apart,
and furnished at top with a slit or socket, which receives a projecting piece,
ridge, or feather e, e, cast on the lower side of the pneumatic tube, as seen
in Figures 1 and 2. When the sections of which the tube is composed are
properly placed on these posts they are further secured by wedge pieces, pins,
dowels, or other convenient means, as will be well understood by any intelligent
engineer. If it is thought that the motion of the piston through the tube
would be likely to draw these posts out of their proper vertical position, as
might possibly be the case, the said posts might be connected to the wooden
cross pieces or sleepers by small bridle pieces. The joints where the several
lengths of tube are connected together are made secure and air-tight by means
of hemp impregnated with a mixture of wax and tallow or suet, or any other
analogous substance.
The next point of the Invention is the manner of constructing and working
the piston, and of connecting it with the carriage and atmosphere outside the
pneumatic or propelling tube. The same Figures as those already referred to
will serve to explain the construction and mode of working this part of the appa-
ratus. The body of the piston is formed of two parts, A, A*, Fig. 5, united by
two flanges b, b; the front part of the piston is made to fit the interior of the
tube as perfectly as possible by means of two circles of leather, c, c, Figs. 3 and
5; these leathers are retained in their proper position and are compressed by
means of circles of cast iron c', c', cl, cl; d, Fig. 3, is a wrought-iron cross
piece which supports the cast-iron circle c", at the extremity of the piston;
the second collar c' is held against the conical projecting collar f of the piston,
by means of bolts e', ', and thereby compresses and firmly holds the leader
collar c, as seen in Fig. 3; an inclined partition 9, 9, which forms part of the
casting of this part A of the piston, divides it into two chambers, and cuts off
the communication between the parts A and A*. This inclined partition is
furnished with long slits or openings h, h, h, which are closed by the clack valves
h¹, h, h. These valves are made of leather, enclosed between two plates of

page_text: brass or copper rivetted together, as shewn in Fig. 3, and are opened and shut
by short rods i, i, i. When the conductor wishes to slacken the speed of the
train, he pushes forward the lever j, which turns on the pin as its fulcrum,
and by that means opens the valves h, h, h, and thereby introduces air before
the piston. is a hollow arm or tube for connecting the piston to the carriage
outside; it is constructed of two plates of iron welded together at the edges,
and presenting a section of the form of a shuttle, as seen in Figs. 2, 5, and 6.
It is by means of this connecting tube or arm and of the valves h, h, that the
external air may be admitted into that part of the tube where the vacuum
exists. It is also by the prolongation or lengthening of this connecting tube
of the piston that the external air is admitted behind the piston as it pro-
ceeds onwards. If it is considered that the hollow arm of the piston will not
admit sufficient air into the propelling tube behind the piston when the train
is going at a great speed, an additional hollow arm, constructed in exactly
the same manner as the one described, and furnished with a valve at top
for closing the same when required, may be connected to the after part of
the carriage. When the train is proceeding onwards, the valve at the top
of the arm is kept open, and the external air is allowed to rush through the
hollow arm into the propelling tube behind the piston to fill up the vacuum;
but if the train is required to go backwards, the valve on the top of the
hollow arm must of course be closed, as it will be then in advance of the
piston. The object of this arrangement of the parts will be more evident
when we come to explain hereafter the manner of stopping and backing the
train. m is the point at which the tube / is connected to the piston; and as
the latter is allowed to turn freely on the pin m, it gives the piston liberty
sufficient to render the friction of the leather c, c, uniform upon all parts of the
internal face of the tube. This will be perfectly evident when it is understood
that the piston is constructed in such a manner as to be very evenly balanced
upon this point of suspension to the hollow arm l, and that its propelling power
passes through the centre of the body. The back end of the piston is furnished
with a number of washers n, made of soft leather, and pressed close together
by a circular piece o of cast iron, against the abutment p. This pressure is
given by means of the screw q, and the leather washers are intended to lessen
the friction of the piston against the sides of the tube, in case any inequalities
in the levels of the tube or of the rails should communicate any oscillation to
the piston. In front of the piston, a head formed of flexible metallic bands
r,r, r, is placed, for the purpose of assisting the introduction of the piston into
the different sections of the pneumatic or propelling tube. It may also, in
case of need, serve to lessen any shocks or injury that the piston might other-

page_text: wise sustain. t is the seat of the conductor of the train; u is a piece of timber
fastened to part of the framework of the carriage, to which is affixed the socket
or holder, whereby the piston is attached to the train; v, Figures 2 and 6, is
the stationary part of the socket or holder; and v¹ is the moveable part, which
is hinged at the point x, and made to enclose the connecting tube 1 of the.
piston. The moveable part v' is firmly secured in its place, and prevented
from opening, by means of a pin or bolt y; the piston is thereby, through the
medium of the connecting tube l, securely connected to the carriage, but can
be easily detached therefrom by removing the pin y and opening the jaw v' of
the socket or holder.
The next point of the Invention relates to an improved method of arranging
and constructing the valves or openings whereby the pneumatic tube is
exhausted or supplied with air. The Figures in Sheet II. represent various
views of the valves with which the pneumatic tube is furnished at its two
ends; and to distinguish these from other valves employed for different pur-
poses or objects, I shall denominate the present ones the entrance and exit or
tumbling valves. Fig. 1 is an external elevation of the pneumatic tube, shew-
ing such external parts as serve to work the entrance and exit valves; Fig. 2
is a longitudinal vertical section of the same, taken in the line A, B, of Figs. 4
and 5; Fig. 3 is a horizontal section, taken in the line C, D, of the same
Figures; Fig. 4 is a transverse section, taken in the line F, G, of Fig. 3;
and Fig. 5 is a similar section, taken in the line H, J, K, of Fig. 2.
A, Figures 2, 3, and 5, is the tumbling valve, which, when in a vertical
position, closes the end of the tube. One of these valves is placed at or near
ench end of each section of the tube, and is mounted on the axis a, which
extends horizontally across the tube, and receives at one of its extremities a.
lever b, see Fig. 5, which serves to bring it back again into its vertical position
after the piston has traversed this section of the tube. The entrance valve is
maintained in its vertical position by means of certain parts hereafter described;
and before the piston can pass the valve, so as to enter the tube, it is necessary
that the parts which maintain it in its vertical position should be withdrawn ;
this is done by means of a small roller c, Fig. 1, which is connected to the fore
carriage. This roller c, when it comes in contact with the lever d, depresses
it, and thereby draws back the connecting rod e, and causes the double lever f
at its opposite end to describe the arc of a circle, as seen in Fig. 3, and thereby:
pull out or disengage the bolt g from the notch k in the valve, and by which
the latter is held up. While this is taking place, the valve, being at liberty
upon its axis, and being pressed by the air which the piston compresses before
it, falls back into a recess h, made in the tube for that purpose, as shewn by

page_text: dots in Fig. 2, and thereby allows the piston to pass onward. The valve A is
furnished with wings i and j, which, when seen from above, as in Fig. 3, have
the form of an x; and when the valve A falls back into the recess h, in the
manner just described, one or the other of these wings completes the exact
curve of the tube, and offers no resistance to the passage of the piston. In
Fig. 4, the valve A is represented as having fallen back, and one of the wings j
completing the curve of the tube, as just described. Fig. 5 represents the
valve A in its vertical position as it would be while the vacuum in the tube is
being made.
It will now be understood that whenever the piston enters or leaves the
propelling tube, it opens the valve A, by forcing them back into their recesses;
and immediately that the piston leaves the tube, the attendant that is stationed
at the end of one section and the beginning of another, brings back the
valve into its original and vertical position by means of the lever b; then, by
means of the small lever Figs. 1 and 3, the bolt g is pushed back into the
notch or socket k, which is made in the side of the valve for this purpose,
and the valve is securely maintained in the vertical position until again dis-
engaged by a train. The valve will open in the same manner in whichever
direction the train arrives, as the several parts connected with the valve are
identical, or are arranged in the same manner on both sides thereof, as will be
clearly seen on inspecting the Figures. is a piece of wrought iron, in the
form of a horse-shoe, the section of which is triangular, as seen in Figures 2
and 3; it is secured by means of bolts m, Fig. 5, in a triangular groove made
in the edgo of the valve, and by its two faces compresses and firmly holds
the leathers which form the air-tight joint of the valve. The heads of the
bolts m are round, and they are screwed into the nuts n, which are inserted
in recesses in the valve. A small bar of iron o supports some hemp or other
material against the hinge of the valve; and p, p, are screws for regulating
the pressure of the bar o against the hinge. 9, Figs. 2 and 5, is the project-
ing apex of the horse-shoe piece 1, and which by its form hermetically closes
the space between the lips 2, 2, and the upper edge of the valve A. The
valve A is supported in the tube by the box r, which is furnished with a
tables, covered with soft leather, for the purpose of receiving the valve when
it falls back upon the entrance or exit of the piston. It should be understood
that immediately that the valve in its descent arrives at the point t, Fig. 2,
it compresses before it a volume of air, which deadens its fall, and prevents it
from striking hardly against the part 8.
Having described the construction, arrangement, and mode of working the
exit and entrance. valves of the pneumatic tube, I will now proceed to

page_text: explain the construction and operation of the valves which govern the com-
munication between the propelling tube, and the pipes or tubes which connect
the latter with the air pump. The valves employed for this purpose are of a
totally different construction to those already described, and are represented
5in Sheet III. Fig. 1 is a vertical section taken through the valve, valve
box, and exhausting tube; the propelling tube is also shewn in transverse
section, so as to render the connection between the two tubes more evident;
Fig. 2 is an external plan view of the valve box and exhausting tube; Fig. 3
is a transverse section taken through the tube and valve box immediately
in front of the sliding door, which forms the valve. The valve box, which
also forms part of the exhausting tube, is seen at a, a; it is divided into
two parts, and is furnished with two circular grooves, placed vertically,
and intended to receive two flexible tubes or lips 2, 2, inflated with air or
other convenient fluid, similar to those already described; between these lips
the sliding door v of the exhaustion tube rises and falls. 6 is an arched
framework, which guides the rod c of the sliding door of the valve, which
is raised by means of a lever e; the points of support for this lever are
two pins d, d', on the framework, and when the sliding door of the valve
is raised, to allow the exhaustion of the propelling tube to take place, the
lever e is allowed to fall into the top or cover of the valve box, and the
sliding door is thereby prevented from descending. f is a stud projecting from
the lever e, and when a train passes along, a projecting arm connected with the
fore carriage strikes against the stud f, and thereby removes the lever ✔ from
the top of the valve box, and allows the sliding door v to descend, which it
will immediately do by its own weight; g is an additional piece or moveable
handle, affixed to the end of the lever e for the greater convenience of raising
the sliding door. It will be seen, on inspecting the Drawings, that the sliding
door v will always fall into its place by its own weight, and is kept perfectly
air-tight at its edges by means of the circular flexible tubes 2, 2, Figs. 1 and 3,
which are constructed of an air-tight material, and form an hermetic joint,
exactly in the same manner as the long flexible tubes of the longitudinal
valve.
Having described the peculiar form, construction, and action of the various
parts of which the improved system consists, that is to say, the improved
longitudinal valve, the peculiar construction of the piston and its appendages,
together with the construction of the entrance and exit or tumbling valves of
the propelling tube, as well as the construction of the falling or sliding valves
of the exhausting tubes, I will now proceed to explain the general arrange-
ment of the various parts of the railway, and the manner in which they

page_text: act or are made to act when the system is in full operation. This general
arrangement will be perfectly understood by a careful inspection of Sheet IV.
of the Drawing. Fig. 1 represents an elevation of part of a railway con-
structed on the atmospheric principal; Fig. 2 is a plan view of the same;
both these Figures are drawn to a scale of 1/200th of the real size; Fig. 3
represents a plan view of a larger portion of the railway, at a scale of 1/1000th
the real size. A is a room or building for containing the steam engines
and pueumatic apparatus or air pumps; B, B, are buildings for offices;
C, C, are the exhausting tubes, leading from the air pumps to the pro-
pelling tubes D (Figs. 2 and 3) of the road; C, C', are branch exhausting
tubes, leading from the air pump to that part of the propelling tube D
called the station tube; C, C, are other branch exhausting tubes, leading to
the propelling tubes with which the siding D' is furnished; D, D³, is the main
propelling tube, laid down on the main road, divided into sections of any con-
venient length, from half a mile upwards, the total length between each
station being about five miles. The propelling tube between the stations
being divided into short lengths, as above mentioned, it will be found more
convenient, if any part or section should become accidentally deranged, as the
<leranged part can be attended to without interfering with any other part. It
also gives a facility for allowing carriages to cross the line, as a space of about
twenty yards is always left between each section, as seen in the Figures. At
these breaks or interruptions in the propelling tubes between each of the
sections an exhausting tube G (Fig. 3), placed under ground, connects the
sections with each other, and consequently with the pueumatic apparatus. By
this means a free passage on level ground is produced, by which carriages or
animals may cross the lines of railway without any further mechanical arrange-
ment or any other inconvenience than that of increasing the number of the
sliding and falling valves, as may be required. The situations of the tumbling
valves, whereby the entrance and exit of the propelling tubes are closed, are
seen at E, E, E, E. They are opened by the piston as it proceeds in either
direction, as has been fully described in referenco to Sheet II. Each of the
exhausting tubes C, C¹, and C", are furnished at F, F, F, F, with the vertical
sliding valves, described in Sheet III. Each section of the propelling tube is
furnished with two of them, one at each end, in order that a vacuum may
always be formed in front of the piston in whatever direction the train is pro-
ceeding. As long as the carriages are not upon the propelling tube, both the
sliding or exhausting valves F, F, remain open, and the tumbling or entrance
valves E, E, closed; the vacuum, or rather necessary rarefaction, is then
produced by means of the engines and pumps. These arrangements being

page_text: understood, the following is the method of putting the same into operation :-
Suppose that the train having started from one end is coming forward in the
direction of the arrow upon the Drawings, the piston in its passage will open
all the tumbling valves E, and shut successively all the sliding or falling
valves F of the exhausting tubes; and the train is going in a straightforward
direction, and no crossing of the trains is to take place, it will pass along the
station tube D without stopping, and the attendants at the station will have
nothing to do until after the train has passed. This is also the case if the
trains are to cross, and if the one returning is already upon the siding. If, on
the contrary, the strain has to stop on the station tube 1), the exhaustion valve in
front must bo shut, and the air allowed to enter the tube by the exit valve, which
must then be also closed; then a volume of air will be found in the propelling
tube, and being compressed against the closed exit valve by the piston as it
advances, it soon acquires a density equal to and afterwards greater than that
of the atmosphere, and is sufficient to stop the train without the use of breaks,
which are only used to overcome the impetus, and to assist in stopping the
train with greater certainty. When the train has been stopped in the manner
above explained, the various parts of the tube will be found in the following
positions: the two tumbling valves E, E, and also the two sliding or exhausting
valves F, F, are closed, and the communication shut off between that section
of the propelling tube and the pneumatic apparatus, the tumbling valve which
has just been opened by the piston on entering this section of the tube being
immediately closed by an attendant, consequently no air can enter the tubo
behind the piston.
In order to prepare for starting, it is only necessary to raise the valve F of
the exhausting pipe in the direction in which it is required to move, and to
open the tumbling valve E on the opposite side, that is, behind the piston; the
air becomes rarefied on the side F, and admitted into the tube on the side E;
and the train, on being freed from the action of the breaks, will proceed at
the required speed. The conductor, having the regulating lever j under his
command, and a barometic scale before him, he can regulato the amount of
power required, according to the size or weight of the train, the degree of incli-
nation of the road, and the speed required. On leaving the station tube, the
piston enters the first section of the main tube, and on thus passing from one
tube, or rather from one section to another, the piston first opens the entrance
tumbling valve E, and then closes the sliding valve F of the exhausting tube.
On leaving this section of the tube, it acts in an inverse manner; first, it
closes the sliding valve E of the exhauster, and then opens the exit tumbling
valve E of the propelling tube. All this is done by the piston or carriage

page_text: without stopping, or any perceptible slackening of the speed, and without
requiring any attention from the attendants. Immediately that the piston
has left any particular section of the tube, it is the duty of the attendant at
such section first to close the tumbling valve E, which has been just opened
by the piston on leaving the tube, and afterwards to open the sliding valve
of the exhausting tube, which has been closed by the piston; he must also
close the entrance tumbling valve, and open the sliding valve of the next
tube when warned to do so after the train has passed the tube, in order
that every part of the line may always be in a condition to work in either
direction. When the train is required to descend a steep incline the
attendant above shuts the sliding valve of the exhauster, opens the tumbling
valve, and the tube fills with air; the attendant at the bottom of the incline
has also shut the sliding valve F of the exhauster, and kept the tumbling
valve E closed. The train on arriving at this tube is obliged to stop, what-
ever might be the impetus acquired, or the steepness of the incline. In order
to descend the incline gently, the conductor must, by means of the handle j,
Sheet I., allow the compressed air to escape through the regulating valves
h, h, of the piston, which he can do with the greatest precision. By means
of his barometric scale he can always ascertain the density of the air in front
of the piston; it will be seen therefore that he has the speed as much under
command upon inclines as upon the level parts of the road; some days practice
will be sufficient to enable him to move at a uniform speed under any circum-
stances. Each station is furnished with two engines of about fifty horse power
cach, which may work either together or separately, as required, and are self-
regulating. The engineer and stokers have no occasion to regulate the speed
of these engines, which varies from one to fifteen strokes per minute; they have
only to keep up the fire. A barometer, or any other apparatus constructed on
the same principle, may be made to regulate the cock of the governor or
regulator better than the attendants would be able to do it themselves, and in
such a manner as always to maintain the necessary exhaustion in the propelling
tubes. The switches or shunts of atmospheric railways are managed in the
same way as in ordinary railways, and with regard to the propelling tube in
the same way as for crossing on a level and for sidings.
In order to go backward, as may sometimes be required, the attendant on
the road must close the entrance valve E that the piston opened when it
entered this section of the tube, and he must at the same time open the valve
of the exhausting tube behind the piston; the attendant at the other end of
the tube must also open the opposite entrance valve so as to admit air into
the front of the piston, and close that exhausting valve which is close to it;

page_text: then the conductor of the train, by means of a rod t, see Figures 1 and 2,
Sheet I., must close the valve z at the top of the hollow arm l, through which
the external air was admitted into the propelling tube behind the piston, and
by that means prevent the introduction of any air through the hollow arm into
this part of the tube. He must also, by means of the lever j, maintain the
valves h¹, h', h', of the piston in their seats, and thus allow a vacuum to be
produced behind the piston, whereby the carriage will have a retrograde
motion communicated to it.
Having described the improved system of propulsion in the most complete
and detailed manner, as adapted for railways, it will not be necessary to
enter into a very minute description of its application to propulsion on canals.
I will therefore merely observe, that a pneumatic tube may be laid along the
side or even the bottom of canals or rivers, and the moving power com-
municated from the piston inside the tube by means of a hollow connecting
arm to the floating boat or vessel; the joint formed by the flexible tubes or
slips will be found so perfect as effectually to exclude the water when the
tubes are laid down under the surface.
In Sheet V. I have shewn the manner in which the Invention is applied to
apparatus for raising heavy bodies from mines, wells, or other places. Figure 1
represents a vertical section, taken through a mine shaft and one of the tubes,
and showing the piston inside; Figure 2 represents a similar view of a mine
shaft with two air tubes, in elevation; Figure 3 represents a horizontal section
of Figure 2. a, a, are the propelling tubes, made of cast iron, and furnished
with flexible lips, in the same manner as those described for the railway. The
diameter of these tubes will be proportionate to the weight that is required to
be raised, and to the importance or extent of the work, as is the case in
applying the Invention to propulsion on railways. b, b, are the pistons of these
tubes; c is a cross piece of wrought iron, which connects the two pistons to-
gether; d'is a moveable table mounted upon this cross piece; e, e, are openings
at the bottom of the tubes a, a, whereby air is admitted from the mine into
the said tubes as the table d rises. The openings e, e, are furnished, as scen
in Figure 1, with clack valves, which open only inwards; ff, are other valves
whereby the air contained in the tubes is allowed to escape when the table d
descends. These valves shut when the table is ascending, and open again
when it has arrived at the end of its course, in order to allow the foul air
from the mine to be extracted by the pumps or exhausting apparatus. 9, 9, aro
small air valves at the upper end of the tubes a, a, and which are opened to
admit air when the table d is required to descend; h, h, are levers, with
catches formed thereon, for the purpose of supporting the table when it has

page_text: ascended to its proper height; h, h, are similar levers at the bottom, for the
purpose of keeping the table at the lowest point of its descent whilst the tubes
are being exhausted, so as to be ready for loading; i, i, is an exhausting
tube, in communication with the two propelling tubes a, a, and which connects
them with an air pump or pneumatic apparatus which may be worked by the
ordinary engines that are at present employed for raising the produce from
mines; i, j, are loaded waggons, which are pushed forward successively on to
the table d for the purpose of being raised to the surface.
The application of the Invention to engines to be worked by steam or
vapour is shewn in Sheets VI. and VII., in which, Figure 1, Sheet VI.,
represents a plan or horizontal view of a rotary engine with the improvements
applied thereto, and Figure 2 is an elevation of the same.
Figure 8,
Sheet VII., is a transverse section of the engine, taken in the line B, C, of
Figure 4; and Figure 4 is a longitudinal vertical section, taken through the
centre of the engine in the line A, B, of Figure 1. a, a, is the foundation
plate of the engine; b, b, is the cylinder, which consists of two parts, with
semi-cylindrical chambers or recesses formed therein, which when brought
together and bolted at their flanges form the circular annular space A, as seen
at Figures 3 and 4. c, c, are annular grooves, made all round the inner side of
the cylinder, and furnished with flexible tubes or lips, inflated with compressed
air or other suitable fluid or liquid, and which forms the air-tight joint of the
groove in which the connecting arm of the piston works, in the same manner
as has been already fully described in reference to the other applications of
the Invention. d is the connecting arm, which communicates motion from
the piston to the main shaft, to which it is attached in any convenient manner;
e is the piston, furnished with metallic packing, and firmly bolted to one end
of the arm d. The steam stop is formed by the clack valve f, which closes
the steam way in the cylinder at every revolution of the piston. This valve is
shewn detached in front and side elevation at Figs. 5 and 6, Sheet VII.; it is
mounted on a hinge m; and when the piston passes it, it is forced back into a
recess made in the upper part of the cylinder for that purpose, as seen in
Fig. 3; it is made of such a form as will accurately fit the cylinder, and
form a perfect steam stop, when forced back; a rod g is connected to an
excentric n on the main shaft, and works a slide valve h, Fig. 4, in the valve
box i, whereby the quantity of steam that is allowed to enter the cylinder may
be regulated. i is the valve box, which is furnished with an opening, through
which the steam enters the cylinder; j is the exit aperture for the steam after
it has exerted its elastic force in the cylinder and driven the piston round one
revolution; is the fly wheel, and the main shaft, whereby motion is com-

page_text: municated from the engine to any machinery that it is required to actuate.
The operation of the different parts is as follows:-Suppose that the clack
valve f is back in its recess in a quiescent position, and the piston is in the
position shewn in the Drawing, that is to say, in such a position as to allow
the valvef to turn on its axis, and the slide valve h in the valve box i ready
to open; immediately that the slide valve admits any steam, the clack valve f
will fall back into the vertical position against the stop o, when the steam,
finding this valve immovable, will exert its elastic force against the piston e,
which it will force round the annular space A. If the steam is to be admitted
at a pressure of from 3 to 3 atmospheres, the slide valve in the box i will be
regulated in such a manner as to cut off the supply when the piston has passed
through one-third of a revolution; it therefore follows, that when the piston
reaches the exit aperture j, the steam will have expanded to such a degree as
to have a pressure of only one atmosphere, but the piston will have acquired
sufficient momentum, that, with the assistance of the fly wheel, it will compress
the small quantity of air that will be found between the piston and the back
of the clack valve f, and will thereby force the latter back into its seat, in
order to allow the piston to pass; and when this has taken place, the valve f
will again fall down, and allow a fresh volume of steam to enter the cylinder,
and the same effect will be produced.
Having now described the Invention that has been communicated to me as
aforesaid, and also the manner of carrying the same into effect, together with
the best methods with which I am acquainted for adapting or applying the
Invention to the various purposes herein-before mentioned, I wish it to be
understood that I am aware that various parts of the machinery or apparatus
herein described are not new, and have been heretofore employed for similar
purposes; I do not therefore wish or intend to claim them as forming any part
of the Invention or improvements to be secured to me by the herein-before in
part recited Letters Patent, but I have merely shewn and described them in
connection with the improvements, in order that the nature and object of the
latter may be made more evident. I may also observe, that although I
have shewn and described in the above Specification the best methods with
which I am acquainted of carrying the Invention and its various applications
into effect, and which have been found by experiment to produce the most
beneficial and economical effect, it will be evident to any intelligent mechanic
or engineer that the arrangement of the various parts may be considerably
modified and changed, or other mechanical equivalents employed in place of
those described, without departing from the nature of the Invention; I do not

page_text: therefore mean to connne myself to the precise arrangement or construction of
parts herein shewn and described. But that which I claim as the Invention
secured to me by the herein-before recited Letters Patent is,―
First, forming the longitudinal joint or valve of the pneumatic or pro-
pelling tube of atmospheric railway by means of one or more flexible tubes,
which are made elastic and yielding, by inflating them with air or other fluid,
or by any other convenient means, the said flexible tubes being arranged in
such a manner that they shall always keep the valve closed by maintaining the
flexible tubes in perfectly air-tight contact with each other, except during
the passage of the piston, or when only one flexible tube or lip is employed,
by maintaining it in contact with a soft and slightly yielding cushion, as
above described.
Secondly, I claim the employment of the hollow connecting arm 1, Sheet I.,
for the purpose of communicating the motion of the piston to the carriage
outside, and admitting air into the pneumatic tube either before or behind the
piston, according to circumstances, and whereby, in connection with other parts
of the apparatus, the progress and speed of the train may be regulated with
great precision and facility.
Thirdly, I claim the manner of constructing and working the piston as
above shewn and described; and I will here observe, that if thought desirable,
instead of employing the clack valves h', h', h', arranged and worked in the
manner shewn in Sheet I., a four-way cock communicating with the external
air by means of the hollow arm 7 may be employed for admitting air behind
or before the piston, according to circumstances, as this arrangement or
modification has been employed and found to answer, but not in so beneficial
a manner as that herein described.
Fourthly, I claim the construction and mode of working the tumbling or
entrance valves of the propelling tube, as shewn in Sheet II.; and also the.
construction and mode of working the falling valves of the exhausting tube,.
as shewn in Sheet III., together with the mode of constructing or mounting
the pneumatic or propelling tube, and arranging and working it in sections of
moderate length, as above described.
Fifthly, I claim the application of the Invention to raising heavy bodies,
as shewn and described in Sheet V.
.
'
And, lastly, I claim the mode of constructing engines to be worked by steam
or other fluid, as shewn in Sheets VI. and VII., particularly the application or
employment of the annular flexible tubes, which form the hermetic joint of.
the cylinder, as above described. I claim these flexible lips in whatever way!

page_text: and to whatever different arrangement of parts constituting a rotary engine
they may be applied.
In witness whereof, I, the said William Edward Newton, have hereunto
set my
hand and seal, this Eighth day of August, in the year of our
Lord One thousand eight hundred and forty-four.