IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER TO IMPELLING MACHINERY
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
PINKUS, late of No. 51, Great Marlborough Street, in the County of Mid-
dlesex, but now residing at No. 70, Quadrant, Regent Street, in the said
County of Middlesex, Esquire, send greeting.
WHEREAS Her present Majesty Queen Victoria did, by Her Letters
Patent under the Great Seal of Great Britain, bearing date the Twenty-
seventh day of December, in the eighth year of Her reign, give and grant
unto me, the said Henry Pinkus, Her special licence that I, the said Henry
Pinkus, during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England, Wales, and the Town of Ber-
wick-upon-Tweed, and in the Islands of Jersey, Guernsey, Alderney, Sark, and
Man, and also in all Her said Majesties Colonies and Plantations abroad, my
Invention of "IMPROVEMENTS IN OBTAINING AND APPLYING MOTIVE POWER TO
IMPELLING MACHINERY;" in which said Letters Patent there is contained a
proviso, obliging me, the said Henry Pinkus, by an instrument in writing
under my hand and seal, to describe and ascertain the nature of my said
Invention, and in what manner the same is to be performed, and to cause
the same to be enrolled in Her Majesty's Court of Chancery within six
calendar months next after the date of the said recited Letters Patent, as in
and by the same, reference being thereunto had, may more fully and at large
appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Henry Pinkus, do hereby declare that the nature of my said Invention of
"Improvements in Obtaining and Applying Motive Power to Impelling
Machinery," and the manner in which the same is to be performed, is
described and ascertained by this Specification, and the Drawings accom-
panying the same, and numbered as follows (that is to say) No. 1, No. 1 A,
No. 1 B, No. 2, No. 3, No. 4, No. 5, No. 5 A, No. 6, No. 7, No. 8, No. 9,
No. 10, No. 11, No. 12, No. 13, No. 13 A, No. 13 B, No. 14, No. 14 A,
No. 15, No. 16, No. 17, No. 18, No. 19, No. 20, and No. 21, with the several
sections, plans, views, and figures appertaining to the respective numbers of
the said Drawings, and referred to and described in this Specification, and
also accompanying the same; and consists in the construction and working
of pneumatic or atmospheric railways, and applying the motive power to the
impelling machinery connected therewith, through the agency of the auxiliary
power of atmospheric air, under varied conditions of the elementary principles
thereof, and combining with the methods of using the same variously modified
engines, apparatus, and machinery suitable to varied applications of the system
or systems of railway herein-after described, according to climate and the nature
of the country through which the railways may pass and be worked. Some of
the methods herein described are applicable to propulsion, to effect transit on
canals and on common roads; the inventions and methods herein described and
shewn being founded upon former Inventions of mine, and applications of
principles and methods for which Letters Patent were granted to me, the said
Henry Pinkus, for England, Scotland, and Ireland respectively, for effecting
(amongst other things) the same or similar objects to the Invention and
methods herein described, and the Specifications of which Patents were duly
enrolled, (that is to say) Letters Patent, bearing date the First day of March,
One thousand eight hundred and thirty-four, for England, for "An Improved
Method of, or Apparatus for, Communicating and Transmitting or Extending
Motive Power, by means whereof Carriages or Waggons may be Propelled
on Railways or Common Roads, and Vessels may be Propelled on Canals;
and for which Letters Patent were subsequently granted to me for Ireland
and also for Scotland: Letters Patent for England, bearing date the Seven
teenth day of August, One thousand eight hundred and thirty-five, fo
"Improvements in Inland Transit," and for which Letters Patent were sub
sequently granted to me for Ireland; in the Specification of which Patent
method was described and shewn for raising water into reservoirs by th
action of the first movers during periods when trains were not moving, an
so husbanding power to be used by the descending water to put machiner

page_text: and air pumps in motion for generating the propelling power of the aforesaid
main: Letters Patent for England, bearing date the Twenty-sixth day of
August, One thousand eight hundred and thirty-nine, for "Improvements in
the Methods of Applying Motive Power to the Impelling of Machinery, which
5 Improvements are applicable to several useful Purposes;" which Patent was,
amongst other things, for further improvements in pneumatic or atmospheric
railways; and in the Specification of which Patent was described and shewn a
method of applying reservoir mains without valves for storing up atmospheric
power, with branches and inlet valves therefrom, to propelling mains with long
valves for giving out the power aforesaid, and reservoir tenders for taking up
power from the reservoir mains accompanied the train and intersecting valves,
forming said reservoir mains into sections, were combined with said reservoir
mains; and for which Letters Patent were also granted to me for Scotland,
bearing date the Nineteenth day of February, One thousand eight hundred
and forty: Letters Patent for England, bearing date the Twenty-fourth day
of September, One thousand eight hundred and forty, for "Improvements in
the Methods of Applying Motive Power to the Impelling of Machinery,
applicable, amongst other things, to Impelling Carriages on Railways or
Common Roads or Ways, and through Fields, and Vessels Afloat; and in
the Methods of Constructing the Roads or Ways on which Carriages may be
Impelled or Propelled." The Inventions, or some of them, particularly the
Inventions of One thousand eight hundred and thirty-four and One thousand
eight hundred and thirty-five, have been carried into practical operation and
into public use on the Dublin and Dalkey railway in Ireland.
Now, my Invention, herein described, and exemplified by the said Drawings,
sections, plans, views, and figures herein-before mentioned, and accompany-
ng this Specification, consists, firstly, in constructing lines of pneumatic or
atmospheric railways, with varied modifications in mechanical constructions
and arrangements; secondly, in the methods of applying thereto the motive
ower, and the methods of working the said described railways with better
conomy and safety; thirdly, in the methods of applying or using the ele-
hentary principles combined therewith, under varied conditions, for better
conomy.
The Specifications of my Patents in England, for One thousand eight
undred and thirty-four and One thousand eight hundred and thirty-five,
escribed, amongst other things, a method of constructing pneumatic or atmo-
heric railways, by combining with a common system of railway a continuous
mospheric main or tube, laid along a line of railway between the rails, or by
e side of such Railway, see Drawing No. 1. The said main was of irregular

page_text: form, the lengths thereof having spiggott and socket joints at their enus, and
having a continuous slit through one, the upper side, and which slit was
bordered by two raised surfaces, forming a continuous trough, the mains
being thicker on the lower surfaces than the upper, for proper strength, and
having a series of rings along, transversely of the mains, for the same object.
These mains were divided into sections of three, four, or five miles in length,
by intersecting or separating valves, for dividing a long line of atmospheric
railway into practical lengths for working, and at or near to which intersecting
valves first movers with air pumps were placed, communicating by lateral
pipes with said mains. A continuous flexible valve was laid and attached in
and along said trough, for covering a continuous slit or valve aperture of the
main, for hermetically closing the main, and which valve was made up of a
continuous strip of flexible material, such as prepared felt, or other similar
flexible material, and the same was rivetted between metallic plates of short
lengths for keeping the form of the valve, for giving it strength, and making
One edge of the said valve was
it conform to the trough of said main.
fastened on and along one side of the said trough, the other edge or lip falling
on to the opposite side of the trough, and in a nich or groove on that side, the
edge working loosely, and rising and falling with a hinge action, to open and
close the said slip or aperture; a cord of a square form, conforming to the
form of the trough, was pressed into it, and on the top of the aforesaid valve
for protecting the said valve and trough from the weather and dust, and form-
ing a duplex valve, whose object was for maintaining the atmosphere of the
main in a rarified state during the transit of a train, and for opening the valve
aperture of the main, for the purpose of communicating the power generated
in said main to the first carriage of a train, and for the purpose of transferring
said train along a railway, by letting in the superincumbent atmosphere to fil
the main in the rear of the first carriage, and for impelling forward throug
the rarified portion of the section of said main an expanding acceleratin
diaphragm or piston, moving in close contact with the inner sides of the main
and so impelling a train; an instrument moving through the main suspende
the said piston; a wheel attached to the first carriage raised the valve an
valve cover, opening the slit, and making an aperture of sufficient extent
let out an inflexible arm, attaching the instrument and piston of the ma
with the first carriage of a train, and also for the purpose of forming an ape
ture sufficiently large to admit the superincumbent atmospheric air into t
main to fill it, and impinge directly and constantly on to one side of sa
expanding piston without reaction or loss of power of the propelling a
which would cause reaction on the first mover. if the impelling, column of

page_text: entered the main at any considerable distance, consequent on the friction of
air moving rapidly through pipes under ordinary density, by being throttled
during its ingress through said aperture; and in order that the long valve
might again be made to hermetically close the main, so as again to bring the
same section of the main again into a rarified state in preparation for a suc-
ceeding train, a wheel attached to the rear of the first carriage rolled on the
said valve to press it firmly down to its seat, and so close the main. A
composition of tar and tallow was placed in the trough, by paying the same on
to the valvular or weather cord, so as to lubricate the valve and cord, to
prevent its wearing roughly, to fill up any interstices, and so hermetically seal
the main during the progress of a train. A valve in the expanding piston
was opened or closed by a rod and handle, communicating with the first
carriage, for the purpose of better stopping or lowering the speed of the train
when required, by allowing the incumbent atmosphere to pass through the
valve of the piston. A barometric guage was placed in the first carriage, and
communicated by a tube to the vacuum side of the piston, for the purpose of
indicating the state of the rarified atmosphere, as a guide for the sufficiency of
power, and regulating the speed of the train, so as to time the transit of trains.
Similar barometric guages were placed at the stations of the fixed engines,
whether of steam or water power, to indicate the necessary degree of power to
apply to the sections of the propelling mains and maintain the required speed.
Two or more sections of the main, regulated by the separating valves of the
main, were simultaneously maintained in a rarified state, so as that the piston
of the train could glide from one section of the main to and through the next
other without losing the acquired momentum (the separating valve being
suddenly opened on the approach of the piston of a train), in order that the
growing acceleration of the train might not be impeded.
And in the said Patents, or one of them, was contained a method of
hermetically closing the long slit or valve aperture of the atmospheric main,
by a covering attached and permanently fitted within the trough or raised
urfaces of the said main, and which valve cover was described as formed
f metal or other suitable material, the object of which was the use of all the
ombinations making up an atmospheric railway, together with its method
f working, but for communicating the power to the exterior of the main
vithout opening the valve aperture thereof. Reservoir mains were combined
ith said propelling mains for the purpose of transferring the power of the
xed engines, and for storing up power during intervals when trains were
ot moving along the sections of the main, and also as well as the said
xpanding piston. The Specification of said Patent of One thousand eight

page_text: hundred and thirty-five described a method of laying the said atmospheric
mains along a line of railway of enlarged and diminished diameters, (that is)
of increasing the mains from a smaller to a larger diameter, and again
continuing and decreasing into a smaller diameter, the said expanding piston
being applicable as well to such mains, and being capable of expanding several
inches all round it, so as to increase its diameter, hence the length of the said
frustrum of a cone thereon.described.
A further modification was described in the said Patent of One thousand
eight hundred and thirty-five, by shewing the application of a locomotive
atmospheric engine preceding the train, by taking up power from the main
through the medium of a hollow tongue sliding through the lips of another
formed valve therein described, but without the use of the piston moving
through the main, the pistons of the first carriage being alternating pistons,
acting in cylinders fixed in the body of said locomotive atmospheric engine,
Another modification,
and moving crank axles in the common manner.
described in the said Specification of One thousand eight hundred and thirty-
five, was a combination of the said locomotive atmospheric engine with the
aforesaid expanding piston moving through the said main, so as that the
main might give out a larger propelling power than the diameter of the pipe
and expanding piston could otherwise afford, and so as to have a variable
power suitable for inclined planes (whether ascending or descending) or levels.
Another modification, described in said Specification of One thousand eight
hundred and thirty-five, was a method of working a single atmospheric line
of railway with high speed to effect the objects of a double line, by what
is therein denominated a reciprocating method; and also was described the
placing of an intersecting valve in the middle of a section of the propelling
main, and between the stations of two fixed engines, and a method of guide
wheels for dispensing with the flanges of ordinary railway wheels, and more
safely guiding carriages on sharp curves of a railway.
And a further application of atmospheric propulsion was described in my
Patent of One thousand eight hundred eight hundred and thirty-four, by
combining the atmospheric main aforesaid with a canal, for the purpose o
propelling vessels thereon. And, a further varied method was described, by the
a large area of piston, so a
use of a propelling main of large diameter, having
that a low degree of rarefaction sufficed to afford a large propelling power; fo
this method the valvular cord aforesaid was alone used to close the valv
aperture of the main, of the form shewn in the said Patent of One thousan
eight hundred and thirty-five, which made a sufficiently air-tight joint for
low degree of rarefaction; but the said valvular cord was not suited for sma

page_text: mains, wherein a high degree of rarefaction was necessary, but the said duplex
valve was intended for such purpose.
In the Specification of my Patent for England, in One thousand eight
hundred and thirty-nine, aforesaid, amongst other things, further improve-
ments in atmospheric railways, were described a further method of sealing
the aforesaid flexible long valve, by placing a different material in the trough
of the valve for sealing the same, and placing the said valve along the said
slit or valve aperture at an angle of about forty-five degrees, and placed
at that angle for the more convenient use of two forms of application (viz.),
that from wherein the expanding piston moves through the main, and the
form of the locomotive atmospheric engine, where the said hollow tongue
dips into the said valve and moves through it the angle of forty-five degrees
aforesaid, applying conveniently for both purposes, the material placed in
the said trough of the valve being cocoa-nut oil, which is a solid at common
temperatures; and a method was shewn for softening the said material,
through the agency of an electric wire heated by the influence an electric
trough contained in the first carriage. The material (which was substituted
for the aforesaid composition of tar and tallow) on the lip of the valve being
pressed down by the aforesaid closing wheel would, on becoming cooler, seal
the lip of the valve, and so make an air-tight joint. And also in the said
Specification was contained a further improvement in the locomotive atmo-
spheric engine and its hollow tongue, as shewn in the Drawings thereunto
annexed. And a further improvement was described and shewn for using a
pneumatic power in mains for propelling purposes, under the condition of com-
pression of the element used to a greater extent than ordinary atmospheric
pressure.
And the said Patent for One thousand eight hundred and forty, for Scotland,
referred to in the Invention described in the said Patent for England, of
One thousand eight hundred and thirty-four, with which the methods described
n said Patent of One thousand eight hundred and forty, for Scotland, were
to be combined, and which described a method of atmospheric propulsion,
by using the air in reservoir mains under any required degree of compression
bove the ordinary atmosphere."
And the said Patent for England, dated the Twenty-fourth September, Onc
housand eight hundred and forty, described, amongst other things, further
mprovements in atmospheric propulsion, applicable to railways and to canals.
And also in said Specification was described a further improvement in
neumatic or atmospheric railways, and shewn in the Drawings accompanying
he same, being a further method of sealing the valve of the main by an

page_text: electric heater, being a blade of metal attached to the first carriage, and in
advance of the connecting arm of the piston, and moving in the trough. or
groove of the valve, for compressing and sealing the lip of the valve, the
blade being heated by an electric trough, the connecting wires of' which
established an electric circuit with the said blade. And in the said Specifi-
cation was described a method exemplified by accompanying Drawings, shewing
another system of pneumatic railway, by applying to a railway a close her-
metically sealed main or tube, but without the aforesaid longitudinal valve,.
and the said main was formed into sections as aforesaid by the said intersecting
or separating valves, and stationary motive power generated a propelling power
in the sections of the mains; and a method was shewn for rendering a single
line of main or tube sufficient for affording propelling power for a double line
of railway, by laying the said main between the tracks of a double line of way,
and the power was communicated to the exterior of the said close main at fixed
points along the line by placing and fixing along the said line impelling
apparatus, being alternating pistons and cylinders, to put ropes or bands and
pulleys in motion to propel a train.
Having thus referred to some of the features, mechanical constructions, and
methods contained in some of the different patents for my Invention of the
pneumatic or atmospheric railway, and its varied modifications, for the better
understanding of the methods and things herein described of my Invention for
the constructions, methods of working, and applying the elementary principles
under varied forms to suit different lines of railways, according to the nature
of the climate or situations wherein the same may be applied, and my Invention
when so applied will form varied systems of atmospheric railway, and which
will neutralize the difficulties presenting themselves, and render less expensive
and safer the other methods of constructing and working atmospheric railways,
some or any of which I combine with some or any of the methods and things
herein-after described, and all which is ascertained in the descriptive and
operative parts of this Specification, and the Drawings accompanying it, and the
figures and letters thereon appearing. Firstly, I construct a line of atmospheric
railway by varying the systems shewn in my Patents of One thousand eight
hundred and thirty-four and One thousand eight hundred and thirty-five, and
by similar combinations of mechanical constructions and methods of working
some or any of them in combination with the following means:Drawing
No. 1, Figs. 1, 2, 3, 4, 5, is a sectional elevation, and sectional end view and
cross sections, of an atmospheric railway, combined with a common system of
railway with the new combinations, herein-after mentioned for the better illustra
tion of the same. a, a, a, is a longitudinal cross section of the main or propelling

page_text: pipé; b, b, b, the intersecting or separating valve, with the apparatus for opening
and closing the same, and dividing a line of main into sections of three, four, or
five, or more, miles, and near to the termini of which sections the fixed engines
or first movers are placed. On and along the main I construct the valve
described in my Specification of One thousand eight hundred and thirty-five,
which is inade up of the said band or strip of flexible material, combined with
metallic plates, and fastened down along the continuous slit of the main, in
the trough of which, formed by the raised surfaces, is placed the said com-
position of tar and tallow, for lubricating and sealing the said valve. In lieu
of the said last-mentioned valve, I put on a duplex valve, herein-after
described and shewn in cross sections, Figs. 2, 3, 4, 5. c, c, c, is the instrument
moving in and through the main for carrying two expanding, propelling, and
accellerating pistons, fitting and working in close contact with the inside
of the main, being solid disks d, d, surrounded by the frustrums of cones of
leather or metal, or both combined, the smaller sections of the cones pointing
forward; both the pistons have valves in the solid disks, to be opened and
closed by rods e, e, e, inserted through the valve aperture of the main, and handles
in the body of the first carriage; g, g, is the tube inserted through the solid
disk, and leading to a barometric guage in the said first carriage; h is the
inflexible propelling arm, uniting the two pistons with the first carriage; k, k,
are: closing; wheels, for closing the valve of the main, and pressing down
the! valvular cord; m, m, is the valvular cord, shewn in my Patent of One
thousand. eight hundred and thirty-five; n is the lifting wheel, for rolling
under and raising the valvular cord, and lifting the valve, so as to let out the
propelling arm, and lét in the atmosphere through the aperture formed by
lifting the valve on to the head of the forward propelling piston. To the
propelling arni may be attached by horizontal arms, one on the inside of the
main, and one on the outside of the main, two rollers x, x, one moving through
the valve aperture to lift the valve 1, and one moving on the outside at an
agle to open the outer of the duplex valve 2, as shewn in sectional end view,
Drawing No. 1; Figs. 3 and 5, on a large scale. These combinations, together
with the usual common 'sidings for turning out trains, the main pipe being
broken at such places, and the intersecting valves closing the ends of the broken
sections, constitute the combinations making up onc, being the first part of this
severally modified system. This method is the better suited to my reciprocating
method of a single line, where a tube of eighteen or twenty inches diameter
is used under a lower degree of rarification. The aforesaid duplex valve in
Figs 12, 3, 4, 5, is made up of the same construction and material as the
valve combined in my Patent of One thousand eight hundred and thirty-five.

page_text: In Fig. 2 of the duplex valve, a, a, is a section of the propelling main pipe,
having a continuous slit and two raised surfaces; c, c, are the aforesaid strips
of prepared leather, or other similar material, with which short metallic plates
are rivetted and combined on one side, one edge of each of the leathers of the
duplex valve being fastened down along the valve aperture by bars laid along
on it, and pressed close by screw bolts and nuts, as shewn. The valve (1) falling
under the valve (2) on to a groove a, and the valve 2 falling and closing on
the valve 1. A composition of tar and tallow, or any similar material forming
a solid at the common temperatures, is laid on the outside of the inner valve 1
and in the groove a, which seals the duplex valve, for better making an air-tight
joint, and lubricates its lips, which in working is opened, as shewn in Fig. 3.
The aforesaid wheel for closing the valve may move on the valve 2, to close
the duplex valve, in preparation for a succeeding train; the methods of using
and working all which, in combination with the applications of the principles
applied thereto, will be found more particularly described under the head
"Operation" for this part of the system.
I further vary my system of atmospheric railway, by combining one of the
systems contained in my said Patents of One thousand eight hundred and
thirty-four and One thousand eight hundred and thirty-five with the following
means, (that is to say,) the system herein-before described and shewn in
Drawing No. 1, but without the duplex valve or impelling arm, but with the
instrument for carrying the expanding pistons with its attachments, and I
combine and use the two outer wheels k, k, and the valvular cord m, m. The
main and trough and longitudinal slit are the same, except that the inner sides
of the trough are circular, as shewn at 1, 2, Drawing No. 1 A, sectional end
view, Figs. 1, 2, 3, 4. The valvular cord is made up of a strip of leather 3,
rivetted between short metallic plates 4, 4, on both sides, and of the form
shewn in Fig. 4. The valvular cord m, Fig. 4, is continuous along the whole
length of the trough of the main, and when placed and pressed down to its
seat in the trough conforms to the circular sides thereof, as shewn in Fig. 4.
5 is a valve cover. The valvular cord rises and falls in the trough, as
shewn by the dotted lines at 6, Fig. 4, and in rising and falling moves in curved
lines, as shewn at 12, 12, sectional side elevation, Drawing No. 1 A. A
composition of bitumen and tallow of thick consistency is placed into the
trough for lubricating its curved sides and the valvular cord, and for sealing
the valve aperture, so as hermetically to close the main. The aforesaid inter-
secting or separating valves are combined with the main, forming it into
sections, for the purposes aforesaid, and the first movers are applied as in my
said Patents of One thousand eight hundred and thirty-four and One thousand

page_text: eight hundred and thirty-five, and combined with a common system of
railway, as in the Specifications of those Patents mentioned, and common
sidings for turning out trains may also, be combined with the method shewn
in Drawing No. 1 A.
The guide wheels connected with the dynamic traveller, described in my said
Patent of One thousand eight hundred and thirty-five, are now herein applied,
as at 1, 1, Figs. 1 and 4, and move on the lower sides of the pipe. The inner
wheels of the dynamic traveller 2, 2, 2, Figs. 1 and 4, roll under the valvular
cord, and along through the valve aperture, raising the valvular cord to the
height of about one inch, and pressing it up against the curved sides of the
trough, as shewn by the dotted lines in Fig. 4, so that, whether pressed down
The
or pressed up, each movement makes a sufficiently air-tight joint.
peripheries of the pressing wheels 3, 3, are placed near to the wheels 2, 2;
3, 3, being in advance of 2, 2. The wheel 3, 3, are pressed down on the
valvular cord, so as to press the inner side of the cord against the peripheries
of the wheels 2; 2, bending the valvular cord down, and pressing it on to its
lower seat. The wheels 3, 3, rise and fall in the bearings of their axles,
moved up and down by screw rods and handles 4, 4, Fig. 1, so as that when
the said dynamic traveller moves forward, the wheels 2, 2, press against the
under side of the valvular cord, and by the adhesion of their peripheries against
the cord roll forward and press the upper side of the valvular cord against the
peripheries of the wheels 3, 3, when, by the adhesion of the peripheries of the
wheels 3, 3, against the valvular cord, the wheels 3, 3, will roll in a forward
direction on the valvular cord. The lower peripheries of the wheels 3, 3, are
lower than the upper peripheries of the wheels 2, 2, so that when impulse is
given to the dynamic traveller in moving, it will give impulse to the first
carriage of a train with which the wheels 3, 3, are connected, as in Drawing
No. 1 A, Figs. 1 and 4. In order that the valvular cord may not move or
stretch forward in any objectionable degree, two other wheels may roll on the
valvular cord, in the rear or behind the wheels 3, 3, pressing on the cord, and
the degree of pressure may be regulated either by springs, or levers and
weights, the axle of such wheels rising and falling with their bearings in slots
in any convenient manner. In Fig. 1, Drawing No. 1 A, a mouth-piece 7
is shewn in front of the expanding piston, having a valve 8 opened and closed
by a crank 9, a connecting piece 10, and a rubbing bar 11. On the first car-
riage is a bell-crank lever 5, having a pressing wheel, that presses on the valvular
cord, which, being depressed by the wheel on the end of the lever, presses
the cord against the rubbing bar 11, to depress it, and so, by the action of 9
and 10, opens the valve in the inouth-piece. Fig. 2, Drawing No. 1 A, is a

page_text: sectional end view of the main and cord; Fig. 3 is a larger section of the
same; the methods of using and working all which, in combination with the
applications of the principles applied thereto, will be found more particularly
described under the head "Operation" for this part of the system.
And I further vary my systems of atmospheric railway, described in my
Patents of One thousand eight hundred and thirty-four and One thousand
eight hundred and thirty-five, and also the method herein-before described, by
combining the same, as herein-after described; (that is to say,) I combine the
application and materials of the flexible valve made up of flexible material,
combined with metallic plates, as specified in my said Patent of One thousand
eight hundred and thirty-five, and closely fitted and attached to and along one
side of the said slit. or valve aperture in the trough of the main, with the appli-
cation of one of the methods of closing the said slit or valve aperture in the
trough and between the inner sides thereof by a valve cover, closely fitting
into it along the whole length of the main, to close the aperture of the
main or tube, making it completely air-tight, being fitted and attached along
on both sides of the said slit or aperture, thus forming a valve cover of the
three methods or things herein-before mentioned.
Drawings No. 1 B is a longitudinal section and side elevation and sectional
end view, similar to the Drawing No. 1 A. In No. 1 B, 1, 1, are the guide
and bearing wheels; 2, 2, the inner propelling wheels; 3, 3, the outer pressing
wheels; 4, 4, the screw handles; 5, the lever and pressing wheel for opening
the valve in the piston; 6, the pressing wheel; 7, the mouth-piece; 8, its
valve; 9, its crank; 10, its connecting rod; 11, its bent rubbing bar and
wheel; 12, 12, the longitudinal section of the valve cover, hercin-after
described; and No. 18 is the aforesaid intersecting valve, but opening now by
a circular motion, for which purpose a square intersecting valve box is cast
and fitted to the main, as shewn in side section. The intersecting valve is
suspended on a moveable joint 17, so as to be closed by a lever and weight 14;
a piston cylinder 15 with guides is fixed on a dead plate; a piston is placed in
the cylinder, having a rod connected with the lever 16 to move the intersecting
valve which moves on the moveable joint or centre. A small pipe 18, about
five inches diameter, and about three hundred feet in length, being a transfer
pipe, is connected with the propelling main at one end, as shewn, and where
it joins the main is an intersecting inlet valve 19, with the aforesaid double-
acting levers 20 and 21, for shutting off and on the same by the first and last
carriage of a train. The other end of the transfer pipe is connected with the
head of the piston cylinder 15. Fig. 2 is a sectional end view of the same, with
letters corresponding to the same parts; Fig. 3 is a cross section of the pipe and

page_text: cover; 12, 12, in Drawing No. 1 B, is a longitudinal section of the valve cover,"
made up of a long strip or strips of continued lengths of leather, or any other
suitable flexible material, such as prepared felt, that is, hard rolled felt,
cemented one on the other, and rendered impervious to air, or prepared
india-rubber, such as is known as Hancock's preparation, and the same
rivetted between and combined with metallic plates of short convenient
lengths, as seen in cross section and sectional end views, Figs. 2, 3, 5,
6, 7, 8. The valve so formed is laid along in the said trough of the
atmospheric main, and between the raised surfaces thereof, the leather
or other material being fastened down on both sides of the said slit or
aperture by round or rounded bars, and by screws bolts, in manner shewn in
Figs. 2, 3, 5, 6, 7, 8. The cover should be so put on as to allow it to rise and
fall in the middle for about one inch and a half, as shewn in Fig. 6, where it
is raised by the wheel 2 and pressed against the wheel 3; and as shewn in
Fig. 5, where it is lowered by the wheel 3 and pressed against the wheel 2.
The action of rising and falling of the said valve cover is similar to the action
of the aforesaid valvular, in Fig. 4, No. 1 A. The valve cover, when the afore-
said dynamic traveller with its expanding piston is moved through the main,
bends, as at 12, 12, No. 1 B, performing a series of curves in rising and falling;
the wheels 2, 2, acting against the wheels 3, 3, in Fig. 1, No. 1 B, press the
cover between the peripheries of the said wheels, inducing them all to roll on
and under the cover by reason of the adhesion of their peripheries to the said
cover, and so the wheels 2, 2, give impulse to the wheels 3, 3, and the first
carriage of a train to which the latter are attached, and so give motion
to a train to impel it onwards. The rivets rivetting the metallic plates
together, as shewn in Fig. 7, should be large, the plates should be counter-
sunk, the rivets to have shoulders, as shewn, so that the pressure upon the
plates shall prevent the leather of the cover from being too much compressed;
and in order that the valve cover shall not be stretched or dragged forward
by the action of the propelling wheels, the upper plates of the cover should
be indented, by indentations close together along two edges of the same,
as at a, a, Fig. 7, and these are made to act against metal bars z, z,
having corresponding indentations, which bars are placed on the trough of
the valve cover, and fixed on in manner shewn in cross section, Fig. 7, and in
5 cross section and plan, Figs. 1, 2, No. 2, Drawing No. 1 B, so that when
the propelling wheels 2,2, lift the cover, the indentations of the plate at x, x,
conform to the indentations of the bar z, z, to prevent the cover from stretching
or being dragged forward.
Another method of constructing the valve cover is shewn in Fig. 8 A, where

page_text: a long continuous strip of flat steel metal, of about one-eighth of an incl
in thickness and four inches wide, is joined at both its edges by a double
leather, being rivetted with rivets having washers, as seen in Figure 8 A. The
double leathers are fastened above the slit of the trough between the inner
sides of the said raised surfaces. This valve cover is used as the former valve
cover, and, being flexible, bends between the said wheels 2, 2, and 3, 3, acting
in a curvilinear manner, as the aforesaid valvular cord in No. 1 A.
In Fig. 6, No. 1 B, 1, 1, are the bearing guide wheels, where common
sidings are combined with this arrangement of the atmospheric main; and
when the same is worked on the single reciprocating method, described in my
said Patent of One thousand eight hundred and thirty-five, the main may be
broken at a station or other place, but the continuity of the main between
the termini of the broken sections may be made by an underground main,
in one of my said former Patents mentioned, connected at the under sides of
the pipe at the termini where the said intersecting or separating valve, shewn
in Drawing No. 1 B, may be placed at such termini; and when the said
dynamic traveller carrying the expanding piston and apparatus leaves the
terminus of the main, the inner propelling wheels 2, 2, are forced upwards into
a jaw of the frame m, m, in Drawing No. 17, herein-after described, which
guides the piston along the siding into the main at the next terminus; and for
better guiding the piston along the siding, a trough, rail, or train may be laid
between the rails of the siding, into which the propelling wheels 2, 2, may be
made to enter, the expanding piston bending upwards to allow of it, which will
free the bearing wheels 1, 1, so that the instrument carrying the piston will
guide the first carriage and the train along such siding more conveniently and
with greater safety along the curves of said siding, and lessen the danger of
collision of trains at such sidings when meeting and reciprocating on the
aforesaid single line of atmospheric railway.
In cross section, Fig. 2, No.. 1 B, is the cross section of a guage pipe, 4 or 5
inches in diameter, and about 100 yards long, or more, having a metallic valve,
of the form shewn at W, Drawing No. 2, and w, Fig. 2, Drawing No. 1 B,
constructed on the principle of a similar valve described in the Specification of
my said Patent of One thousand eight hundred and thirty-five, and in a duplex
form, as shewn. The pipe x is connected with the propelling main. P is the
hollow tongue, described in my said Patent of One thousand eight hundred and a
thirty-five; it is suspended on the first carriage, and communicates by a pipe
with a barometric guage, for the purpose of indicating the state of the atmo-
sphere in the main. These guage pipes are closed at their ends; the ends are
lower than the tongue, but gradually rise, so as to bring. the tongue into the

page_text: lips of the valve, the ends and upper lips of the valve being bent outwards
at those places to admit the entrance of the tongue, but so as not to let in the
external atmospheric; similar guage pipes may be placed along the main at
every one, two, or three miles apart, so that the state of the main may be
indicated from time to time. Q is the barometer guage, connected with the
said hollow tongue. The methods of using and working all which, in combina-
tion with the applications of the principles applied thereto, will be found more
particularly described under the head "Operation" for this part of the system.
And I further vary my system of atmospheric railway by combining with
my system of One thousand eight hundred and thirty-four and .One thousand
eight hundred and thirty-five, and the method of working the same, another
method of using a single line of atmospheric main pipe with a double line of
railway. This I effect by laying the main pipe on and along a line of way in a
curvilinear or winding position, so as to lead the main first along one track of the
line of way for the distance, say, of one mile, more or less, and then gradually
bending and leading it into the opposite or parallel track for a similar distance,
and then again to the other track, and so on along the whole length of the
railway; and on and along said winding main pipe I place any of the valves
in this Specification mentioned, described, or referred to, or any modification
of them; but on those parts of the main that bend and lead from one track to
the other, I omit the valve, and dip the main under the permanent way or rails
and sleepers in manner as aforesaid; and I combine with such winding main
pipe the aforesaid intersecting or separating valves, for dividing a line into
sections of suitable lengths; and at the places on both the said tracks where
the main pipe leaves one track to lead into another, I project a mouth-piece,
say fifteen feet long, which I make trumpet-shaped, and place in said
projecting piece of the main, and at twenty feet from its mouth, one of said
intersecting valves, on which I place a double-acting lever, herein described
and shewn in Drawing No. 5, to be moved by the first and last carriage
of a train, so that by the action of one lever by the first carriage the said
intersecting valve shall open, so as to allow the propelling piston aforesaid to
pass into, the main pipe, and the last carriage of the train shall move the
lever so as to close the intersecting valve again; or similar additional levers,
placed at a suitable distance from the first levers, and communicating by
long rods, may be made to open the intersecting valves at greater distances
by the first and last carriage for this purpose. The first carriage of a train
with the impelling instruments of piston or pistons, arm closing wheel, &c.,
as described in Drawing No. 1, are used; but in the progress of the train,
the piston runs into the mouth-piece of the. main, and along through the part

page_text: laying in one track, and runs out of it on the same track, when the main
pipe leaves one track to bend into another, the intersecting valves opening and
closing as aforesaid; and when the propelling piston leaves one part of the
main, the train, moving by the momentum it has acquired by and through, one
section, the impelling piston is carried by the first carriage, being properly
suspended for that purpose, and guided into the mouth-piece of the next
section, and so on, along both tracks of the line of atmospheric railway, the
fixed engines generating and applying the elementary motive power under
partial vacuum and pressure, or under the conditions of rarification pressure
or compression. The reservoir tender, described and shewn in my said Patent
of One thousand eight hundred and thirty-nine, for taking up and storing
power from the reservoir main, may be applied and combined with this part of
the system. This part of the system is well suited to inclined planes, and a
line of way may be laid out advantageously on its adoption. Drawing No. 4
exemplies this part of the system. A, A, are the fixed engines, 3, 4, or 5 miles
apart, and communicating with the main pipe, which is broken or dips under
the permanent line of way, where sidings or branch lines occur for turning
out trains. 1, 2, 3, 4, is a double track of railway. a, a, a, a, is the main
pipe; b, b, b, b, b, b, are the said mouth-pipes, near to which said intersecting
valves and levers are placed; c, c, c, are the bends of the main pipe, dipping
under the permanent way. The arrows point to the line of direction of the
up and down trains. The methods of using and working all which, in com-
bination with the applications of the principles applied thereto, will be found
more particularly described under the head "Operation" for this part of the
system.
And I further vary my system of propelling main pipe and reservoir main,
described in my said former Patents, by combining the two, where, instead of
the said winding main, applied to a double tack, I apply a propelling main pipe
with each or both tracks on a double line of railway where the traffic is great
and branch lines are connected with a railway; and I place thereon either of
the valves, valvular cord, or valvular cover, herein-before and herein-after
mentioned; and I construct and combine the reservoir main without a valve
(in the Specifications of my said former Patents described) therewith, and lay
the said reservoir main under the surface level of the railway, but between and
panel with the said two tracks, or with one track; if a single line of railway;"
Adconnect said-reservoir main and said propelling main pipes by connecting
Baclivinlet pipes, ansmy said former Paeshewn, and as in Drawing
5, Fig1,2,3, and No. 5 A, Fig. 1, 2, loading from the lower side of
reservoir main to the lower sides) of said propaling main as shewn in'

page_text: Fig. 2, Drawing No. 5 A; where Fig. 1 is a side elevation and sectional end
view of the said propelling main, and reservoir main, and intersecting inlets.
valves; and Fig. 2 is a sectional end view of the same, with the parts making
up their combination written thereon. These branch inlets may be placed at
distances of, say, one-fourth of a mile apart, more or less; and on each of the
said inlets I place one of said intersecting inlet valves with said double-acting
levers, herein described, for opening and closing the same by the first and last
carriage of a train. The size of the reservoir main may be, say, 12 inches
internal diameter, and the main pipes of the double tracks may be only ten
inches internal diameter, to accomplish the ordinary traffic of railway, considering
the high velocity of atmospheric railways, the more particularly on this present
modification, when, from the method of applying the elementary principle of the
atmosphere, a much higher initial power is yielded with a diminished main, as
is herein-after more particularly explained. Drawing No. 5 exemplifies this
modification, wherein 1, 2, 3, 4, is a double line on two tracks of a railway.
k, k, k, k, are propelling main pipes; m, m, m, is the line of said reservoir
main, laid between the tracks; and n, n, n, are the said branch inlet pipes,
being under the surface level of the line, and on which the said intersect-
ing inlet valves are placed, with said double-acting levers for opening and
closing the same. Now, the particular conditions of the elementary principle
of the atmosphere applied to this modification, as well as in some of the others,
and in the modification of the combination shewn in Drawing No. 1, the pro-
pelling carriage with its pistons and other parts being combined herewith are
of three kinds or conditions, that is to say, of partial vacuum or rarifaction,
and of incumbent or ordinary pressure consequent thereon; and also, and
simultaneously therewith, compression of the element into two or more atmo-
spheres above ordinary pressure, so that the air in the propelling main shall
act to propel a train under these conditions simultaneously, and consequently.
with greater initial force for a given diameter of main, and also with greater
economy. The reservoir main m, m, m, is a reservoir of compressed air. The
propelling main pipes are for the rarified air in advance of the forward or first
propelling piston, with incumbent pressure on one side thereof, and also for
compressed air behind the second propelling piston of the same carriage, the
air expanding from the reservoir main through the branch bends n, n, n, on to
the head of the second piston, and by its dilation and concussive force pro-
pelling it forward, the second piston receiving renewed impulse at the moment
of passing each inlet branch n, by the momentum and expansion of the air
rushing from the reservoir main. The motive power from the fixed engine
statiðis is implied by rexeiying the air by the stations akvays in advance of a

page_text: moving train. The engine at the same stations after the trains have passed by,
and when under ordinary circumstances they would lose power, by remaining
idle or not in motion for a time, and until the advance of the next train or
preparatory therefore, are immediately to be turned on to the reservoir main,
to continue to compress air into that main for a time, and for that purpose the
air pumps of the fixed engines are to be made suitable for both rarefying air
and compressing air by reversing their action, or compressing air pumps must
also be applied and geared with said engine, so as to throw out of and into
gear for that object. But when the said elementary principles are applied to
this arrangement, in combination with the methods herein described and shewn
in Drawings No. 1 A, and No. 1 B, then they are of two kinds, (viz.) by
rarefaction of the column of air before the first piston and compression of air
from the reservoir mains simulteneously, or by rarefaction alone and superin-
cumbent pressure admitted through said inlet valves; or the said reservoir
main in Drawing 5 may be a reservoir main for vacuum power, and the said
transfer pipes herein described, and branch inlets, and intersecting inlet valves,
and the levers therewith connected to open and close said valves by the first and
last carriage of a train, may be combined therewith as herein described and
shewn in Drawing No. 5, Figs. 1, 2; wherein 1, 2, 3, 4, are the rails of a
double line of a railway; k, k, k, k, are the propelling main; m, m, m, the
reservoir main; n, n, n, n, Figs. 1, 2, the branch inlets; p, p, p, p, p, p, No. 5,
are the intersecting inlet valves; and q, q, q, q, q, q, Figs. 2, 3, No. 5, double-
acting levers for opening and closing said valves. In the action of opening and
closing the valves, the lever 1, Fig. 2, is thrown forward by the first carriage,
when, if compression of the air be used in the reservoir main, the first carriage
of a train moves the lever I to open the valve in the direction of the arrows,
when the air from the reservoir main will expand into the propelling main to
press forward the second piston in the main, as before described. The last
carriage of the train will act upon the lever 2, Fig. 2 and 3, to move the
lever and shut the intersecting valve, the lever (2) moving the slide backwards.
Said levers are fixed on standards and attached thereto, and connected with
the slides, as shewn in side elevation and end view, Fig. 2 and 3. 8, 8, 8, 8, 5, 5,
are the said transfer pipes, connected with the propelling mains, and connected
with similar levers and inlet valves, or having similar levers and slides, and
valve pistons and cylinders, such as herein described and shewn in Drawing
No. 13. The object of the transfer pipes, as shewn in Drawing No. 5, when
the said reservoir main is used for motive power by rarefaction, is to open a
communication between the reservoir main and propelling main always in
advance of the propelling piston of a moving train. The branch inlets may

page_text: "
be connected with the ends of the sections of said transfer pipes at distances
apart of, say, a mile, so as to open the valves in advance of the train, and
so abstract the air from the propelling main (already rarefied by the first
movers), and always in advance of the moving train, for better accelerating the
motion of a train under high speed, and. to neutralize the tendency which an
increasing acceleration would have to run in upon the rarefied column of the
propelling main, and render it more dense before the propelling piston, if the
air pumps at the first movers did not abstract the air from the propelling
mains with sufficient quickness and quantity. The methods of using and
working all which, in combination with the application of the principles
applied thereto, will be found more particularly described under the head
Operation for this part of the system.
And, moreover, I further vary my systems by combining part of my
indentions of One thousand, eight hundred and thirty-five and One thousand
eight hundred and thirty-nine with the herein-after described combinations,
constituting, what I denominate the locomotive atmospheric railway. To that
end, I construct the permanent way and the atmospheric main pipe or pro-
pelling main on an improved method, and I apply and work the fixed engine
power as well as the elementary principle of the atmosphere by an improved
method, and under the conditions herein-before mentioned. Drawing No. 6
exemplifies the constructions of the above-mentioned things. The usual line
of way being made and prepared, I apply thereon an improved form of sleepers,
of the form shewn. This Drawing is a sectional end view of a double line of
railway and main pipe, the parts reading off to and shewing the plan views,
a, a, a, a, are the sleepers, of the form shewn, and having angular or bevilled
vertical sides.. These may be best and more economically formed by cutting
or sawing longitudinally with three cuts large square timber, say, sixteen
inches square, in such a manner that the three cuts shall divide said timber
into four parts, each of which shall have an angular surface or broad base, and
less upper or parallel surface. These are laid to the proper guage, and bolted
to the transums b, b; or cross sleepers, and may be laid, say, nine feet apart,
the ballasting being well rammed under the longitudinal sleepers; flat metal
rail bars, half an inch thick and two inches wide, may be laid and fixed on and
along said sleepers, or the wood sleepers alone may be used; with these I
combine the atmospheric main pipe A, by laying down the same along by
the side of the railway, or between the tracks of a double line of railway,
because one. atmospheric main is so constructed and arranged as to be a
propelling main for a double line of railway; and to propel traius of carriages
in opposite directions on the up and down; lines simultaneously, and so that
R 9

page_text: trains may pass one and other on the same section. This atmospheric main
has a double or two-lips valve for that purpose, herein-after described. With
this main pipe the before-mentioned intersecting valves are combined so as to
form the main into suitable sections with the fixed engines, so as to con-
centrate the motive power of two stations on any one section of the main at
the same time; and in order that each train may move under the influence of
two stations of fixed engines simultaneously, and thus economise the motive
power, which may here again be used under two elementary conditions, namely,
partial vacuum or rarefaction, or compression into two or more atmospheres,
the air pumps of the fixed engines to be arranged for that purpose, and any
of the valves herein described being applied for either of the conditions, and
to be applied either as duplex valves, with two-lips or double valves, herein-
before described, or the valve herein described and shewn in Drawing No. 2,
or Drawing No. 21, being the combination of the trough valve and slide
herein described and shewn in Drawing No. 21; the double or two-lips
valve being now shewn on the main A, in Drawing No. 6, and as also shewn
in Drawings A and A, No. 7 and No. 8, and in Drawing No. 8 A, being a
sectional end view of double valve and tongue reading off to plan on a larger
scale. I construct an atmospheric main pipe of any required diameter, and
connect the lengths of them by the usual common joints. A, No. 7, is a
sectional end view, reading off to plan of the main and valve thereon; and A,
No. 8, is a cross section of the same, having a double valve cover, of the form
and construction shewn in Drawing No. 8, and which valve cover has on the
under side of both edges inner lips of leather z, z, which lay on the tops of
the cemented joints above c, c, as shewn in Drawing No. 8. In No. 7 and
No. 8, a, a, a, a, is the cylindrical main, having two raised surfaces b, b, b, b,
and grooves c, c, c, c, all east thereon, but, instead of the continuous slit before
mentioned, a series of apertures (of the form shewn) through the upper surface
of the cylinder into the interior are made or cast; the apertures may be one
inch wide and twelve inches long, and two inches apart in their lengths; two
parallel series are shewn. Into the grooves c, c, c, c, I place the aforesaid
cocoa-nut oil, or any similar material, solid at the common temperature, for
sealing the lips of the valve on the flat surface of the main pipe. I lay
on and along the whole length of the main pipe or sections thereof a flat
metal valve plate d, d, d, d, or the aforesaid valves combined of leather and
metallic plates rivetted thereto, and according to the form and construction of
the valve cover in No. 8, or No. 8 A. If of metal, it may be hard rolled
copper, about one-tenth of an inch in thickness, and about nine inches broad;
the ends of the copper may be joined by rivetting or brazing; or instead of

page_text: copper, sheet iron or other metal may be used. The metal or other valve is
fastened down by long rounded bars of iron e, e, e, e, laid on and along the
middle part of the valve, and attached by screw bolts f, f, and nuts g, g; the
lips of the valve lay in the grooves of cement, the cement being softened and
compressed during the progress of the train by an electro-metal blade or wheels,
as shewn in Drawing No. 16, herein-after described; and a valve cover of
leather and metal plates may be attached to the said bars by laying on to the
nuts g, g, and screw bolts f, f, other bars and nuts on the top of those and
such valve cover, as shewn in Drawing No. 8 and 8 A. Now the valve main
being so constructed as aforesaid, and combined with a double line of railway,
I construct the locomotive atmospheric engine B, B, Drawings Nos. 6 and 9,
in the following manner, or any modification thereof; No. 6 being the sectional
end views and plans, and No. 9 being a sectional elevation of the same engine.
The engines B and B are, for the most part, locomotive engines of the well-
known and ordinary construction, having piston cylinders, connecting rods,
crank axles, with all the usual ports and gearing. But I combine with such
engines and the cylinders thereof a reservoir box C, and by the induction and
eduction pipes uniting the said reservoir with the ports and slides of the
engine and to the reservoir C I combine a hollow propelling tongue P, Draw-
ing No. 9, and D, D, Drawing No. 6, suspended by a ball and socket joint to
the reservoir, the ball and socket being open in the reservoir, as shewn at P, X,
Drawing No. 10, and 8 A. The tongue is of the form shewn in Drawings
Nos. 6, 9, 10, and on a larger scale in Drawing No. 8 A, and is inserted under
the lip of the valve, described in Drawing Nos. 7 and 8, and as is shewn in
Drawings Nos. 6, 10, and 10 A. The lower side of the tongue conforms to
the form of the main pipe, and its raised surface 6, 6, and groove c, c. The
upper surface of the tongue is of an eliptical form when it lays under the lip of
the valve, as shewn by the curved lines of the lip at D and D, Drawing No. 6.
The thickness of the tongue where it acts under the lip of the valve may be
about one inch and a half, and its greatest length may be about three feet.
The tongue has a hollow cavity a, Drawings Nos. 6, 10, and 8 A, of the form
of the tongue, and about half an inch wide where it enters the valve, so
that it forms a clear way of communication between the interior of the
main pipe, the reservoir C, and the ports and slides of the engine. The lip of
the valve lays over the tongue, conforming to its shape, being flexible for that
purpose, as in Drawing No. 8 A, and so shutting out the external air when
the main is in a state of rarification, or keeps the internal air from egress,
when the duplex valve, described as for the barometer guage main, and in
No. 2, is used. Thus, when rarifaction is used in the main pipe, the air is

page_text: rarified in the reservoir C, and through the hollow cavity of the tongue, and
so the air in the cylinders is rarified through the induction and eduction
pipes of the engine to put the pistons in motion, and if the air in the main
pipe be in a state of compression, the air is compressed in the reservoir C
and piston cylinders to put the pistons in motion, in a similar manner as
is effected by steam acting in such engines; all the parts of the engines are in
like manner put into action, the driving wheels by the crank axles, and so
the engine and its train of carriages are impelled forwards or backwards as
ordinary locomotive engines, the hollow tongue or tongues sliding along and
through the lips of the double valve always on a rarified or compressed atmo-
spheric power generated by the fixed engines. Drawing No. 9 shews levers
1, 2, for opening, shutting, or reversing the slides of the cylinders, and 8 is the
lever acting on the usual break of the engine; a barometric guage 4 indicates
the state or degree of the atmosphere in the main, produced by the action of the
two stations of engines at the ends of the sections of the main. And further,"
in order to ensure greater safety to a train in motion, and also in order to
avoid the loss of power consequent on the action of flanges on the wheels of
engines and carriages, and with a view to dispense with the use of flanges,
and the better to guide a train on sharp curves of a railway, and to produce a
rolling instead of a rubbing action of the wheels, I now combine with said
locomotive engine and all the carriages of a train the guide wheels, described
in the Specification of my Patents of One thousand eight hundred and thirty-
four and One thousand eight hundred and thirty-five; but, instead of using
them in a horizontal position acting on lateral surfaces, I place them at an
angle of about 40 degrees to act on the angular surfaces of the railway sleepers,
as at a, a, Drawings Nos. 10 and 11; and I attach them to fore and hind
parts of the engine or carriages, and at such point or points as that the axles
of the guide wheels shall be in a vertical line with the axles of the engine or
the carriages, and I fix them to the frame of the engine, or in any convenient
manner, and I place them at such an angle as that their peripheries shall lay
square to, and act on, the angular or bevilled surfaces of said railway sleepers
a, a, Drawings Nos. 10 & 11. Drawing No. 10 is a sectional end view of the
engine when the guide wheels W, W, are attached to the reservoir of the engine;
and acting on the surfaces a, a, of the sleepers, or on metal bearings, Drawing
No. 11. The guide wheels should be 8 inches thick on their peripheries, and
act at a depth of 3 or 4 inches below the upper surface of the sleepers, so as 'to
ensure what would be equal to a flange of that depth, for greater safety. But
inasmuch as by the use of the atmospheric locomotive system the weight of the
engine and consequent adhesion of the driving wheels is lessened by reason of

page_text: the absence of the boiler, tender, &c. of a steam locomotive system, I place on
he atmospheric locomotive engine a carriage body for passengers, so as to
obtain weight for impelling adhesion, such body having a compartment in front
of the engine for the conductor of the engine; and in order to observe the line
of way during the progress of a train, and for better observing the line in
tunnels and at night, I place a reflector light on the top of the engine, in order
to throw the rays of light far in advance of a train; and in order to ensure the
necessary impelling adhesion of the wheels of a train, I place a cylinder or
drum on the hind axle of the engine and the front axle of the next carriage,'
and I connect the two by a broad leather band, and I couple by coupling rods
and the hind axle and front axle of each succeeding carriage in a train by
similar leather bands and drums, so as to transmit to all the carriages of a train
the power of the piston cylinders, and make each carriage produce its own
adhesion. On ascending planes, the gravity of each carriage will tighten the
bands, and loosen them on descending planes, the usual sidings for turning
out trains being likewise arranged for this part of the system. A single line of
atmospheric railway may be worked on this arrangement, or a reciprocating
method, described in my said Patent of One thousand eight hundred and thirty-
five, common sidings being applied for that purpose. The methods of using
and working all which, in combination with the applications of the principles
applied thereto, will be found more particularly described under the head
'Operation" for this part of the system.
66
And further, I vary the said atmospheric locomotive part of my system, by
substituting for the locomotive engine last herein described another kind of
engine, being an atmospheric rotatory engine, which I combine with the atmo-
spheric railway constructed as last aforesaid, and which is exemplified by Draw-
ings No. 11 and No. 12. Drawing No. 11 is a sectional end view reading
off to plans of the railway and locomotive engines on the double line of way,
with the aforesaid atmospheric main pipe and double valve, shewn in Drawings
Nos. 7, 8, and 8 A; and Drawing No. 12 is a sectional side elevation of one
of said engines and atmospheric main, with the aforesaid hollow tongue com-
bined therewith. a, a, a, a, a, a, in Nos. 11 and 12 are the said sleepers;
b, b, b, b, the transums; A and A, the main pipe; B and B, the locomotive
engine, having six wheels of the comparative diameters shewn, the four large
5 wheels being coupled in the usual manner; the guide wheels before described
should be also combined with this engine, as shewn. Now, instead of the well-
known alternating pistons and cylinders before described, with their common
gearing and parts, I apply to the two straight axles of the large wheels two
rotatory engines C, C, C, C, in Nos. 11 and 12, in manner shewn. The rota-

page_text: tory apparatus may be any of the well-known kinds of such rotatory engines
as are well known to mechanics as steam rotatory engines, but now, as herein
shewn, made applicable to atmospheric engines and railways by the new com-
binations herein described; one of such rotatory apparatus is shewn upon each
of two straight axles, one of such being of a size suitable to move a train on a
level line, and the other of dimensions suitable to add additional power necessary
for ascending inclines, and which may be thrown into and out of gear for that
purpose by a common clutch and lever, in manner well known to mechanics.
D, D, in Nos. 11 and 12, is a reservoir of air; E, E, in Nos. 11 and 12, are
connecting pipes, uniting the two rotatories with the reservoir D. In the pipe
E, E, are throttle valves, for letting on and shutting off the air to and from
the rotatories; these throttle valves are acted upon by the rods g, g, g, g, and
levers k, k, k, k, in Nos. 11 and 12, and two other rods act on the slides of
the rotatories by the levers m, m, m, m. a, a, is the lever acting on the break
of the engine. To the reservoir D & D is connected the aforesaid hollow
tongue P, uniting or combining the said atmospheric main pipe with the said
rotatory engines; and on the locomotive engine is the body of a passenger car-
riage, with the view of giving weight for adhesion to the driving wheels, and
for that purpose also the aforesaid drums and leather bands and coupling rods
may be combined with this engine, so as in like manner to transmit the power
of the locomotive engine to all the carriages of a train, to induce adhesion of
the bearing wheels of the train on ascending planes. All this improved arrange-
ment is in combination, and also with the fixed engines, and, as aforesaid, for
using the elementary power of the atmosphere under the conditions of rarefaction
or compression of the air, and the fixed engines at the extremity of a section
of the main pipe, so arranged as to apply their power on the same section at
one and the same time, so that a train may be propelled under the influence of
two stations of fixed engines simultaneously. The method of using and working
all which, in combination with the applications of the principle applied thereto,
will be found more particularly described under the head "Operation" for this
part of the system.
I further vary this my system of atmospheric railway by combining herewith
and improving a part of my Invention of One thousand eight hundred and
forty, namely, that part of my said last-mentioned Invention to which a
main pipe is combined with a common railway, for transferring the power
of fixed engines through the medium of a main pipe, without and not
having a continuous valve, nor travelling piston, nor propelling arm, but,
instead of those things, having common alternating piston cylinders placed
and fixed at distances along said main pipe (without valve), and connected

page_text: with the main pipe so as that the power of the fixed engines be communi-
cated to said fixed piston cylinders through said main pipe, and which piston
cylinders give motion to fixed pullies or propelling wheels also fixed on and
along or by said main pipe; and which pulleys or wheels being connected by
bands, and acting against bars placed under the axles of the carriages of a train,
and by adhesion thereon in revolving cause said trains to be propelled along
said railway. I now, instead of said alternating pistons and cylinders, combine
herewith the said rotatory engines and apparatus, such as or similar to that
described in Drawings Nos. 11 and 12, with an atmospheric main pipe, and
combine the same with a common railway; and I apply, in connection with
such rotatory apparatus, propelling wheels, and fix such rotatories and said
wheels at convenient distances along said atmospheric railway, and I place
about four of such rotatories on each mile of railway, and at equal distances
apart; and I also place at equal distances apart propelling wheels only, and
not connected with said rotatory apparatus, except as herein-after described;
but I connect said propelling wheels by metal or other ropes or bands with said
rotatory apparatus, the rotatory apparatus being, say, one thousand three
hundred and twenty feet from each to the other, and the propelling wheels
being, say, six hundred and sixty feet right and left from each of said rotatory
apparatus, and the bands leading right and left from each rotatory to each
of said propelling wheels, and so on, along the whole length of the atmo-
spheric railway; and on a single track or line of the railway, if it be single
and not a double line, said rotatory apparatus may form part of the con-
tinuity, of the main pipe, be fixed on the line independently, and connected
by a metal or flexible pipe, and transfer pipes and valves and levers, herein-
after described, may be combined with the single line. And I further improve
and vary the same by making a single line of atmospheric main pipe suffice
for a double line of railway by laying the same between the two tracks of a
double line. In both cases the atmospheric main is a continuous cylinder, not
having any continuous valve, and may be laid down under the surface level of
the railway, and having metal or flexible branch pipes connecting each sepa-
rate rotatory apparatus with the said main pipe. The main pipe on a single
line may be about nine inches diameter, and on a double line twelve inches;
and also on and along said railway I lay down small atmospheric cylindrical
transfer pipes, of, say, about four inches internal diameter, and I connect the
said last-mentioned small pipes with the atmospheric main. The small transfer
pipes lead from near to one rotatory apparatus to another of the same at each
of one end of the said transfer pipes, and near to each of the rotatories I apply
cylinders and pistons and stuffing boxes, and to the piston rod I attach a

page_text: lever, one end of which is attached to the throttle valve of the rotatory for
putting on or shutting off the air or power to or from the rotatory, so as to
throw it into and out of action; and to the said slides at the other end of the
transfer pipes I apply also the aforesaid levers, to be moved by the first and
last carriage of a train, so as to shut off the power from one rotatory and put
it on to the next other. A similar arrangement of transfer pipes, pistons, cylin-
ders, and levers is applied to all the other fixed rotatory apparatus along a
line of railway. The object of the piston cylinders is to open the throttle
valves or ports of the rotatories always in advance of a train, and to shut them
off in the rear, so as to induce a' momentum in the rotatories and propelling
wheels before the train of carriages arrives at or on to the rotatories or propelling
wheels, and to shut them off after passing them. These rotatories and wheels
attached may be closer together, so as to dispense with the said band wheels and
bands. In that case the transfer pipes lead from one rotatory to the next other;
but when intermediate band wheels or propelling wheels without rotatories
attached thereto are applied, the transfer pipes, instead of leading from one
rotatory to the next other one, should lead from between the places where the
intermediate band wheels are placed, and where the transfer pipes are con-
nected with the main pipe, thence to the next rotatory apparatus, and so on
along the line of way; and when the transfer pipes are so connected with the
main pipe there must be two slide valves, and the aforesaid levers to be
moved by the first and last carriage for putting on and shutting off the
power from the main pipe, and through the transfer pipes to the next rota-
tory, or to the piston cylinders, acting on the throttle valve thereof. The
revolving pistons of the rotatory revolve in a vertical circle when applied
as herein-before described. On a single line of railway of one track or way,
the atmospheric main pipe may be laid on the track between the rails, and
the rotatories may also be on the same track, or the main pipe may be laid
down by the side of the track, and the rotatory apparatus may be between
the rails, the aforesaid branch bends connecting the rotatories with the
main. On a double line of way, the main pipe may be laid down between
the tracks, and the rotatories placed for the up and down lines between the
rails of each track, the branch bend pipes connecting the rotatories on both
tracks, as herein-after described. In that case, each series of rotatories may
have independent transfer pipes and piston cylinders for opening and shut-
ting the valves of the rotatories, or the main pipe may be laid for a double
line on either of the tracks, and the branch bends may lead to and be
applied as before mentioned; or the atmospheric main pipe may, for a double
line, be laid between the tracks with the transfer pipes and propelling wheels

page_text: attached, and in that case the rotatory apparatus may be laid also between the
tracks horozontally, and so as that the revolving pistons of the rotatory may
revolve in a horizontal circle; and in that case, instead of a pair or two pro-
pelling wheels acting on one axle, as shewn in the Drawings herein-after
mentioned, only one propelling wheel is attached or connected with each
rotatory, and acting also in a horizontal position, and must be of a diameter
sufficiently large so as to touch the carriages of trains moving at the same
time on both tracks of a double line, but in opposite directions. The bars,
before and herein-after mentioned, against which the propelling wheels act to
propel a train, in that case should be placed on the sides of the carriages and
outside of the bearing wheels of the carriages. The propelling wheels before
mentioned are smooth wheels, and act by adhesion on the said bars to propel a
train. The guide wheels before mentioned steady the train, and keep the
carriages in close contact with the propelling wheels. Drawings No. 13 and
Nos. 14 and 15, exemplify this part of my improved system. In Drawing
No. 13, in sectional elevation, A, A, A, is the atmospheric main pipe for a
single line of way; B, B; B, are the rotatory apparatus or engines referred to
and shewn in Drawings Nos. 11 and 12; these are placed on suitable dead
plates and standards in recesses in the surface level of the line. C, C, C, are
the propelling wheels, connected with the rotatories by metal or other ropes or
bands; that is, endless bands pass around pullies on the shafts or axles of pro-
pelling wheels C. a, a, a, a, are the sections of the transfer pipes, laid parallel
with the main pipe, and on which at b, b, b, are the valve, pistons, and cylin-
ders; and c, c; lever of throttle valve; a, a, slides' of transfer pipes; Q, Q,
their levers. In Drawing No. 14, Fig. 1 is a plan, and Fig. 2 is an end
elevation. 1, 2, 3, 4, are the rails of a double line of way. D, D, D, is the
atmospheric main pipe; E, E, E, are the rotatory apparatus or engines, placed
at distances along on each track of the railway; c, c, c, are the branch bends,
connecting the rotatories with the main pipe; F, F, F, is the transfer pipe,
connected by a branch at d with the main pipe, and at a with the slide valve
and lever of the rotatory; K, K, K, are the intermediate propelling wheels,
with the band or rope pullies on the same shaft or axles. In Fig. 2 of the
same Drawing, D is the main pipe; E, the rotatory engine; F, the transfer
pipe; c, the branch bend; K, the propelling wheel; and g, the rope or band
pulley; and B, c, is the rotatory engine, when placed in a horizontal position
as aforesaid. C is the propelling wheel, or a pair of the same, as shewn, fixed
on a frame and dead plate as aforesaid; M is a plan of B, c, and 1, 2, 3, 4,
are rails of a double line of way. Drawing No. 15 is a cross section of a
double line of railway. D, Fig. 1, is the main pipe; E, E, shews the position

page_text: and recess in which the rotatories are placed; F, the transfer pipe; c, c, c, the
branch bends. Fig. 2 is a side elevation of the impelling bar aforesaid, as
described and shewn in my Patent of One thousand eight hundred and forty
against which the propelling wheels act to move a train. Fig. 3 is a cross
section of the same in Fig. 2; 1, 2, is the bar, of the form shewn, and sus-
pended under the axles of the carriages, and is suspended, as at 3, 3, on a
parallel motion, which is moved by the quadrangular lever 4, having a rack 5,
moved by the handle 7 and pinion 6; 8 is a rod, coupling by a jaw 9 a
similar bar of the next carriage, and turned by a rachet 12 to give it similar
motion, the jaws 9, being locked or geared by the wheel and screw at 10,
giving the jaw a forward or backward motion. 1, 2, 3, in Fig. 3, shews the
bar pressed down upon the propelling wheels or one of them, to cause more or
less adhesion, induced by the quadrant 3, 4, 5; two such levers
may be placed
on each carriage, and framed together, so as to press on two of such propelling
wheels at once, the quadrant and parallel motion being placed between the two,
so as to give equal bearing on the pair of wheels. In this Drawing, is the
band pulley, and S the propelling wheel or wheels. Now, the intersecting
valves before mentioned, being applied to the main pipe to form it into sections
of suitable lengths for the situation and action of the fixed engines and air
pumps, (so as that two stations of fixed engines may act at one and the same
time on any such section of main pipe, (which is the reservoir main, described
in my said former Patents, or one of them,) either for keeping said main pipe
in a state of rarefaction or in a state of compression of the atmosphere, and to
the extent of, say, two or three atmospheres, if compression of air be used in
that form of application), the whole of the improved mechanical constructions
and arrangements will, as herein-before and herein-after described and shewn,
be complete for shewing the several modifications of this part of my system of
atmospheric railways, suitable, according to local circumstances, of climate, the
face of the country, or high or low gradients, or inclines; and some or any of
said modifications may be for those considerations combined with some or
any of the other things herein described; and some or any of these modifica-
tions may be combined with canals, as herein-after described, for propelling
canal boats, and may be applied to common roads for propelling carriages
thereon. The methods of using and working all which, in combination with
the applications of the principles applied thereto, will be found more particu-
larly described under the head "Operation" for this part of the system.
In order to seal the lip or lips of the outer or inner valve (or both) of the
aforesaid duplex valve, Drawing No. 1, Fig. 5, or the lips of the said double
valves, in Drawings Nos. 7, 8, and 8 A, or the lip of the valve herein described

page_text: and shewn in Drawing No. 21, I effect the same by the agency of an electric
rough in the first carriage, by heating a metal blade or compressing wheels
moving along the groove of the main pipe that contains the cocoa-nut oil for
that purpose, and which is solid at common temperatures. The electrical blade
and compressing wheels are of the forms shewn in Drawing No. 16, whereon
a is the side view of the blade; b, b, the raised surface of the main pipe; c, c,
the groove of cement; d, d, one lip of the valve; e, the cross section of the
blade. The blade is of metal; the part e is a non-conductor of electric fluid.
The lower part of e conforms to the groove c, c, and the lip d, d; the lower
surface of e has a metal surface, which, communicating by the usual circuit
with the electric trough of the carriage, is in the well-known manner heated,
and is kept by the action of the trough in that state. The blade is suspended
from the first carriage in such a manner as to move in the groove c, c, but in
advance of the aforesaid impelling arm, Drawing No. 1, or Nos. 7 and 8. Or,
instead of the blade wheels f, f, f, of similar construction, with non-conducting
surfaces, and intervening between the metal of the wheel and its periphery
groove
of metal surface, may in like manner be heated, and rolling in the
cement will soften and compress it to unseal and seal the lips of the valve;
or the said wheels may be made to move in advance of the impelling arm
and the blade, to follow and heat and press the cocoa-nut oil or cement on to
the lips of the valve.
of
And I further vary and improve the aforesaid locomotive atmospheric engine,
shewn in Drawings Nos. 9 and 12, the hollow tongue, and valve main con-
nected therewith, by varying the construction of the hollow tongue, and its appli-
cation to the valve of the main; to which end I use the main and trough shewn
in cross section, Fig. 4, No. 1 A, or of the form shewn in Drawing No. 21,
wherein a, a, is the cross section of the main, the trough, the valve, and the
tongue reading off to plan, the main having a trough b, b, of the form shewn,
and having raised surfaces c, c'. In the raised surface c is a groove d, for
holding the aforesaid composition for sealing the lip of the valve. On the said
trough I place the aforesaid valve shewn in Drawing No. 8, or the flexible
valve described in said Specification of One thousand eight hundred and thirty-
five, and made up of flexible material combined with metallic plates, and I
fasten one edge of the said flexible valve on to the surface c' of the trough by
long bars and screw bolts; the other edge of the valve laying on to the groove,
or within the raised surface c, and on the composition for sealing. The hollow
tongue aforesaid is enlarged at its lower end, as at g, g, to conform to the
circular and parralel sides of trough in which it moves or slides, and is inserted
into the trough through the said flexible valve, which is lifted up for that

page_text: purpose; and when the tongue is inserted into the trough of the valve, the valv
is closed over it, and laying into the groove d of the valve, and on to the uppe
surface of the tongue, closes the main, and makes a sufficiently air-tight join
for practical purposes. A closing wheel H is suspended from the locomotive
engine, and rolls on the valve in the rear of the tongue to close it, and press it
lip into the nich or groove d. The tongue has a projection k along its lowe
side, conforming to the groove d, and moves on the composition for sealing the
valve. The lower part of the tongue sliding on the parallel sides of the trough
has a flexible packing m, m; the length of the tongue is about three feet and
a half, and has the aforesaid hollow cavity through it, forming a cavity or
passage for the air, and opens through its lower end into the main at n. The
lower part of the tongue is suspended to its upper part by a ball and socket
joint p, p. The upper part of the tongue communicates by the aforesaid ball
and socket joint with the reservoir c of the said locomotive engine, and thus
establishes a free passage for the air between the reservoir c, the ports and slides
of the engine, and the atmospheric main. When in action, the lower part of
the tongue slides along through the trough of the main, raising the edge of the
valve as it moves along, the forward part of the tongue being enlarged for that
purpose, and the connection of the said ball and socket joint being made near
the forward part of the tongue, the tongue being moved along by the motion
of the aforesaid locomotive atmospheric engine; the motive power for this
application being by rarefaction of the air in the main.
And I further vary my system of atmospheric railway, whether applied to and
worked on a double line of railway or a single line of railway, to be worked on
the reciprocating method described in my said Patent of One thousand eight
hundred and thirty-five, by applying the combination of method and apparatus
herein described, and shewn in Drawing No. 13, but dispensing with the
propelling wheels, described as acting against adhesion bars, but retaining
the rope or band pullies and endless ropes or bands, as shewn in Drawing
No. 13 A, Figures 1, 2, in side elevation and
end view; the bands or ropes
being stretched from B to 7, and from 7 to B; the band pullies 7, 7, being
placed near together, as shewn. 6, 6, 6, is an inclined plane, having a hori-
zontal surface placed near to 7, 7. W, W, Figures 1, 2, is the first carriage of
a train. 1, 1, is a hand, suspended on the said carriage, for grasping the rope
and attaching the carriage, acting as a clamp or vice, being opened and closed
by a quick threaded screw 2, 2, 2, 2, suspended at 3, 3. The clamp is curved
between its jaws, the better to hold the rope. The screw is a right and left
screw, so applied as by the movement of the screw to open and close the jaws
of the clamp.. 4 is a lever; and 5 is a weight pulley, that moves over the said

page_text: inclined plain, and in rising on it moves the screw, and open the jaws of the.
clamp 1, 1, to detach the clamp from the rope, the clamp opening wide enough
to avoid contact with the pulleys. The weight pulley falls suddenly from the.
end of the horizontal surface of the inclined plan 6, 6, 6, again closing the
clamp which grasps the rope after passing the two pulleys 7, 7, and so on, for
all the other pulleys and ropes or bands along a line of railway. The action of
the rotatories, as herein-before described, and shewn in Drawing No: 13, gives
motion to the said ropes or bands in the line of direction of the train (that is),
the upper parts of the endless ropes; the carriage W, W, and its train being
so connected with the rope by the hand along from one series of rotatories,
pullies; and bands along a line of atmospheric railway; the motive. power being
put on to the rotatories from time to time always in advance of a train, and
shut off in the rear therefrom, in manner herein described and shewn in
Drawing No. 13, through the agency of the said transfer pipes. The levers
acting on the slides valves and throttle valves of the transfer pipes may be the
levers shewn in Drawing No. 13, or the aforesaid double-acting levers, herein-
before described. The methods of using and working all which in combination
with the application of the principles applied thereto, will be found more
particularly described under the head "Operation" for this part of the system.
And I apply the part of my system, herein-before described and shewn in
Drawing, No. 13 A, to effect propulsion, and impel vessels on canals, by
combining the herein described methods, shewn in Drawing No. 13 A, but, as
described and varied, as shewn in Drawing No. 13 B, by combining the same
with a canal, or on one or both sides thereof; the hand or clamp aforesaid
being applied to one end of a tow rod or pole, as at h, k, Figures 1, 2, No. 13 B; .
the other end of the pole being attached to a moveable joint on the boat; the
inclined plate 6, 6, being applied near to the pulleys 7, 7, as in Drawing 13 A;
the clamp 1 being suspended at 2, and moved by the screw 3, 3, and lever 4,
and weight pulley 5, in manner before described, and moving over the said
inclined plane and the aforesaid horizontal surface thereof to detach and attach
itself from and to the rope, passing the pulleys 7, 7, in manner aforesaid; to the
said tow rod or pole, as at M, is a bell-crank lever connected with the weight
lever 4 by a connecting piece 10. A rod or rope is attached to the bell-
crank lever, and to another lever on board the boat, so that by moving the
bell-crank lever by the rope, the weight and lever -4, 5, may be raised to open
the hand or clamp, by the action of the right and left screw, to detach it from
the rope,
when it may be lifted on board the boat. The motive power, by
rarefaction or compression as aforesaid, being applied to put said rotatories
and other apparatus in motion, motion will be given to the pulleys 7, 7,

page_text: and the endless bands or ropes connected therewith. The first mover
for generating power in the mains supplying the rotatories may be steam
power or water power; if water power, it may be applied either by the
method of applying water power to such purposes described and shewn in
my said Patents for Ireland, or one of them; or water from the higher
levels of canals may be applied in the manner described in my said Patents
for Ireland, or one of them, or a part thereof, and may be combined therewith.
The first movers, by either rarifying or compressing air in the mains A, A,
Drawing No. 13 B, in manner described and shewn in Drawing No. 13 A, in
like manner give action to the rotatories, pulleys, and ropes as aforesaid; the
said hand or clamp grasping the rope in manner aforesaid is moved with it, and
so impels, by the said rod or tow pole, vessels along canals, the weight lever 5
rising over said inclined planes and the horizontal parts thereof, so as to pass
the hands over said pulleys 7, 7, coming now in contact with said pulleys, and
being moved over them from one to the other by the rotation of the said pulleys,
the said transfer pipes, slides, and levers acting for throwing on and off the
power from time to time, as before described. And I further vary that
part of my system of atmospheric railway, herein described and shewn in
Drawing No. 14, with the Figures thereof, by constructing and working an
atmospheric railway with a view to direct tractive force by a single line of
atmospheric main, but without the continuous slit and valve, but being a close
hermetically sealed main; and I combine a single line of such pipe with a
double line of railway as aforesaid, or I combine it with a single line of common
railway, and work it on the reciprocating method, described in my said Patent
of One thousand eight hundred and thirty-five, and I apply a rotatory apparatus
and atmospheric main shewn in Drawings Nos. 18 and 14, with the transfer
pipes intersecting, and other valves and apparatus with the aforesaid levers, to
be moved by the first and last carriage of a train, and I apply the rope or band
pullies herein-before described, and their said bands or ropes; but I place the
rope pullies nearer together, as herein-after described, and I construct and a
apply the said pullies and ropes, if for a double line, between the up and down
lines of a double railway, and I place the rope or band pullies in a horizontal
position and apply the ropes or bands thereto, so that the said ropes or bands,
being endless, when in motion, move in opposite directions, and in the
directions in which trains move on the up and down lines, and I support the 3
said bands or ropes by common bearing pullies placed along between the said
horizontal (being driving) pullies. The endless ropes or bands when in motion
supply tractive power to trains moving on the up and down lines simulta-
neously, the first carriage of each of said trains by an instrument attaching

page_text: and detaching them to said ropes at points along the up and down line, the
arrangement of all which is shewn in Figures 1, 2, 3, Drawing No. 14 A,
in which the several letters indicate the same part in each view; Fig. 1 being
a plan; Fig. 2, side elevation; and Fig. 3, end view. 1, 2, 3, 4, is a double
line of railway; C, C, C, C, C, are the band or rope driving pullies placed
in a horizontal position, being placed on dead plates and frames, as shewn in
Figures 1 and 2. d, d, d, d, d, d, are the endless bands or ropes, stretched
tight upon the driving pullies at C, C 1, and C 2. C, D, F, D, F, Figures 1
and 2, are short inclined planes, placed at C 1 and C 2, as shewn; the same
are also placed at C, C, and so on along the line of way. H, H, H, H, are the
first carriage of a train moving on the up and down lines; E, E, E, are a bent
lever and hand for grasping the rope, of the form shewn, suspended by a move-
able joint, and having a weight pulley g, g, g, which move over the inclined
planes D, F, the weight wheels g, g, rising on the inclined planes, open the hand
and free the rope from the grasp, and when the weight wheels g, g, leave the
inclined planes D, F, the hands close on the rope, grasping it by the descent
of the weight wheel g, g, thus opening and closing from time to time without
coming in contact with C1, C2, or any of the said other pulleys. The method
of working, shewn in No. 14 A, is the same as the method herein described
and shewn in Drawing No. 13, for putting the said rotatory apparatus, driving
pullies, and ropes or bands in motion in advance of the trains through the agency
of the aforesaid transfer pipes and apparatus shewn in Drawing No. 13. The
methods of using and working all which, in combination with the applications
of the principles applied thereto, will be found more particularly described.
under the head "Operation" for this part of the system..
And I further vary those parts of the systems herein-before described,
and shewn in Drawings No. 1, No. 1 A, and No. 1 B, and the apparatus,
machinery, and methods to be applied and combined therewith, by applying an
improved piston, and also improved expanding pistons, to be moved through the
said propelling mains, the latter being varied expanding pistons working in
close contact with the main, in the manner of the piston for that purpose
described in my said Patent of One thousand eight hundred and thirty-five,
and for moving from a smaller to a larger, and from a larger to a smaller of such
mains, described in my said Patent of One thousand eight hundred and thirty-
five. Drawing No. 17, Figs. 1, 2, is sectional side elevation and sectional end
view of the same main pipe, apparatus, and machinery, and their combinations
herein-before described, and shewn in No. 1, No. 1 A, and No. 1 B. D is
the said dynamic traveller, or instrument for carrying the piston, in my said
Patent of One thousand eight hundred and thirty-five described; and the first
C

page_text: carriage of a train, herein-before described, and shewn in Drawings No. 1
No. 1 A, and No. 1 B, with the pressing wheels 3, 3, and propelling wheels
2, 2, in those Drawings, and the sectional end views thereof, Fig. 4, No. 1 A
Fig. 5, No. 1 B, Fig. 6, No. 1 B, and Fig. 7, No. 1 B, shewn; the wheels 2, 2
and 3, 3, with the said screw rods and handles being placed in the centre part
of said dynamic traveller and first carriage, and the pressing wheel pressing
on the valvular cord by a lever, to open the valve of the mouth-piece of the
piston instead of by a lever, is made to rise and lower for opening said valve
by the action of a screw rod and handle, as at x, Fig. 1, Drawing No. 17., 1, 1,
are the guide wheels; 4 is a break lever; and m, m, m, m, is a clamp or guide
frame, into which the wheels 2, 2, enter when the dynamic traveller and first
carriage leave one section of the main, to guide it into the next other; the
ball and lever 6. causing the wheel 2 to enter the guide frame m for that pur-
pose, by causing the bearing of the wheel 2 to rise and fall in a slot for that
purpose, by the action of the weight 6. 4, 4, are the screw handles, raising and
lowering the said pressing wheels 3, 3, on to the valvular cord or valve cover
to depress it; as before described, after the wheels 2, 2, have raised the said cord
or cover in manner aforesaid. On the suspension rod of the instrument
carrying the piston is suspended, in manner shewn, a cast-iron cylinder p, p,
having a mouth-piece S, having a valve R with a weight, and having a crank 1
and connecting piece 2, and a bent rubbing bar 3, in manner before described.
A screw is cast on and around the cylinder p, p, and two rings in the form of
frustrums of cones is cast on the ends of the said cylinder, and another cone fits
into one of said rings; the said mouth-piece where it is put on having a
similar ring or frustrum of a cone. A ring of leather is placed around said
frustrums of cones, in manner shewn, and a strip of leather about six inches
broad, or two of the same laid one on the other, is or are placed around said
screw of the cylinder p, p; a spiral bar is laid around on the top of the leather,
and by screw bolts and nuts the leather and bars are attached to said screw; the
leather applied to the screw may be about eight inches broad; and thus I form
what I denominate a screw piston. The cylinder p, p, and screw piston, is so
suspended on its axis as to revolve freely. A similar weight and lever, as shewn
at 6, Fig. 1, may be applied to the axles, and their bearings of the wheels 3, 3,
of the first carriage.
Drawing No. 18 is an improved expanding piston for expanding from
a smaller into a larger main, and contracting from a larger into a smaller
main, and may be substituted for either of the before-mentioned propelling
pistons moving through the main, and may be combined with the first car-
riage of a train, shewn in Drawing No. 1, No. 1 A, No. 1 B, or may be

page_text: substituted for the screw piston in Fig. 1, Drawing No. 17. In No. 18;
A is the suspension rod of, the aforesaid dynamic traveller, or instrument for
carrying the piston, being a hollow rod having two disks of metal a; a, a, a,
having snugs to which are attached by pins small metal bars. b, b, b, b;
attached all round, being close to one another, as shewn at a, a, a, a. On
the rod A. are placed: three. ferrules. c, c, c,..connected together as shewn,
and small rods d, d, d, connect the ferrules to the bars b, b, b, b, and on the
rod A is attached a double. inclined surface'e, e. To the middle ferrule are
attached levers g, 9, by joints at h; h; on the ends of 9, 9, are two roller's k, k.
Around the outside of the bars b, b, are two surfaces of leather 1, 1, 1, 1, being
the frustrums of cones attached to the said bars, on the outside of which all
around are thin strips of metal, or metal plates, 2, 2, rivetted to the leather.
When the said piston is expanding from a smaller to a larger main,. the
guide pullies k, k, move up the inclined surfaces e, e, by the action of a
spiral spring m, m, m, acting. against the centre ferrule c to press it forward,
and by the action of the air pressing upon the expanding pistons to enlarge
them, both pistons expand equally by the means aforesaid, and by the
connection of the three ferrules acted upon by the rollers k, k. When the said
pistons contract from a larger to a smaller part of the same main, then the
rollers k, k, acting between the sides of the main and the inclined surfaces e, e,
are made to recede, and pressing backwards the middle ferrule c, and the other
ferrules connected 'therewith, causing the ferrules to recede, and so by the
small rods d, d, d, d, causing the pistons to contract; and the action of expan-:
sion and contraction may be also effected by the screw rods and pinions, and
their handles, shewn. in Drawing No. 1, there used for opening the valve in the
piston, and may be here used for the object. herein and therein used.
Drawing No. 19 is another form of expanding piston to apply to the afore-
said enlarging and diminishing mains. B is a rod, suspending a cylinder.
99, 9, 9, on the said dynamic traveller, of the form shewn, with indentations
r, r, r, r, forming a screw recess, cast in the cylinder; on one end of the cylin-
der a ring of leather u, u, u, combined with thin steel plates t, t, in the form of "
the frustrum of a cone, is laid into the recess ŕ, r. From the side of t, u, a thin I
steel.flexible plate s, s, s, about six inches broad and about three-sixteenths of
an inch thick, may be combined with a strip of leather, say about eight inches
broad, by rivetting the same together; and the same may be placed around
the screw recess r, r, r, r, in a spiral form as shewn, and may termi-
nate in another similar access r, r, at the other end of the cylinder. The
spiral so formed is capable of contracting and expanding, moving up and
down in the screw: recess, and when in action through a propelling main,

page_text: either by rarefaction before the piston, or compression of the air behind it,
the air pressing upon the spiral forces the lip or edge of the spiral leather in
close contact with the main. When the piston moves into an enlarged main,
the impelling air, forcing the spiral S, S, S, and the leather thereof, against the
sides of the main, and rubbing against the main, the friction against the
leather, and the pressure of the impelling air, and the tendency of the spiral
plate to assume its original form, will cause the said spiral to rise in the screw
recess, and expand in contact with the main; and so, when the piston enters a
diminished main, the elongation of the spiral will cause it to move down into
the recess, and cause it to conform to the diameter of the main, and thus con-
tract and expand in diameter from time to time..
And I improve my systems herein-before and as herein-after described, for
the better, more economically, and safely working the inclined planes of rail-
ways, to which end I combine with the aforesaid propelling main my said reser-
voir main on any ascending and descending planes; or instead of the aforesaid
resevoir main, reservoirs being receptacles for compressed air and partial
vacuum reservoirs may be combined with the said propelling main; and I use
the propelling main, with the said duplex valve described and shewn in Drawing
No. 1 A, on the propelling main and valvular cord described and shewn in Draw-
ing No. 1 A; or the propelling main valve cover, shewn in Drawing No. 1 B,
and as shewn in Drawing No. 17 and in Drawing No. 20; wherein A, A, is
the propelling main shewn in Drawing No. 1 B, and in Drawing No. 17; B
is a partial vacuum reservoir, and C is a receptacle for compressed air; D is
a branch inlet pipe, uniting the propelling main with the vacuum reservoir B,
on the branches of which are two of the aforesaid intersecting valves d, d, and
levers; and E is an intersecting valve on the propelling main, rising and fall-
ing in a recess under the main; the receptacle C has also a branch pipe,
uniting it with the propelling main, and on the branch is one of the aforesaid
intersecting inlet valves e, and at the lower end of the inclined plane are two
other intersecting valves F, F; or in lieu thereof, the said intersecting valve
having a circular motion with transfer pipes, shewn in Drawing No. 1 B, may
be used. His a tank of water having a column K; from the tank H is a
syphon pipe T, communicating with the propelling main, the pipe dipping into
the water contained in the tank H. M is the propelling carriage, dynamic
traveller, and piston, shewn in Drawing No. 17; the receptacle C has a safety
valve g. The object of this combination, arrangement, and method is to render
the column of air before the piston on a descending plane a cushion to the
propelling piston of the main; first, to retard a train in a descending plain, and
to generate a power by the gravity of the train; by forcing and compressing air

page_text: into a reservoir main, or into a receptacle for that purpose, at the lower end
of the plane; or to make the compressed column of air before the piston on a
descending plane act against a column of water, in order that the column of
water may react against the column of air in the propelling main. To retard
the train, a safety valve should be placed on the syphon pipe T, and regulated
by a weight; and also simultaneously to generate a power by the gravity of the
train with the aforesaid propelling pistons, or one of them, by rarifying the air
in the main behind the aforesaid second piston, and so at the same time to
rarify the air in the reservoir B during the descent of the train, and so as to
prepare a motive power both of compressed air and rarified air during the
descent of a train, and generate a power capable of assisting the next train
ascending on such plane, both by rarefaction of the air before the first piston
and compression of the air behind the said second piston, the intersecting
inlet valves at d, d, and e, being moved at the proper time for that purpose,
either by attendants, or through the medium of the aforesaid transfer pipes,
acting on said intersecting valves for that purpose. The methods of using and
working all which, in combination with the applications of the principles applied
thereto, will be found more fully described under the head "Operation" for
this part of the system.
Having now, and as herein-before, set forth and described my Invention of
improvements in obtaining and applying motive power to impelling machinery,
and explained the constructions of the mechanical parts necessary thereto for
the objects herein described, and exemplified the same by the herein referred
to Drawings, and the parts or sections, plans and views, appertaining thereto,
for the better illustration of the same, I now herein describe the methods of
applying the elementary principles combined therewith under varied conditions
of such elements, and the using the same for the purpose of applying them,
and obtaining a motive power to put impelling machinery in motion, as herein
described. And I apply the said elements under different conditions to the
respective combinations, making up the varied methods of working, as herein-
after shewn under the head "Operation," for the respective methods; and the
several combinations making up my rarified system of atmospheric railways,
and the application and working of some of the aforesaid combinations to
effect propulsion through the agency of the impelling machinery, and so propel
carriages on common roads, or vessels on canals.
Opération. Reference being now had to the Drawings No. 1 AAA,
Figs. 1, 2, 3, 4, 5, and Nos. 5 and 5 A, Figs. 1, 2, making up the first part of
a line of atmospheric railway, so combined and constructed, and the stations
of the fixed engines and air pumps being applied thereto, with the said inter-

page_text: secting valves b, b; forming sections of the main pipe and railway; one fixed
engine, the one in advance of the point of departure of the train, generating
and maintaining partial vacuum or rarefaction to any required degree, in the
main pipe a, a, a, which will be indicated by the barometric guage communicating
with the vacuum side of the first' piston d in the main through the tube g,g;
the other fixed engine being at the point of departure, at the same time com-
pressing the air in the main pipe, or its branch leading to the main pipe, and
behind the second piston of the main, and which degree of compression will
be indicated by the other barometric guage, communicating with the plenum
side, or compressed air side, through a similar tube of the second piston; the
outer lip of the duplex valve 2, Fig. 3, opening upwards, and the inner lip (1)
of the same valve also opening upwards, and as'shewn by the dotted lines in
No. 1, Fig. 5, so that the external atmosphere may enter the main at this
place of opening, and the impelling arm of the pistons being attached to the
first carriage of a train, and the closing and pressing wheel k, k, being adjusted
on the 'outer of the duplex valve, the aforesaid composition being laid into the
groove d, Fig. 5, and also on the outside of the inner valve 1 for sealing' the
duplex valve.. The said intersecting or separating valve b, b, being now opened
both on the vacuum and compressed air sides of the two pistons:d, d, of the
first carriage, the roller a opening the valve 2, Fig. 3, and the other roller x,
same Figure, opening the inner part of the valve 1, the train will move forward
and be 'impelled by the atmosphere under three elementary conditions of it
simultaneously. The frustrums of the leather or metal cones surrounding the
disks d, d, of the two pistons (or the aforesaid pistons; in Drawings Nos. 18
and 19), and working in close contact with the main pipe, (which may be
lubricated from time to time by injecting into the main through the aperture
made by opening the valve, and between the two pistons, a fluid slush of tar
and tallow,) will be pressed by the external and compressed air closely against
the inside of the main pipe. The first piston will advance always in a rarified
medium towards the next section, and continue to be pressed by the incumbent
atmosphere entering continually behind it through the aperture of the main and
valve; whilst the second piston will always advance on the incumbent atmosphere
laying between the two pistons, and be impelled forward: by the compressed
air following on, the plenum side from the station behind it. Thus, the train
moves forward, impelled by two stations of fixed engines simultaneously, con-
fined in their operation to one section at a time by the intersecting valves. If
it be desired to stop the train, the valves in the solid disks of the pistons d, d,
are opened by the rods e, e, and their handles in the body of the carriage, the
breaks being at the same time put on. As the train loses power by receding

page_text: from one station, it gains it by the approach to the other station. Whilst the
train is in motion, the lips of the duplex valve are constantly opening by the
rollers x, x, between the two pistons, and again closing by the pressing wheel
K, near to the second piston d, leaving a clear aperture for the passage of the
arm, the incumbent atmosphere pressing down the lips of the duplex valve,
the lower lip into the groove d, and the outer lip on to the top of the valve 1,
whilst at the same time the blade a, in Drawing No. 16, moving in advance of
the impelling arm, and along the groove d of the main and on the composition,
the blade being heated by the. electric trough softens the composition, and
allows the lip of the valve 1 to rise, whilst a similar blade fixed behind the
closing wheel K follows, or the wheels f,f,f, No. 16, being in like manner heated,
roll along the outer part of the valve 2, softening and pressing the composition
on to the lip of the valve 1 to reseal the valve. At the moment the train makes
near approach to the fixed engine station in advance of it, the intersecting
valve b, b, of the main pipe is opened, either by the first carriage acting on
rods and levers for that purpose, or by an attendant, or the means herein-
before described. The first carriage and the two pistons move into the next
section of the main pipe, which the next station in advance has previously pre-
pared by rarefaction, and the station now first passed by the train compresses
air through the main behind the second piston, as before stated; the station at
the point of departure, after the train has left that section, compresses air into
the said branch and said reservoir main, whilst the station on the same section
just passed by the train rarifies the same section preparatory to the moving of
the next train, and so on in like manner in all the sections, making up a line
of atmospheric railway so constructed and worked on this part of my system.
The reservoir main and propelling mains herein described, and shewn in
Drawing Nos. 5 and 5 A, with their branch inlets and intersecting inlet valves,
shewn in Figs. 1 and 2, being combined with said main shewn in Drawing
No. 1, the engine so employed in compressing air through the branch into the
reservoir main prepares a propelling power to be applied along the line of way'.
during the progress of a train. The first carriage of the train acting on the
lever shewn in Drawings No. 5 and 5 A, opening said inlet valves to admit
the compressed air from the reservoir main into the propelling main through
the inlets on to the head of the said second piston, expanding into the main
to impel the train by its action on the said second piston, producing a con-
cussive force thereon, and increasing the density of the air contained in the
'main by the injection of the compressed air from the reservoir main into the
propelling main, causing the second piston to recede, as it were, from the said
denser column. The last carriage of a train acting upon one of the levers of

page_text: the said inlet to shut off the intersecting inlet valve, and cut off the communi-
cation with the reservoir main, the contained air of the column continuing
to expand impels the train by the second piston for a given distance. The first
carriage of a train again acting on the next intersecting inlet valve, or the
levers thereof again opening a communication with the reservoir main, the com-
pressed air of it is again injected into the propelling main to operate as before,
and so along from inlet to inlet along the section of the main; thus causing the
train and pistons to recede from the column of compressed air (acting expan-
sively) whilst receiving impulse force, instead of the compressed column
following the train by a long column of it to impel the train, and thus avoid
much loss of power that is consequent on a long column of dense air moving
rapidly in a propelling main.
For that part of my varied system herein-before described, and shewn in
Drawing No. 1 A, Figs. 1, 2, 3, and sectional end view Fig. 4, 1 A, reference
being also had to the Drawings herein described and shewn in Nos. 5 and 5 A,
and the methods described of working the combinations of said last-mentioned
Drawings.
Operation. The propelling main with the trough being constructed as
described, and shewn in Drawing No. 1 A, Figs 1, 2, 3, and Fig. 4, No. 1 A,
and the same combined with a single or double line of railway, the said
valvular cord being laid in the trough of the said valve and lubricated, and
for sealing as aforesaid the aforesaid sectional intersecting valves being com-
bined therewith, the aforesaid dynamic traveller, or instrument for carrying the
pistons d, d, with the pistons, and the apparatus of its mouth-piece, which by
a rod may be made to act on a valve in the second piston to open it in any
convenient manner, being placed in the propelling main, and its wheels 2, 2,
lifting the valvular cord, as in Fig. 4, No. 1 A, and 12, 12, Fig. 1A, and
the aforesaid pressing wheels k, k, (herein 3, 3,) being brought near to the
wheels 2, 2, and pressing down the valvular cord, as at 12, 12, Fig. 1, by
the rods and handles 4, 4, and the lever 5 with its pressing wheel being adjusted
to the valvular cord, the said sectional intersecting valves being opened, rare-
faction being induced in manner aforesaid by the said stationary engines in
advance of the first propelling piston of the train, and the aforesaid reservoir
main and intersecting inlet branches with their valves and levers being com-
bined therewith, the said compressed air from reservoir mains being injected
into the propelling main A, A, A, and acting on the said second piston, as
described in the operation for No. 1, impulsion will be given to the impelling
machinery of the train, and it will be moved onwards by the atmosphere of the
main under, by this operation, two elementary conditions, that is to say, by

page_text: rarefaction before the first impelling piston, and compression of air used ex-
pansively as aforesaid behind the second impelling piston. When the dynamic
traveller moves forward it will press the wheels 2, 2, against the under side of
the valvular cord m, Fig. 4, No. 1 A, and Fig. 1, 1 A, and press the upper side
of the valvular cord against the lower peripheries of the said pressing wheels
3, 3, causing the wheels 2, 2, and 3, 3, to roll in a forward direction; 2, 2,
through the medium of the cord impelling onwards 3, 3, and the first carriage
of a train connected therewith; and so, by rarefaction before the first piston and
compression of the air behind the second piston, the train will be impelled along
through that section of the main. The section in advance of it having been
previously rarified, the said dynamic traveller and pistons will be impelled into
the next section, the sectional intersecting valve having been opened for that
purpose, and so with the first carriage will be impelled through the other
section, and so on along from section to section; the said two other wheels.
acting behind 3, 3, as aforesaid, may be made to roll on the valve to press it.
down, and prevent the valvular cord from stretching forward, and one of the
said wheels being placed in the rear of the said second piston will prevent
the valvular cord from rising at that point, except when it is desired to open
the valve in the mouth-piece of the piston, when it may be raised by a rod and
lever in any convenient manner. Whilst the train is in motion, induced by rare-.
faction before the first piston, and compression of air behind the second piston,.
simultaneously, the valvular cord will be compressed down to its seat along the
main before the first piston, as shewn at m, Fig. 4, No. 1 A, whilst it will be
raised or pressed upwards behind the second piston by the expansion of the
air, as shewn in dotted lines in Fig. 4, No. 1 A, where it presses tightly
against the curved sides of the trough, the combinations making up this
method, and the method of working may be applied to a single reciprocating
line of railway, in manner described in the Specification of my said Patent of
One thousand eight hundred and thirty-five, the usual sidings for turning out
trains being combined therewith for that purpose; but when reservoir mains,.
with rarifaction and incumbent pressure only, are used in this and the next
described method, then inlet valves opening to the atmosphere, to be opened
and closed by the train as herein described, must be applied to the propelling
main at, say every fifth of a mile apart along the line of main, to let in incum-
bent pressure on the plenum side of the piston..
For that part of my varied system described and shewn in Drawing No. 1 B,.
Figs. 1, 2, 3, 5, 6, 7, 8, and 8 A, the motive power is applied to the impelling
apparatus and machinery under the two elementary conditions of rarefaction.
and compression of air.

page_text: Operation. The mechanical constructions of the atmospheric railway and
the impelling machinery being the same as that herein-before described, and
further described and shewn in Drawings No. 1 A, and its respective parts,
reference being also had to Drawing No. 5 A, with its reservoir main, with its
inlet branches and its intersecting inlet valves, and these further combined
with the levers acting upon the said intersecting inlet valves shewn in
Drawing No. 5, and the motive power being applied to this arrangement as to
the
arrangement described and shewn in Drawing No. 1 A, and its operative
part, the aforesaid valve covers, or either of them, described and shewn in the
said sectional end views, Fig. 4, Fig. 6, Fig. 7, Fig. 8, or Fig. 8 A, being
fitted in the trough of the main A, A, A, and the aforesaid dynamic traveller
with its pistons d, 'd, and mouth-piece and bearing guide wheels, and the
aforesaid propelling wheels 2, 2, being placed in the said main, and the first
carriage of the train with its pressing wheels 3, 3, and lever and pressing
wheel 5, 6, and screw handles 4, 4, and barometer guage and tongue, being
applied therewith, and the said first carriage of a train being connected with
the said dynamic traveller, and the said barometer guage pipe and valve w
being connected with the propelling main, the said sectional intersecting valve,
transfer pipe, inlet valve or slide being also connected with the propelling
main, the main in advance of the piston being rarified, the said reservoir main
being charged, the lever 20 being moved to open the valve 19 before the first
piston d has passed that point, rarefaction will take place in the transfer pipe
18, which will rarify the air in the cylinder 15, and moving its piston rod,
connecting rod, and the lever 16, will open the valve 13 with a circular motion,
lifting the weight 14; impulsion will now be given to the pistons of the
dynamic traveller, the said wheels 2, 2, will press against the valve cover, and
raise and press it against the pressing wheels 3, 3, which being depressed by the
screw rods and handles 4, 4, will depress the valve cover in the same manner
as the flexible valvular cord was raised and depressed in manner aforesaid; and
the wheels 2, 2, and 3, 3, when the pistons move, will bite upon the valve cover,
and by the adhesion of their peripheries will roll along over and along under
the said valve cover, as at 12, 12, raising and lowering it with a curvilinear
motion, the wheels 2, 2, giving impulse to the first carriage, to impel it and
its train onwards and along through the section of the main, when the second
piston d has passed the intersecting valve 19, the lever 21, if it be at a station,
is moved to close the valve 19, and moved back after the pistons have passed
into another section, after which it should be again moved to open it pre-
parotory to the action of the last carriage of the train, which then moves the
levers 20 and 21. When the intersecting valve 13 is open, the pistons having

page_text: passed into another section of the main, the compressed air or superincumbent
atmosphere enters the transfer pipe 18, which causes the cylinder 15 to move,
and the weight, assisting by its lever, causes the valve 18' to close and intersect
the main. When the first carriage comes to the barometer guage pipe at w,
the hollow tongue dips into the valve w, when the air in the barometer pipe
is quickly rarified. To shew the state of rarefaction in the main, a similar
tongue and barometer being placed on the last carriage of a train will, when
the atmosphere in the main is under compression, indicate its density; and
when the said train is in motion the indentations on the top plates of the
valve cover in Fig. 7, No. 1 B, or Fig. 8; No. 1 B, will press up against the
indented bar z, z, to prevent the valve cover stretching or dragging forward.
Fig. 8 A, in its plan part, shews the indentation's on the plates of the valve
cover, the plate z, z, being broken off for the purpose of shewing the plan
view. When it is desired to stop a train or lower its speed, the pressing lever
5 being moved causes its pressing wheel 6 to press upon the valve cover, which
will have been raised behind the piston by the pressure of the air, and 6
pressing upon the cover depresses it and the roller on the lever 11, which by
the connecting piece 10 moves the crank 9 to open the valve 8 in the mouth-
piece 7, and by the aforesaid rod acting upon the second piston d, opens
the valve c in that piston. The impelling air of the main rushes through the
mouth-piece of the piston, and throws off the impelling power, and lowers the
speed of the train; common breaks being then put on to stop the train, on
descending planes, air is not injected into the impelling mains from the said
reservoir mains, but the valve c being closed on descending planes rarifies the
air behind it, whilst the first piston d compresses air before it, the column of
air being a cushion to retard the train, whilst the gravity of the train causes
the pistons to compress air into a reservoir main, in 'manner herein-after
described.
For that part of my varied system herein described, and shewn in Drawing
No. 4, reference being also had to Fig. 2, Drawing No. 5, for the use of the
double-acting levers and valve, and reference being also had to the Specifica-
tions of my Patents of One thousand, eight hundred and thirty-five and One
thousand eight hundred and thirty-nine.
"
Operation. The same arrangements of double pistons, arm closing wheels,
and heating blades and wheels, being applied to the first carriage of the afore-
said duplex valve be used. The main pipe being so laid down as aforesaid, and
the fixed engine stations A and A, being combined with the main, and the
intersecting valves being also combined therewith, action is given to the first
engine A in advance of a train to generate partial vaccuum, whilst the second

page_text: engine A is employed in compressing air in the main, or in reservoirs for that
purpose. The first piston in the main moves, as before, on a rarified medium,
impelled by the incumbent pressure of the atmosphere, whilst the second
piston is impelled forward by the compressed air behind, at the said duplex
valves, and closing wheels acting as before. The trains moving simultaneously
on the up and down lines, when the train approaches one of the intersecting
valves at the mouth-pieces b, b, b, it opens, to let the piston pass, as before stated,
and closes after the train has passed it. The rarified or compressed power
acting on the pistons through the bends c, c, c, when the train has passed along
one section of the main pipe laying between the tracks 1, 2, 8, 4, and the
pistons have left it, they are carried by the momentum acquired by the train
moving over this section on to the next section of the main, which may be at
any convenient distances apart, the intersecting valve on the mouth-piece b
(and which may be the intersecting valve moved by the transfer pipe in
No. 1 B), will be in like manner opened, by the train acting on said levers,
and the pistons entering that section of the main pipe will in like manner be
impelled forward, and so on through all the sections of the winding main, and
the sections of the railway determined by the fixed engines and the intersecting
valves near to them, or rarefaction and incumbent pressure alone, and without
compression of the air, and without the duplex valve, may be used, the outer
valve being suited for that purpose, or compressed air alone may be used with
the said duplex valve, and only one piston, the second piston, for that purpose.
And if the combination of impelling piston in main and propelling pistons in
locomotive engine, shewn in my said Patents of One thousand eight hundred
and thirty-five, for England, and One thousand eight hundred and forty, for
Scotland, be used herewith, then the said locomotive connected with the
reservoir tender of the locomotive engine shewn and described in my Patent
of One thousand eight hundred and thirty-nine, for England, may be used; so
that when the first carriage of a train is moving over mains a, a, Drawing
No. 4, if compressed air be used, air may be forced through the said hollow
tongue and flexible pipe, shewn in the said Drawings, into the said reservoir
tender, and being compressed therein with a pressure equal to the density
in the main, it may be given out, as therein shewn, to the cylinders of the
locomotive, being the first carriage of a train, so as to assist the momentum of
the train over that part of the railway where no main is laid, to assist the
momentum of the train, and so on along a line of railway having a curvalinear
or winding main.
That part of my improved system herein-before described, wherein the
elementary principle of the atmosphere is applied in combination with the

page_text: improved construction of the atmospheric railway under the corditions of
partial vacuum and incumbent pressure, as well as under compression, used
under all these conditions simultaneously, is effected in manner herein-before
described, and as follows, reference being had to Drawing No. 5, with the
constructions shewn in Drawing No. 1, and the transfer pipes,. described and.
shewn as well in No. 13, with the valves and levers in No. 5.
Operation. The main pipe and the duplex valve k, k, k, k, and intersecting
valve, shewn in No. 1, or No. 1 B, being laid down on each track of a double
line of railway 1, 2, 3, 4, and the said reservoir main m, m, m, being laid down
between the two tracks of the double line, and the said intersecting valves
being likewise applied to the reservoir main, the latter being a continuous
cylinder with a continuous valve, and the fixed engines and air pumps being
applied at stations along the line and near to the intersecting sectional valves,
the air pumps for the fixed engines being arranged both for the rarefaction of
air in the propelling main pipes and for the compression of air in the
reservoir main to the extent of two or three atmospheres, and the branch
bends n, n, n, connecting the propelling main pipes with the reservoir
main, and the said intersecting valves being also applied to each of said bends,
together with the aforesaid double-acting levers for opening and shutting off
the communication with the reservoir main at the said bends, action must
be given on a line of railway to all the fixed engines along the different
sections, and their air pumps for compressing air into the reservoir main to the
extent of two or three atmospheres, and for maintaining that condition of the
air in the reservoir main, the fixed engines acting at the same time on any
of the sections of the railway with their air pump arranged for rarifying the
air in the propelling main pipes. Now, if the first carriage in Drawing No. 1,
be placed at the point of departure with the said two pistons inserted in the
vacuum main, the under and upper parts of the duplex valve being arranged
and the impelling arm attached to the first carriage, the propelling main
pipes being in a state of rarefaction, on opening the intersecting station
valves on the propelling main, so as to allow the pistons of the first carriage
to pass, and the intersecting valve on the branch bend of the reservoir.
main being likewise opened, the train will move forward, impelled by the
rarified air before the first piston, and the incumbent pressure entering
through the valve aperture behind the first piston, whilst at the same time
the compressed air entering into the propelling main from the reservoir main
through the branch bends, will impinge on to the head of the second piston,
and impel it forward at the same time, the duplex valve keeping closed
and air-tight the main; so in like manner on passing each successive

page_text: branch bend the first carriage acting on the lever of the intersecting valve
will open it, and the air of this point, rushing from the reservoir main on to
the head of the second piston in the propelling main, will exert a concussive
and expansive force to impel the train onwards, whilst the compressed air that
has entered the vacuum or propelling main behind the second piston will
exert an expansive force, and so keep the impulse on the pistons of the train
whilst so passing each successive branch bend, and thus the pistons of the
propelling main recede from the column of compressed air, instead of. being
followed by the whole column. By this method of working, the loss of power
consequent on the friction in moving a column of compressed air rapidly
through a pipe is greatly lessened. Under this arrangement, smaller propelling
mains will suffice, whilst the economy of the fixed engine power will be
enhanced by the constant working of the power at times when trains may not
be moving to compress air into the reservoir main, and by this method less
amount of fixed power at the stations suffice, and to the extent of one-half,
since both stations on a section of railway act thus simultaneously on each
train to impel it forward, affording the required initial amount of motive
power. The method of sealing the valve, as in Drawing No. 16, is also in
this modification applied. The reservoir main may be likewise applied to a
single line of railway of one track only, and worked in manner above stated,
either with compressed air alone, or with the said duplex valve, both by rari-
fication and compression combined. The system may also be varied by using
rarified air alone, the reservoir main being then a reservoir of rarified air,
when, if the aforesaid transfer pipes and levers be combined herewith for
opening branch bends at every half mile, the propelling main may be
suddenly rarified in advance of the propelling piston, the intersecting valves of
the branch inlets being opened by the first and closed by the last carriage of a
train, the loss of power consequent on acting on long sections and columns of
air may be with great economy avoided, and the fixed engine power much
economised, whilst a growing accelerating speed may be attained, and the
density of the rarified column before the first piston may be lessened. And I
now combine with this arrangement said intersecting valve in the middle of a
section, for more frequently passing trains, so that when one train has opened,
passed, and closed said valve, another train may be immediately moved on
that part of the section just passed by the first trains, by the means described
and shewn in No. 5, two trains moving on the same section at the same time.
And for better applying the motive power, and the moving train obtaining the
same, the first movers f steam power (and if steam power applied expansively)
should not be regulated to a given speed only, but should be so arranged and

page_text: worked as to increase their speed from time to time, so that under a growing
accelleration of a train, when there is a tendency of the propelling pistons to
run in on the rarified column in advance of it to render it more dense, the
engine or first mover being relieved by the air before the piston becoming
denser, will act with greater speed; the air in the column lying between the
piston and the first mover acting always as an elastic cord, which, as it were,
being slackened at one end, quickly contracts through its whole length, and whilst
so contracting relieves it of the weight and resistance of the train, and enables
it to move with greater speed, and thereby gives quicker action to the air
pumps, which abstract the air from the propelling main with greater quickness
and quantity. Air pipes connected with the engines may with advantage be
constructed and applied on the rotatory principle herein referred to, instead of
the alternating piston air pumps commonly used.
The method of working that part of my improved system which I denominate
the atmospheric locomotive railway is shewn by a reference to the Drawings
No. 6,, No. 7, No. 8, No. 8 A, No. 9, No. 10, No. 16, and No. 21.
Operation. The permanent way a, a, a, a, and b, b, being constructed, and
the single line of main pipe A, with its double valve d, d, and having the
composition of tar and tallow or cocoa-nut oil laid in the grooves c, c, c, c,
being laid down between the two tracks of the double line, the intersecting
valves and levers forming the sections of the mains, and the stations of the
fixed engines being applied thereto, I place the locomotive engines B, B, on
the up and down lines of the two tracks, and I insert the ends of the hollow
tongues P and P, or D, into and under the lips of the double valve on each
side of the main pipe, the lips of the valve then laying on to and conforming
to the upper eliptical surface of the tongues, whilst the lower surface of the.
tongues conforms to and lays on to the raised surface b, b, of the main,
and on to the groove and cement c, c. A free communication is now esta-
blished between the interior of the main pipe A and the piston cylinders of
the locomotives through the hollow parts of the tongues, the reservoir C, C,
and the induction pipes, slides, and ports of the cylinders. The guide wheels
in Nos. 10 and 6 are adjusted to be bevilled sides of the sleepers. If action
be now given to the fixed engine and air pumps at two stations at the
extremities of a section of 3, 4, or 5 miles, the air in the main pipe will be
rarefied by the engines of the two stations simultaneously. The barometric
guages in the first carriages will indicate the proper degree of rarefaction. If
the levers of the slides of the cylinders be now moved, the air in the reservoir.
C, C, and the cylinders, will instantly assume a similar state of rarefaction,
and the pistons of the cylinders will be moved, and give motion. to the crank:

page_text: axles of the engine, which will move either forwards or backwards, as required:
The tongues will move along under the lips of the valves, which being flexible
will be raised by the tongues, and again depressed into the grooves of cement
by the spring or elasticity of the metal valve and the pressure of the external
atmosphere, or by the external pressure alone, and may be closed by the
pressing wheels, in Drawing No. 1, if the leathern valve be used. The lips
of the valve will prevent the ingress of the atmosphere by pressing on the
tongue; the electric blade, being applied as before, will unseal and reseal the
valve by the said composition; the trains on the up and down lines will
be propelled in opposite directions, always under the influence of the two
stations at the extremities of the sections of the mains; and as the locomotives
lose their power by receding from one station, they gain more power on
the approach to the next. When the engines approach the stations in advance
of them, the first carriages move the levers of the intersecting valves, and
the trains move into other sections, and are impelled onwards in the same
manner. Each stationary engine may at the same time act on two different
sections, so as to propel two trains moving right and left of such station
at the same time. The guide wheels on the locomotives keep and guide
the tongues in their proper paths along the valve. The passengers in the
body of the carriages on the locomotives give weight and adhesion to the
driving wheels. The straight axles of the engines give motion to the drums
on them, and the drums on the other carriages of the trains, by the said
broad leather bands, and these give motion to the aforesaid coupling rods of
all the carriages of the train; so that on inclined planes, to the adhesion of the
driving wheels of the carriages is added the adhesion of all the bearing wheels
of the trains. When the air in the main A is used under the condition of
compression, the valve in No. 2 must be applied; and then, two sections of
engines acting as before on the same section of main pipe, the air may be
compressed to two or three atmospheres. Compression will now take place
in the reservoir C, C, through the hollow tongues and the induction pipes to
the cylinders, which will now be put in motion by the compressed air, which,
after giving motion to the pistons, will escape through the eduction pipes;
whereas by the other method of rarefaction each cylinder full of air giving
motion to the pistons will find ingress into the reservoir C, C, and through the
hollow tongues P, P, or D, into the main A, from which it is again abstracted
by the, fixed engines. The action of the engines are reversed, and all the parts
of the engine work as is usual with. steam locomotives, and they are stopped
in the same way by the slides and levers shewn, or by common throttle valves;
and also by the usual breaks and levers, shewn in elevation No. 9; and when.

page_text: the locomotive atmospheric system is used for greater safety, a system of
electro-magnetic breaks applied on a line of railway, described and shewn in
one of my aforesaid Patents, may be combined herewith, to prevent the collision
of trains
The method of working that part of my modified system of atmospheric
rotatory locomotive railway is further exemplified by the following words and
the aforesaid Drawings No. 11, No. 12, No. 7, No. 8, No. 8 A, No. 10, and
No. 16, all or any of which are combined with said No. 11 and No. 12.
Operation. The permanent way b, b, b, b, and a, a, a, a, being in manner
aforesaid constructed for a double line of way, and the main pipe A with the
said valve thereon laid and combined therewith, and laid by the side or between
the tracks of the double line, I place two of said locomotive engines with
rotatory engines C, C, C, on the railway, one on the up line and one on the down
line, as shewn in plan, Drawing No. 11, and in elevation in Drawing No. 12; the
said intersecting valves and levers being applied to form sections of three, four,
or five miles lengths, at the extremities of which sections the fixed engines and
air pumps for either rarefying or compressing air being as aforesaid placed, and
the said guide wheels in Drawings Nos. 10 and 11 being applied to the loco-
motive engines and adjusted to the bevilled sides of the sleepers a, a, a, a, and
the electrical blade applied and used in manner aforesaid, I insert the hollow
tongues P, P, or D, into or under the lips of the double valves Nos. 7, 8, and
8 A, if for rarefaction, or No. 2 if for compression. Action must now be given
to the fixed engines at the extremities of a section, the air in the main A being
rarefied. The intersecting valves on the branch pipes leading to the engines
and air pumps of reservoir, if any, being opened, and the intersecting valves on
the main before the locomotive engines being opened, the levers k, k, k, k, by
their rods g, g, g, g, opening the throttle valves, rarefaction will take place in the
reservoirs D, D, of the locomotives through the tongues P, P, and so through
the connecting pipes, uniting the rotatory apparatus C, C, C, C, C, C, with the
reservoirs D, D; motion will consequently be given to the revolving piston of
the rotatories, which will give action to the axles of the driving wheels of the
locomotives, which will be impelled forwards or backwards, and so propel trains
in opposite directions on the lines, the tongues P, P, and D, sliding along
through the lips of the double valve in manner aforesaid, and, the electrical
blade, heated as aforesaid, unsealing and resealing the lips of the valves
by the said composition, and so, if the fixed engines are employed in com-
pressing air into the mains, with the said other valves applied for that
purpose; on the said intersecting valves being opened, compression of air
will take place in the reservoirs D, D, and the said rotatories C, C, C, C, to
D

page_text: put them in like action, and, as before, the locomotives and trains will b
impelled backwards and forwards. On the approach of the trains to the nex
station of fixed engines the intersecting valves will be opened as before, an
the locomotives and train will glide on to the sections, and be in like manne
impelled along those sections by the fixed engines at the extremities of the
sections, acting as before on the same sections, so that each single train shal
move under the influence of two stations at the same time, and so on for all the
sections. When either of the rotatory engines are on a level line of the railway
one only of said rotatories may be in action, the other being shut off; and
when either of them is on a descending plain the rotatory may be throttled by
the levers k, k, k, k, and rods g, g, g, g, so as to lessen the power on the rotatories
and when either of the locomotives arive at an ascending plane, both said rota
tory apparatus on the same engine may be thrown into action, so as to augment
the power to ascend such plane. The said drums and bands and coupling rods
being likewise used with the above arrangements, throw the different bearing
wheels of a train into action. To produce adhesion of the wheels, as before stated,
the bands will, as before mentioned, be tightened on ascending planes by the
gravity of the carriages, and be slackened on descending planes, from the
same cause; for stopping or retarding a train the break lever Q is applied.
That part of my modified and improved system herein-before referred to
and described, and made up and combined by the several mechanical construc-
tions so referred to, forming a line of atmospheric railway without the use of
any continuous valve in the main pipe, and combining and using the said or
any similar rotatory engine or apparatus instead of the alternating pistons and
cylinders fixed on and along a line of way to propel by impelling wheels fixed
on and along a line by the agency of fixed engines and air pumps for rare-
fying or compressing air in said main pipe, is more fully illustrated by the
following words, reference being again made to the Drawings No. 13, No. 14,
No. 15, and No. 10.
Operation. The main pipe A, A, A, Drawing No. 13, being laid on a single
line of way, the rotatory apparatus aforesaid being laid at required distances
along the line, and connected with the main pipe, and propelling wheels
C, C, C, being also placed as aforesaid, and the endless metal bands or ropes
passed around the pulleys on the rotatory apparatus, and led to and passed
around the pulleys on the said propelling wheels C, C, right and left of
the rotatories, and so on for all the other rotatories and propelling wheels
along the line of way, and the said transfer pipes a, a, a, being connected
in manner aforesaid with said piston, cylinders, and rotatories, and the
main pipe as at b, c, b, and the side valves and lever applied and con-

page_text: nected at the points d, Q, d, or if a double line of way as in Drawing No. 14,
wherein Fig. 1 is the plan, Fig. 2 the end elevation, 1, 2, 3, 4, the rails, and
D, D, D, the main pipe, E, E, E, the rotatories, c, c, c, the branch ends, and F
the transfer pipe, with branches at d x, d x, and the slide valves and levers,
with K, K, K, the intermediate propelling wheels; and in the same Drawing,
Fig. 2, the main pipe D, the rotatory E, the transfer pipe F, and branch bend
c, and propelling wheel K, with rope or band pulley g, and also B, c, the'rota-
tory in a horizontal position, and C the propelling wheel or pair thereof, as
fixed on a deed plate and frame, and also as at M in plan, laid between
the rails 1, 2, 3, 4; and also as in Drawing No. 15, where the main pipe D,
Fig. 1, E, E, the recess for the rotatories, with F the transfer pipe, and the
branch ends C, and also in Figure 2 and 3, the propelling bar, with r the band
pulley, and S the propelling wheel; with all these the fixed engine and air
pumps being applied at stations (now say) of from 5 to 7 miles apart, and the
said intersecting valves being applied at such stations to form the sections of
the main pipe, and the train of carriages with said impelling or adhesion bars
being placed on said single line of way, or if on a double line, on the up and
down lines, the said adhersion bars being now pressed down upon the propelling
wheels, as at S, Fig. 2, No. 15, by the handle 7 on the quadrant 3, 4, 5,
and so also the bars of the next carriages by the jaws 9, by the rachet 12
acting on the rod 8, the train or trains will be in a condition to be moved
forwards or backwards. If now action be given to the fixed engines at said
stations at the extremities of a section, so that the air pumps of both stations
shall act on the same section of main at one and the same time, either to
rarify the air of the main pipe or to compress air into it, as soon as the said
barometers shew a sufficiency of power, the intersecting valves on the main pipe
before the train being opened, motion will be given to the rotatory engine and
propelling wheels by the bands or ropes, the rotatories' and wheels will revolve,
and, acting on the adhersion bars, the carriages will be propelled onwards. The
fixed engines maintain constantly the effective power in the main pipe, whether
the power be rarefaction or compression. If rarefaction be used, the rotatory
engines act on their pistons, revolve under the incumbent pressure of the
atmosphere, which at each revolution admits into the main pipe a portion of
the atmosphere equal to the dimensions of the rotatory cylinder, which portion
degenerates the rarefied state of the main. The fixed engines continually
abstract an equal portion, and so maintain the proper effective power of the
main; so also, in case of compression on the main, at each revolution of the
rótatory pistons a portion of compressed air equal to the dimensions of
the rotatory cylinder escapes from the main into the atmosphere. In neither

page_text: case of rarefaction nor compression does the column of air move necessarily
with the load or train. The air in a section of main is kept in its rarefied or
compressed state, there being a free communication along the main, even in
the single line of way, notwithstanding the rotatories form part of the conti-
nuity of the pipe, bends or connecting pipes being applied for a proper adjust-
ment. By this arrangement and method of working, not only are two stations
of engines made to operate as before on the same section to move a train by
the force of two stations so concentrated, but the column of air not moving
with the rapidity of the train, great economy of the motive power is effected.
Whilst the train, as before stated, is in motion, the wheels on the rotatories
and the propelling wheels aforesaid roll along under and against the impelling
bars, Fig. 2, No. 15, and by the adhesion of the smooth wheels thereon
the train moves on from one series of rotatories and propelling wheels to
another. Any degree of adhesion may be applied by the bars less than the
weight of the carriages of a train. The bars being fixed to the bodies of the
carriages, the springs of the bodies act as springs to the bars, so that the bars
and bodies yielding by the action of the springs, violent concussion is avoided.
When the first carriage of a train arrives at the point x, d, No. 14, it moves
the lever at this point to open the slide valve in the branch bend connecting
the transfer pipe with the main pipe; the piston cylinder valve 6 in Drawing
No. 13 being then applied, rarifaction or compression now takes place in
and through the transfer pipes to the slides and ports of the next rotatory in
advance (by moving the piston in the valve cylinders), to put the same with
its propelling wheels and the propelling wheels right and left of it connected
by the bands or ropes into motion, the piston cylinder valves being on the
bends leading from the main pipe to the rotatories for that purpose. The
train being now on another one of the series is propelled onwards, and
the last carriage of the train moves the lever of the valve at the point x, d,
shutting off the power from the rotatory of the series just passed by the train,
but without its shutting off the power at the point x, d, No. 14; the power
on this section or series being shut off when the last carriage of a train
arrives at the point x, d, as in No. 13, and so on for all the series along
a section of the railway, making such adjustments of the transfer pipes and
valves as the nature of the line requires for intermediate stations or places
for stopping, &c. When it is desired to stop a train, the motion of the
handle 7, and the quadrant 3, 4, 5, and the rachet 1, 2, in No. 15, raises
the impelling bars 1, 2, from the propelling wheel S; the breaks are then
put on in the usual way. When it is desired to again start a train, the bars
are again depressed by the handle 7, and the ratchet 1, 2, on to the propelling

page_text: wheels; the breaks being free, the train will again move onwards, id so
on, for the up and down lines of a double line of way, and so for a sing line
of way, having therewith the usual sidings, and worked on my recipro ating
system mentioned in my Specification of 1835. A series of rotatory apparatus
may be applied to act without the application of the other propelling wheels
and bands, and they may be placed so near together as that one or the other
of them shall be constantly in action on the bars of the moving train, or they
may be placed at greater distances apart, and the train by its momentum may
move from one rotatory to another. In constructing and working a line of
rotatory atmospheric railway, if it be a double line of way, the main pipe may
be laid between the tracks, as before mentioned, and the rotatories thereon be
fixed in the frame in a horizontal position, as at B, c, Fig. 2, and M, No. 14.
In that case, the propelling wheels attached to the rotatories (or coupled or
geared therewith in any desirable manner, the better to avoid violent concus-
sion of the trains on the rotatories) should be of such a diameter as to act on
trains moving both on the up and down lines at the same time. For that
purpose the said impelling or adhesion bars, or similar bars, must be placed at
and along the sides of the carriages of a train, and the position of the said bars
instead of being vertical must now be horizontal. The bars may be pressed
against the propelling wheels for adhesion or released therefrom by the handles
7, and quadrant 3, 4, 5, and ratchet 1, 2, in No. 15, and Fig. 2, No. 15, may for
that purpose be viewed now as a plan for that purpose instead of an elevation.
The attachments to the carriages to be made in any convenient manner. Now,
the horizontal rotatories being put in motion by the means aforesaid, the pro-
pelling wheels will revolve in the direction of the line of motion of the up line,
or, say, right-hand line of way; consequently, the same revolution acts on the
line of direction for the down line, or left-hand line, and in an opposite direction.
The guide wheels in Drawing No. 10 guide and steady the train, and keep
the impelling adhesion bars in contact with the fixed propelling wheels without
the inconvenience of flange action of bearing wheels. Instead of smooth bars
and smooth peripheries to the propelling wheels, toothed wheels and rack bars
may be applied in lieu of adhesion bars; but this will be much less advan-
tageous and decidedly objectionable for high speed. Let it be observed, that
the piston cylinders b, b, Drawing No. 13, are of single action, one end of b, b,
being open to the atmosphere, and one piston rod being common to both
pistons, as at b, c, b, the lever (c) acting in a slot in the piston rod. The
transfer slide valves at d, Q, d, are so arranged as to open and shut off not only
the transfer pipes a, a, with the main pipe A, A, but also shut off and on an
aperture in the transfer pipe; so that when the lever Q is moved forward the

page_text: slide d shuts off the aperture in the pipe a, a, and opens the passage between
the main A and pipe a, through the slide d, to the forward piston 6; rare-
faction now takes place in the transfer pipe a, a, to move the piston in b, and
so the piston rod and lever c. The other piston attached to the same rod in the
other cylinder 6 not being acted upon by rarefaction, and its cylinder head being
open to the atmospheric, is free to move, and is moved back towards Q; the
lever c by the movement opens the throttle valve of the rotatory. This is the
action caused by the first carriage of a train. The double acting part of
the same lever Q should stand in the right-hand path of the line of way, the
better to be acted upon by the last carriage of a train. When the left-hand
lever is depressed by the first carriage the right-hand lever is raised, and when
that is depressed by the last carriage the left-hand lever is again raised, both
slides d, Q, d, being reversed at each of those motions. When the left-hand
lever is so again raised, the communication between the transfer pipe a, a, and
the main A is again shut off; the aperture in the pipe a, a, is again open
to the atmosphere, which fills it, so that its piston cylinder becomes inert, and
may be again in a condition to act in a forward direction for the next train.
The same arrangements and actions may likewise be applied on the double
line of way in Drawing No. 14; but when the air is used under the condition
of compression instead of rarefaction, the actions of the parts aforesaid must be
reversed, and when on a single line of way the trains move in the opposite
direction, similar actions take place in all the apparatus.
For that part of my varied system described and shewn in No. 13 A,
Figures 1, 2, the mechanial constructions of which are the same or similar to
that described in Nos. 13 and 14, with the exception that the driving wheels
C, C, are dispensed with, but the bands or ropes and their pullies retained
and placed and stretched as at B7, and 7 B.
f
Operation: Now the elementary conditions of the atmosphere therein used
being of three kinds, (viz.) rarifaction and superincumbant pressure, or in lieu
thereof the compression of the element into two or more atmospheres; if by
rarifaction and superincumbent pressure, then the said rotatories will be moved
by rarifaction in the main A, A, and superincumbent pressure thro' the parts
of the said rotatory apparatus in the common manner; but if by compression of
the air into two or more atmospheres, then by its expansibility in said rotatorics
through their eduction ports. The rotation of the revolving pistons give motion
to the said bands or ropes in the line of direction of the train. The the first
carriage of a train W, W, being placed on the railway combined with this part
of the system, and the said hand or clamp I, I, I, being suspended on the, said
carriage, and the said inclined planes being placed at said pulleys 7, 7, the

page_text: said rotatory apparatus, transfer pipes, slide valves, and double-acting levers
being combined therewith, the said sectional intersecting valves at the stations
being opened, and the stationary first movers, whether rarifying or compressing
air into the trains A, A, will generate a motive power in said mains, which
are now reservoirs of power to put said impelling apparatus into action. The
rotation of the revolving pistons will by their axles give motion to the pulleys
and ropes; the weight lever 5 when not on the inclined plane is depressed, and
by the action of the screw closes the hand or clamp, making it firmly grasp the
rope. The forward motion of the rope between B and 7 will give motion to the
first carriage W, W, and the train connected therewith, and will impel it forward
until the weight lever 5 meets the said inclined plane 6, 6, 6, when rising on
which it open the clamp 1, 1, by the action of the right and left screw,
loosening the hold on the rope, and opening sufficiently wide to pass the
pulleys 7, 7, without contact, being passed over said pulleys 7, 7, by the wheel
5 moving on the horizontal surface at said inclined plane, and by its suddenly
falling from the end of which again closes the clamp to grasp the rope, thus
loosening its hold of one section of the endless rope to grasp the rope of
another section. When the first carriage W, W, arrives at the point where
the said slides and double-acting levers are placed, being the levers shewn in
Fig. 2, Drawing No. 5, the first carriage moves the lever of two slides, in
manner before described, to open the communication between the transfer
pipe in advance of it, thus opening a communication between the mains A,
the transfer pipe, and the piston cylinder B, B, to draw them towards
the train, and so move the lever c of the throttle valve to put its rota-
tory B in action in the proper direction, and so to put the rope or band
in motion, the pistons in the cylinders B being moved towards the train by
reason of the air being rarified in the transfer pipe. The last carriage of the
train moves the other of said double-acting levers again to move the two
slides by shutting off the communication between the transfer pipe and the
main, and at the same time opening an aperture to admit the external air into
the transfer pipe, so that the piston in the cylinder b may be easily moved back
again by the external atmosphere entering the transfer pipe, when the other
piston in the other cylinder b, connected with the sanie rod, is moved in the
opposite direction by rarifaction in the other transfer pipe a connected there-
with. When the said lever is so moved as to shut off the communication with
the transfer pipe A, first mentioned, it at the same time moves the other slide d
to open a communication with the transfer pipe a just passed by the train,
shut out the external atmosphere from the transfer pipe, and open it with the
main A when the transfer pipe between A and B just passed becomes rarified;

page_text: this causes the piston just passed in 6 to move in the line of direction of the
train, and so pulls the lever of the throttle valve C, to close its valve and shut
off the power from the main to the rotatory, thus shutting off the power after
the train has passed one section acted upon by each rotatory, and throwing
into action the sections always in advance of a moving train. When com-
pression of air is used in the main, the action through the transfer pipes by the
slides and levers is reversed, but so adjusted with the rotatories and their ropes
and pullies as to give them their proper line of direction, thus producing by
this arrangement direct tractive force on an atmospheric railway, so constructed
and worked without the use of the aforesaid continuous valve in the main.
The sections of the rotations, pulleys, and ropes may be so arranged by placing
their sections at greater distances apart, as between x and x, as to move over
certain parts of this system of railway by acquired momentum at those places
without the use of the pulleys and ropes, and so economise motice power; and
no rotatory apparatus, pulleys, or ropes are placed on descending sides of inclined
planes where double lines of railway are applied, and where the declination is
sufficient to allow the train to descend by its gravity; and this system of railway
also may be used and worked on the reciprocating method, if a
single line
of railway, described in the Specification of my said Patent of One thousand
eight hundred and thirty-five.
For that part of my varied system of atmospheric railway, herein-before
described and shewn in Drawing No. 14 A, and the combinations of engine
apparatus and machinery described and shewn in Drawing No. 13 A being
combined with the arrangement shewn in No. 14 A, and the said first movers
being applied also in combination therewith.
ropes,
Operation. The aforesaid bearing pullies being applied to support the
and the aforesaid ropes or bands being stretched from the said rotatory engines
to the said driving pullies 7, 7, Drawing No. 13 A, right and left of the said
rotatories, and as shewn from C to C 1, and from C 2 to C, the said inclined
planes D, F, being applied as shewn, and the first carriage of a train H, H,
being applied on a common railway herewith combined, and the said bands or
clamps E, E, with the weight wheel and lever g being suspended from the first
carriage, the weight lever being suspended, the hand E will grasp the rope;
action being now given by the first movers either to rarify or to compress air
in manner aforesaid, the mains A, A, as in Drawing No. 13 A, being rarified
or charged with compressed air to the extent of two or more atmospheres, and
the said levers and slides shewn in No. 18 A being moved, action will be
given to the rotatories acting on the section of the rope, and so to the rope,
which will be moved in the direction of the arrows on the up and down lines

page_text: of a double line of railway, the first carriage and its train will be impelled
onwards the direct tractive force of the rope or band with the speed of
the rope, until the first carriage arrives at the inclined plane D, F, when the
weight wheel g, ascending the said plane, will, by acting on its lever, open the
hand E to leave its hold on the rope; the wheel g moving over the horizontal
plane D, F, guides the open hand or clamp E past the rope pullies C-1; C 2;
without contact on the said pulley. When the wheel 9 leaves the end of D, F,
it falls suddenly, causes the hand E to grasp the rope of another section C 1, C,
the rotatories of which section having been previously thrown into action, and
so moving the rope of that section, thro' the medium of the aforesaid transfer
pipe, by the action of the first carriage on the said lever and slides, impel the
first carriage over that section, and so on from section to section; the last
carriage of the train acting in manner aforesaid on the same lever, shuts off
the power
and action of the rotatories and section of the rope which it has
passed; throwing them out of action, and so economising the motive impelling
power. The train is thus worked-along one, say the up line of a double line of
railway, the carriages moving on the other, say the down line, operating in a
similar manner on the railway so constructed and worked; one atmospheric
main with single sections of the ropes or bands d, d, d, d, afford. direct
impelling power on the up and down lines of a double line of railway..' 'When
it is desired to stop a train, a lever in the first carriage H, connected with the
weight lever of the wheel g, may be made to raise the lever, and so free
the hand E'from the rope, breaks being put on in the common manner to
stop the train.
For that part of my said varied system for more economically and safely
working the inclined plains of railways, reference being had to Drawing
No. 20.
Operation. The first movers having prepared the propelling main on the
ascending side of a plain, and rarified the air in the receptacle B, the first
carriage of a train M ascending such plane by rarifaction before the first
piston, and if compression in the main be used, then by compression of the
air from the aforesaid reservoir main behind the second piston, when the first
carriage M arrives at the first lever at the top of the plain, acting on its
sectional intersecting valve E, it will open the valve E and close the inter-
secting valve D, and allow the impelling pistons to pass and the train to move
on to the desending side of the incline. The last carriage of the train closes:
the intersecting valve E and opens D 1; opening a communication between
the propelling main and the receptacle B, the lever E at the reservoir or
receptacle C being moved, to open the valve in the branch pipe communicating

page_text: between C and the propelling main; the first piston of the carriage M, now
a cting on the column of air before it, will cause it to move into C-through the
said branch pipe and compress the air therein, which air reacting against the
first piston of M, will by its pressure thereon act as an elastic cushion to retard
-the train, whilst at the same time the second piston of M will rarify the air
in the propelling main behind it, and through (d 1) will rarify the air in
the receptacle B. The descending train will now be retarded both by com-
pression before the first piston and by rarifaction behind the second piston,
induced by the gravity of the descending train. When the reservoir main or
receptacle C is sufficiently charged with the given quantity and pressure of
air, the safety valve g being regulated for that purpose, air will pass out of it
to relieve the pressure on the first piston, and so allow M and its piston to
descend. When M has descended to the lower part of the plain, the receptacle
B and the propelling main behind the second piston will have been rarified, and
the said reservoir main or C will have been charged with compressed air. The
carriage M, arriving at e, shuts off the communication with C and open the inter-
secting valve F until the pistons have passed, when M will also then close the
valve F, and at the same time open the next other intersecting valve F, and the
last carriage of the train will again close the said other valve F and M, and its
train may pass on. When a similar carriage M arrives to ascend the plain,
the last-mentioned valve F will be opened and closed, and the other valve F
will be opened, as well as the communication with C, after the first and second
piston have passed the valve e; the first piston will now ascend the plain,
impelled by the rarified column of air before it, whilst the second piston will
be impelled by the air injected into the main from the said reservoir or
receptacle C, and so M will ascend the plane, impelled simultaneously by two
conditions of the atmosphere in the main (namely) rarefaction and compres-
sion. When M arrives at the valve E, it opens and passes on to the decending
side of the plain, and when the pistons have passed the valve E, it again closes it
and opens the valve d, and M descends the said other plain, compressing air into
a resevoir main, or similar receptacle C, and the receptacle B, and the main is
again rarified as before, and M is retarded by the cushion of air, and so works
the descending plane in manner aforesaid, and in like manner generates by its
gravites an impelling power to assist the next train ascending on such plane,
that is, where a single line of railway is used. Where a double line of railway
is used, the apparatus and machinery must be so used and constructed as to
act by being laid between the tracks of a double line of railway, so as that the
carriage M, when it may leave a propelling main on the descending side of an
incline, shall nevertheless cause a dynamic traveller, moving up and down

page_text: inside the main, so laid for that purpose, to descend and act in manner aforesaid,
and to ascend with an ascending train; or both the ascending and descending
planes may be arranged to work in like manner. When it is desired to retard
a train on a descending incline without compressing air into a resevoir main,
the same may be effected by making the compressed column in the main act
against a column of water in the tank, and column H and K through the
syphon pipe T, which, dipping into H through the water near to the bottom of
the tank, will cause the water to rise in a column K, and so the air in the
main will react on the first piston of M to retard its descent. A safty valve g,
placed on the top of the syphon T, will allow the compressed air to escape into
the atmosphere g, being regulated for that purpose, and so allow the firston of
M to descend. The method herein described and shewn in Drawing No. 1 B,
may be combined with canals, as aforesaid, as shewn in Drawing No. 3;
wherein A, sectional end view, is the pipe and valve cover, with its combina-
tions before described; and 1, 2, 3, 4, is an instrument for attaching the tow
line of a boat, shewn also in plan, 4, 4, and 5 being guide wheels to the
instrument for carrying the pressing wheel 3, against which tho propelling.
wheel 2 acts as aforesaid. The method of working all which is the same as
that described as for railways. The onward motion of the instrument is the

page_text: apparatus, and machinery described and shewn in Drawing No. 1 A, Figs.
1, 2, 3, and Fig. 4, No. 1 A, and the method or methods of applying the
motive power thereto, and using and working the same, exemplified under the
head "Operation" for this part of my system, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 1 B, Figs. 1,
2, 3, No. 1 B, Fig. 5, No. 1 B, Fig. 6, No. 1 B, Fig. 7, and No. 1 B, Fig. 8,
and Fig. 8 A, and the method or methods of applying the motive power thereto,
and using and working the same, exemplified under the head "Operation" for
this part of my system, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 4, and Fig. 2,
Drawing No. 5, and the method or methods of applying the motive power
thereto, and using and working the same, exemplified under the head
"Operation" for this part of of my system, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 5, (with the
constructions shewn in Drawing No. 1, and the transfer pipes, described and
shewn as well in No. 13, with the valves and levers in No. 5,) and the method
or methods of applying the motive power thereto, and using and working
the same, exemplified under the head "Operation" for this part of my system,
as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawings No. 6, No. 7, No. 8,
No. 8 A, No. 9, No. 10, No. 16, and No. 21, and the method or methods of
applying the motive power thereto, and using and working the same, exemplified
under the head "Operation" for and in the descriptive parts of those parts of
my system respectively, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawings No. 11, No. 12,
No. 7, No. 8, No. 8 A, No. 10, and No. 16, all or any of which are combined
with said No. 11 and No. 12, and the method or methods of applying the
motive power thereto, and using and working the same, exemplified under
the head "Operation" for this part of my system, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawings No. 13, No. 14,
and No 15, and the method or methods of applying the motive power thereto,
and using and working the same, exemplified under the head "Operation" for
this part of my system, as herein described.

page_text: I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 13 A, Figs. 1, 2,
and the method or methods of applying the motive power thereto, and using
and working the same, exemplified under the head "Operation" for this part
of my system, as herein described.
.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 13 B, Figs. 1, 2,
and the method or methods of applying the motive power thereto, and using
and working the same, exemplified in the descriptive and operative part of this
part of my system, as herein described.
I claim the constructions, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 14 A, (and
the combinations of engines, apparatus, and machinery described and shewn
in Drawing No. 13 A, being combined with the arrangement shewn in
No. 14 A,) and the method or methods of applying the motive thereto,
and using and working the same, exemplified under the head "Operation"
for this part of my system, as herein described.
power
I claim the arrangements and constructions of the apparatus and machinery
described and shewn in Drawings No. 17, No. 18, and No. 19, respectively,
and the method or methods of using and working the same, respectively exem-
plified in the respective descriptive and operative parts of those parts of my
system, as herein described.
I claim the constructións, combinations, and arrangements of the engines,
apparatus, and machinery described and shewn in Drawing No. 20, and the
method or methods of applying the motive power thereto, and using and
working the same, exemplified under the head "Operation" for this part of
my system, as herein described.
I claim the combination with, and application to, canals of the constructions
and method described and shewn in Drawing No. 3, for the purpose of
impelling vessels on canals.
And I claim to use some or any part of the aforesaid combinations and
things, or parts thereof, with some or any other of the combinations and things
herein described, for the better obtaining and applying motive power to impelling
machinery for the purposes aforesaid, or any of them.
5 And I claim to vary the forms and dimensions of the parts of the said com-
binations and things, as well as the materials of which they are made or
composed, for the more conveniently or better carrying into effect the objects
herein set forth; but I disclaim the mere separate mechanical things well
known to mechanics, and used for making up the combinations in the different