Improvements in and Connected with the Propulsion of Street Tramway and other Railway Cars or Carriages.
Year: 1888

page_text: Date of Application, 22nd Nov., 1888
Complete Specification Left, 22nd Aug., 1889-Accepted, 2nd Nov., 1889
PROVISIONAL SPECIFICATION.
Improvements in and Connected with the Propulsion of Street
Tramway and other Railway Cars or Carriages.
We, JOHN HUGHES and CHARLES LANCASTER, both of City Road, Chester, in the
County of Chester, Engineers, do hereby declare the nature of the said invention to
be as follows:-
This invention mainly relates to those systems of propelling street tramcars and
other railway cars, in which compressed air is the motor fluid used, and wherein such
compressed air is "laid on" in pipes or conduits along the route in contiguity to the
track, and the air used by the motors is supplied to their reservoirs, for feeding the
motors, at certain points along the said route.
In applying compressed air to the above purpose it has heretofore amongst other
modes been proposed to store up the compressed air in reservoirs or receivers carried
on a separate locomotive engine or on a special form of car, at a sufficiently high
pressure to last out the whole journey and back to the starting place, or to lay a
continuous air main along the route, provided with valves at frequent intervals, from
which the reservoirs on the car are re-charged when necessary, by stopping the car
close to the nearest valve and making connection between the reservoirs and the main
by means of a flexible pipe, the reservoirs so charged and the valves being then closed
and the pipe disconnected by an attendant on the car.
The mode or system of operating or working tramway cars and other railway cars
or engines, and the means and mechanisms or apparatus employed therein involving
our invention, consists as follows.
The mode of operating the tram or other cars or carriages, consists in making
connections between the air conduit or main, and the air reservoirs of the car or
engine and charging or replenishing the reservoirs from the compressed air conduit
at points at certain intervals apart along the route, and then breaking such connections,
all whilst the car or engine is in motion.
It will therefore be seen that instead of having to stop the car at the charging valves
and make and un-make connection with the air main by hand, we effect such connec-
tion automatically, without the necessity of stopping the car. By these means a much
less. pressure, and much smaller and lighter receivers can be employed, avoiding the
necessity of a separate locomotive or exceptionally heavy car, and at the same time
avoiding the loss and inconvenience of frequent stoppages to make connection by
band in order to recharge the receivers-the car being thus enabled to run its
course, picking up the compressed air for replenishing the receivers on its way as
required.
The means by which these operations are effected consist of automatic or partly
automatic connecting and disconnecting devices, one of which is placed and works on
the car and communicates with the reservoir, and the other placed on the air main
or conduit. These two devices are so formed and operate that they form a substantially
air-tight connection when connected with each other. At certain intervals along this
air main we provide devices provided with valves, which, for convenience of descrip-
tion we hereafter call "supply valves." Upon the car, or in connection with the
receivers, which are attached to or form a part thereof, we also provide devices
provided with valves which we call "receiving valves." These valves are so constructed
that as the car continues running, the receiving valves may be caused at the will of
the driver to engage with the supply valves, and so form a temporary connection
between the air main and the receiver, disengaging themselves immediately afterwards
as the car moves forward.
thin
According to another part of our invention a convenient form of apparatus by which

page_text: cylindrical form, one or more of such trunks being arranged on or in connection with the
compressed air conduit, that or those on the car or engine and that or those arranged
in connection with the air conduit being so constructed that it or they can slide upon
or within the other and so disposed and arranged relatively to each other that, whilst
the car is in motion, this sliding connection is first made and then broken or unmade.
The trunks would be made or mounted in such a manner that they may adjust their
altering relative positions or inclinations themselves, during the action of making and
breaking connection, said alteration of position being due to the movement of the car
or engine. Both the trunks on the car or engine and those in connection with the
air conduit would also be provided with suitable valves, operated automatically by the
connecting trunks or by the movement of the car, or other suitable means by which
direct connection would be formed between the conduit and the reservoirs.
According to another part of our invention a modified form of apparatus by which
the aforesaid connection may be made, consists in the employment of a trunk attached
to the car or the engine and connected with the air reservoir, and constructed and
adapted to surround and slide freely over the compressed air conduit, which is
provided at certain intervals with portions whereby a substantially air-tight slide joint
is made with the sliding trunk and communication formed between the air reservoirs
and the conduit. This arrangement is more particularly suitable for lines where the
traffic is entirely confined to the cars, such as railway lines, where a continuous pipe
may be laid above ground, around which the sleeve passes; but may also be applied
to street cars by providing a slot or groove in the road way through which connection
is made. between the sleeve and the car, while the pipe is underground.
For street or road tramways it is necessary that the air mains and supply valves
should be so arranged as not to interfere with the other traffic on the roadway. To
effect this we lay the air mains below the surface of the street and covered in by the
road metalling, and we place the supply valves in boxes or chambers sunk below the
level of the street and closed by lids level with the street, and we cause these lids to
be automatically opened by the car in passing, to enable it to make connection with
the supply valve below. These lids are raised by means of a device such as a "scoop"
carried on the car and suitably shaped, say somewhat after the manner of a plough-
share, and so arranged that it can be lowered as the car approaches the box containing
the supply valve. The scoop enters and inserts itself under the lid, raises it as the
forward movement of the car drives the scoop further under the lid, until the box is
fully opened. The lid is then retained in its open position during the passage of the
car by a light bar or bars or other device carried along the car, and drops back into
its shut position as soon as the car passes clear.
One arrangement of the supply and receiving valves is as follows. The supply
valve has four projecting arms or trunks arranged radially round a central hollow
boss which is so fitted as to turn or revolve round a short pipe projecting from the
side of the air main and provided with holes to admit the air from the main into the
boss and arms, while it is prevented from escaping through the boss by a stuffing box
at each end. Each arm is provided with a sliding valve held tightly shut by the
main air pressure, but forced open by a pin projecting from the receiving valve which
takes against it as soon as the latter has fairly entered. The receiving valve on the
car (which may carry one or more) is made to swing on a center, and remains in a
horizontal position clear of the road until it reaches the open lid of the box, when a
projecting pin on the outer edge of the receiving valve enters a guiding groove
formed on the inside of the lid, which causes the receiving valve to turn down into
the box and engage with the projecting arm of the supply valve. As the car moves
on the arm of the supply valve goes with it, turning on its centre, and bringing the
next arm round into position to engage with the next receiving valve either on the
same car or some succeeding car. The air under superior pressure in the main then
rapidly flows into the receivers on the car to the same pressure, and as the valves
disengage, a check valve at the head of the receiving valve prevents the escape of
air from the receivers.
Another example of an apparatus according to the first of the above .described

page_text: means of making and breaking connection between the air main and the air reservoirs
on the car or engine, consists as follows. We provide the air main at certain points
with a device having a plurality of trunks and mounted on and free to turn or move
on the said main or a branch therefrom. The trunks of this device are in constant
communication with the air main, and are in the form of nozzles, and each trunk is
provided with a non return valve. The device is provided with a suitable number of
trunks, say three, the non return valve of each trunk being placed at the extremity
thereof. These valves are connected by links to bell crank levers which are actuated
by a cam, as the device is turned round, in such a manner that the valve of each
trunk is caused to open when it is turned to a certain point. This tri-trunked device
is set vertically in a box alongside the tram rail, and has its axis placed at right angles
to the vertical plane, that is the plane of rotation. By this means, if two of its
trunks be set at sixty degrees on each side of the vertical radius, it permits of the
space or well containing the device, being closed by a lid or cover provided thereon.
The above is the normal position of the trunks in relation to the road level, and it
constitutes a convenient position, inasmuch as it affords a convenient angle or set, to
effect a free engagement of the device on the car with that in the well.
This trunk
The device on the car consists of a hollow trunk having inside it near its outer end
an india rubber or other suitable packing ring of the "cup leather" type, and of such
size to make a sufficiently good joint with the trunks or nozzles of the device just
described combined with the main. The inner end of the trunk is provided with a
non return valve and is connected by a pipe to the air storage reservoir.
is mounted on a small carriage which is held to the car body in such a manner that
it can be lowered to the required level, when about to take up air from the main.
The front of this carriage is provided with a nose piece which when it meets the lid
or cover of the box containing the tri-trunked device, the point of the nose raises the
lid, and as the normal angle at which the car trunk stands is the same as that of the
nozzle of the tri-trunked device nearest the approaching car, the car trunk is allowed
to enter the box, and it will automatically engage with the said nozzle. Then as the
car moves forward, the nozzle is turned and the valve within it thereby opened; thus
communication is made between the car or engine reservoirs and the main, and the
compressed air flows therefrom to the reservoirs and charges or replenishes them. The
pipe leading to the storage reservoir through the air trunk being suitably hung,
changes its position with the tri-trunk device below it, as the car passes on, and then
leaves the trunk and breaks the connection, the storage reservoir having in the mean-
time been charged. The car or engine may if desired be fitted with a series of trunks
which may be used in rotation.
The car trunks may be raised to take and resume their normal position by the car
driver or conductor, or by an automatic arrangement provided by springs or weights
or their equivalent, and the trunk carriage is controlled or worked by the conductor
or driver by suitable means.
In another form of supply and receiving valves the receiving valve on the car
may be in the form of a wheel fitted with trunks which gear into suitable projecting
pieces on the supply valve as the car passes over, like a wheel rolling over the teeth
of a rack.
Instead of the car trunk device being operated as just described, it may be a fixture
below the car,
in which case it would be arranged to run in a gutter by the rails,
and the nozzle device would be arranged horizontally on the air main.
In the case where the car trunk surrounds the air main, and moves annularly
thereon, we construct it in the form of a sleeve adapted to travel loosely on the air
main when not taking air from it. The sleeve is connected with the air storage
reservoirs, and is provided with a non return valve. At intervals the air main is
swelled out to such a size that the ends of the sleeve form joint with such swelled
portion, and a feather or like provision provided within the sleeve causes a valve on
the air conduit and a valve in the sleeve to open. By this means communication
between the reservoirs and the air conduit is made, and the air flows from the conduit

page_text: into the reservoirs and replenishes them. When the sleeve leaves the swelled portion
the valves above specified close automatically.
In cases where the nature of the route allows it, the supply valves, instead of being
placed in boxes underneath the roadway, may be fixed in boxes at the side, or on
elevated pillars with arms projecting far enough to reach the receiving valves placed
near the top of the car.
In the above description of this invention we have set forth the nature of certain
forms or types of apparatus for carrying out this invention, but we do not intend to
limit the scope of this invention to those particular forms and combinations, as various
forms and arrangements of apparatus may be made to suit special cases, but in all
the essential feature is that the apparatus on the car or engine, and that on the
compressed air conduit are so designed, that the device fixed upon the engine or car
and connected with the air reservoirs can be connected with the device fixed on or in
connection with the compressed air conduit, and disconnected therefrom whilst the
engine or car is in motion.
Dated this 21st day of November 1888.
CHEESBROUGH & ROYSTON,
Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in and Connected with the Propulsion of Street
Tramway and other Railway Cars or Carriages.
We, JOHN HUGHES, and CHARLES LANCASTER, both of City Road, Chester,
in the County of Chester, Engineers, do hereby declare the nature of our said Inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:
1
This Invention mainly relates to those systems of propelling street tramcars and
other railway cars, in which compressed air is the motor fluid used, and wherein such
compressed air is "laid on " in pipes or conduits along the route, in contiguity to the
track, and the air used by the motors is supplied to their reservoirs, for feeding the
motors, at certain points along the said route.
In applying compressed air to the above purpose it has heretofore amongst other
modes been proposed to store up the compressed air in reservoirs or receivers carried
on a separate locomotive engine, or on a special form of car, at a sufficiently high
pressure to last out the whole journey and back to the starting place, or to lay a
continuous air main along the route, provided with valves at frequent intervals, from
which the reservoirs on the car are recharged when necessary, by stopping the car
close to the nearest valve and making connection between the reservoirs and the main
by means of a flexible pipe, the reservoirs so charged, and the valves being then
closed and the pipe disconnected by an attendant on the car.
The mode or system of operating or working tramway cars and other railway cars
or engines, and the means and mechanisms or apparatus employed therein involving
our Invention, consists as follows:-
The mode of operating the tram or other cars or carriages, consists in making
connection between the air conduit or main and the air reservoirs of the car or
engine and charging or replenishing the reservoirs from the compressed air conduit
at points at certain intervals apart along the route, and then breaking such connec-
tions, all whilst the car or engine is in motion, or the making or breaking connection
only may be effected by the motion of the car itself.
It will therefore be seen that instead of having to stop the car at the charging
valves and make and unmake connection with the air main by hand, we effect such
connection automatically, without the necessity of stopping the car. By these means
a much less pressure, and much smaller and lighter receivers can be employed,
☐ avoiding the necessity of a separate locomotive or exceptionally heavy car, and at the

page_text: same time avoiding the loss and inconvenience of frequent stoppages to make
connection by hand in order to recharge the receivers-the car being thus enabled
to run its course, picking up the compressed air for replenishing the receivers on
its way as required.
The means by which these operations are effected consist of automatic or partly
automatic connecting and disconnecting devices, one of which is placed and works
on the car and communicates with the reservoir, and the other is placed on the air
main or conduit. These two devices are so formed and operate that they form a
substantially air-tight connection when connected with each other. At certain
intervals along this air main we provide devices provided with valves, which, for
convenience of description we hereafter call "supply devices." Upon the car, or
in connection with the receivers, which are attached to or from a part thereof, we
also provide devices provided with valves which we call "receiving devices." These
devices are so constructed that as the car continues running, the receiving devices
may be caused at the will of the driver to engage with the supply devices, and so
form a temporary connection between the air main and the receiver, disengaging
themselves immediately afterwards as the car moves forward.
According to another part of our Invention a convenient form of apparatus by
which this connection is or may be made, consists of a hollow trunk or trunks, say of
cylindrical form, one or more of such trunks being arranged on or in connection
with the compressed air conduit, that or those on the car or engine and that or those
arranged in connection with the air conduit being so constructed that it or they can
slide upon or within the other and so disposed and arranged relatively to each
other that, whilst the car is in motion, this sliding connection is first made and then
broken or unmade. The trunks would be made or mounted in such a manner that
they may adjust their altering relative positions or inclinations themselves, during the
action of making and breaking connection said alteration of position being due to
the movement of the car or engine. Both the trunks on the car or engine and
those in connection with the air conduit would also be provided with suitable valves,
operated automatically by the connecting trunks or by the movement of the car, or
other suitable means by which direct connection would be formed between the conduit
and the reservoirs.
•
According to another part of our invention a modified form of apparatus by which
the aforesaid connection may be made, consists in the employment of a trunk attached
to the car or the engine and connected with the air reservoir, and constructed and
adapted to surround and slide freely over the compressed air conduit which is
provided at certain intervals with portions whereby a substantially air-tight slide joint
is made with the sliding trunk and communication formed between the air reservoirs
and the conduits. This arrangement is more particularly suitable for lines where
the traffic is entirely confined to the cars, such as railway lines, where a continuous
pipe may be laid above ground, around which the sleeve passes, but may also be
applied to street cars by providing a slot or groove in the roadway through
which connection is made between the sleeve and the car, while the pipe is under
ground.
For street or road tramways it is necessary that the air mains and supply devices
should be so arranged as not to interfere with the other traffic on the road way. To
effect this we lay the air mains below the surface of the street and covered in by the
road metalling, and we place the supply valves in boxes or chambers sunk below the
level of the street and closed by lids level with the street, and we cause these lids to
be automatically opened by the car in passing, to enable it to make connection with
the supply device below. These lids are raised by means of a device such as a
scoop" carried on the car and suitably shaped, say somewhat after the manner of
a plough-share, and so arranged that it can be lowered as the car approaches the
box containing the supply device. The scoop enters and inserts itself under the lid,
raises it as the forward movement of the car drives the scoop further under the lid,
until the box is fully opened. The lid is then retained in its open position during

page_text: the passage of the car by a light bar or bars or other device carried along the car,
and drops back into its shut position as soon as the car passes clear.
One arrangement of the supply and receiving device is as follows. The supply
device has four projecting arms or trunks arranged radially round a central hollow
boss which is so fitted as to turn or revolve round a short pipe projecting from the
side of the air main and provided with holes to admit the air froin the main into
the boss and arms, whilst it is prevented from escaping through the boss by a stuffing
box at each end. Each arm is provided with a sliding valve held tightly shut by
the main air pressure, but forced open by a pin projecting from the receiving valve
which takes against it as soon as the latter has fairly entered, or this may be equally
well effected by a single cylindrical ported valve. The receiving device on the car
(which may carry one or more) is made to swing on a centre and remains in
al hori-
zontal position clear of the road until it reaches the open lid of the box, when a
projecting pin on the outer edge of the receiving valve enters a guiding groove
formed on the inside of the lid, which causes the receiving device to turn down into
the box and engage with the projecting arm of the supply device. As the car moves
on the arm of the supply device goes with it, turning on its centre, and bringing
the next arm round into position to engage with the next receiving device either
on the same car or some succeeding car. The air under superior pressure in the main
then rapidly flows into the receivers on the car to the same pressure, and as the
devices disengage, a check valve at the head of the receiving device prevents the
escape of air from the receivers.
Another example of an apparatus according to the first of the above described
means of making and breaking connection between the air mai and the air reservoirs
on the car or engine consists as follows. We provide the air main at certain points
with a device having a plurality of trunks and mounted on and free to turn or move
on the said main or a branch therefrom. The trunks of this device are in constant
communication with the air main, and are in the form of nozzles, and each trunk is
provided with a non-return valve. The device is provided with a suitable number of
trunks, say three, the non-return valve of each trunk being placed at the extremity
thereof. These valves are connected by links to bell crank levers which are actuated
by a cam, as the device is turned round, in such a manner that the valve of each
trunk is caused to open when it is turned to a certain point. This tri-trunked device
is set vertically in a box alongside the tram rail, and has its axis placed at right
angles to the vertical plane, that is, the plane of rotation. By this means, if two of
its trunks be set at sixty degrees on each side of the vertical radius, it permits of
the space or well containing the device, being closed by a lid or cover provided
thereon. The above is the normal position of the trunks in relation to the road
level and it constitutes a convenient position, inasmuch as it affords a convenient
angle or set, to effect a free engagement of the device on the car with that of the
well.
The device on. the car consists of a hollow trunk having inside it near its outer
end an india rubber or other suitable packing ring of the " cup leather" type,
and of such size to make a sufficiently good joint with the trunks or nozzles of
the device just described, combined with the main. The inner end of the trunk is
provided with a non-return valve and is connected by a pipe to the air storage
reservoir. This trunk is mounted on a small carriage which is held to the car body
in such a manner that it can be lowered to the required level, when about to take up
air from the main. The front of this carriage is provided with a nose piece which
when it meets the lid or cover of the box containing the tri-trunked device, the
point of the nose raises the lid, and as the normal angle at which the car trunk
stands is the same as that of the nozzle of the tri-trunked device nearest the
approaching car, the car trunk is allowed to enter the box, and it will automatically
engage with the said nozzle. Then as the car moves forward, the nozzle is turned
and the valve within it thereby opened; thus communication is made between the
car or engine reservoirs and the main, and the compressed air flows therefrom to the

page_text: reservoirs and charges or replenishes them. The pipe leading to the storage reservoir
through the air trunk, being suitably hung, changes its position with the tri-trunked
device below it, as the car passes on, and then leaves the trunk and breaks the
connection, the storage reservoir having in the meantime been charged. The car or
engine may if desired be fitted with a series of trunks which may be used in
rotation.
The car trunks may be raised to take and resume their normal position by the
car driver or conductor, or by an automatic arrangement provided by springs or
weights or their equivalent, and the trunk carriage is controlled or worked by the
conductor or driver by suitable means.
In another form of supply and receiving valves the receiving valve on the car may
be in the form of a wheel fitted with trunks which gear into suitable projecting pieces
on the supply valve as the car passes over, like a wheel rolling over the teeth of a
rack.
Instead of the car trunk device being operated as just described, it may be a fixture
below the car, in which case it would be arranged to run in a gutter by the rails,
and the nozzle device would be arranged horizontally on the air main.
In the case where the car trunk surrounds the air main, and moves annularly
thereon, we construct it in the form of a sleeve, adapted to travel loosely on the air
main when not taking air from it. The sleeve is connected with the air storage
reservoirs and is provided with a non-return valve. At intervals the air main is
swelled out to such a size that the ends of the sleeve form joint with such swelled
portion, and a feather or like provision provided within the sleeve causes a valve on
the air conduit and a valve in the sleeve to open. By this means communication
between the reservoirs and the air conduit is made, and the air flows from the conduit
into the reservoirs and replenishes them. When the sleeve leaves the swelled portion
the valves above specified close automatically.
In cases where the nature of the route allows it, the supply valves, instead of being
placed in boxes underneath the roadway, may be fixed in boxes at the side, or on
elevated pillars with arms projecting far enough to reach the receiving valves placed
near the top of the car.
Having thus generally specified the nature and effects of the Invention, we will
now proceed to describe it with reference to the accompanying drawings which
illustrate examples of apparatus according to the Invention and show means for
carrying the Invention into practical effect as an ordinary tramway, such means at
the same time constituting examples of apparatus constructed and adapted to operate
according to the invention.
Figure 1, is an elevation, and Figure 2, a cross section, showing a part of a
tramway car with details of the automatic connecting compressed air supply
mechanisms.
Figures 3, 4, and 5, show in sectional elevation and plan, further details of the
automatic connecting mechanisms shown in Figures 1 and 2; and Figures 6, 6ª, 6B,
and 6, are details of same to a larger scale.
Figure 7, illustrates a modified mode of supplying air and charging the
reservoirs.
With reference to the drawings it will be seen that the main framework of the car
is constructed of tubes so jointed and connected together as to form one continuously
connected receiver, as set forth in the specification of Letters Patent No. 888688
granted to us and dated 18th June 1888. bare tubular vessels placed underneath
the car, and surrounding the axles c of the wheels d, the axles c passing through
internal tubes 6' and having clearance for the rise and fall of the car on its springs.
These vessels 6 form annular reservoirs round the axles and are connected together
by tubes at right angles to them and are also connected with tubes extending under
the end platforms of the car. These tubes b, 6², are connected to the tubes a forming
the frame of the car.
e is the engine for driving the car. It is of the revolving type such as "Riggs"
or.". Wilsons revolving engine. The engine e works. a shaft e¹ carried across the

page_text: car and geared to the two axles c by chains, and chain wheels f. The engine is a
reversing one, regulating levers being connected to levers fixed on the platforms
of the car at both ends so that the engine can be controlled from either end
thereof.
Referring to Figures 1, 2, 3, and 6, A is a hollow trunk of duplex form and
adapted to move about its axis and engage automatically with the device M herein-
after described; B is a bearing supported by the bracket B₁ to the body of the car,
and B3 is a bracket in which the hollow trunnion A' and the solid journal A³ of the
delivery device A are placed and work respectively; B2 is an annular passage in
the bearing B communicating with the interior of the hollow trunnion A¹ by ports A²
in said trunnion; and C is the pipe which communicates between the passages B²
and the air reservoirs at any suitable point. M is the supply device with which the
trunks A engage automatically, and consists mainly of four hollow pistons mounted
on the hollow body N which is adapted to revolve upon the hollow trunnion N';
O is a box, the upper surface of which lies evenly with the surface of the street ;
P is the compressed air main ; P₁ is a pipe communicating between the main P and
the trunnion N¹; and P2 a stop valve on said pipe P¹.
D is a scoop device adapted to engage with and open the door or lid O¹ of the
box O, and is hinged to the plate D', which is supported to the body of the car by
brackets E and E', said scoop being operated by the lever F and rod F¹ from
the car platform. A scoop D, plate D¹, bracket El and lever and rod F and F are
provided in double ended cars, in duplicate, that is, on each half of the car, as in
Figure 1.
The lid is hinged at o and is provided with channels 02 formed by projecting
bars 03 which are adapted to receive the rollers at of the trunk A and guide same.
Q. is a grooved rail provided for a certain distance on each side of the box O, in
which the toe of the scoop D slide as it approaches the box O, the door of which
is cut away at its leading edges at o¹, (Figures 3, 4, and 5) to receive the toe of the
scoop.
The detailed construction of the supply and delivery devices A and M are shown
in Figures 6, 6A 6B and 60; and Figure 6 shows these devices engaged with each
other and in the position in which communication is formed between the air main P
and the car reservoirs. In the position shown in Figure 3 no air can flow from
the main up the arms M, that is, it is cut off. This cutting off and supply is
effected by the movement of the device by means of the valve m in which a port
is provided in the top (see Figures 6 and 6º) so that as soon as the openings of
the arms M come opposite the valve openings or port by the rotation of the device
upon the trunnion N air is admitted to said arms, and upon a further movement is
cut off. The valve m is fixed by the pin m³, and the joint between the body N and
the trunnion N' is kept air tight by the packing m². The trunnion A¹ of the
device A is made air tight with the socket or bearing B by packings j; and air is
prevented from escaping by way of the device from the pipe Ĉ and reservoir by the
non return valves A. The joint between the arms and the trunks A is effected by
a cup leather j¹.
In the operation of charging the reservoirs of the car the scope D is lowered by
the lever, just before the car arrives at the box O, into the groove of the rail Q
(this being done by placing the lever F into the position shown in Figure 1), and
as the nose of the scoop D, becomes inserted within the cut away portion o¹ of the
lid o¹, and presses against the metal of it, it is raised as the car moves forward,
and assumes the position shown in Figure 2. In this position the lid O¹ is held by
the bar D¹ until all the operations presently described are completed, when it falls
down of itself and closes the box. In the open position of the lid O¹ the rollers a¹
of the trunks A will lie in line with the entrance of the channel 03 of the lid and
will enter same; and as the car moves still further forward the trunk A is, owing
to the channel 03 and roller a*, caused to move about its axis, and to assume the
position shown in Figure 3, and eventually to engage with one of the arms M,-
the axes of which lie in line. with the direction of the channel Oª when the lid is

page_text: up. The supply and delivery devices A, M, having become engaged with each
other, the continued movement of the car forward will cause the device M also to
move about its axis, and in so doing admitting air to and allowing it to flow from
the main P up one of the arms M, and so on past the valve A of the trunk A,
into the car reservoir. If a number of trunks A, say three, be provided on a car,
or the supply devices M be placed sufficiently frequently along the route, or the size
of the air passages of these devices be made large enough, or any combination of
these things, or other means be provided, the car may be charged with compressed
air without stopping at all; but if the desired volume and pressure of air cannot
flow quick enough from any cause whilst the car is in motion, then it must be stopped,
and at a point when the devices A and M are in about the position shown in
Figure 6.
In the action of breaking the connection of the devices A and M, the roller a
which entered the leading channel 03 when making connection, now passes upwards
through the channel at the opposite end of the lid O, and in so doing causes the
arms M to be left in the correct position for another engagement-namely, that given
in Figure 3. This roller and guide also bring the device A into the position shown
in Figure 1, in which position they are locked by the spring retained catches I³ which
fit in the mouth of the hollows of the trunks A, and so arranged, that they are
easily pressed back when the rollers a¹ enter or leave the guides 0³.
After the device A and the then back bar D¹ are clear of the door O¹ the door 0¹
falls down and closes the box.
The arrangement shown in Figure 7 consists of a main P, laid along the route
(below or above ground as may be desired or necessary and being, at points where
it is desired to charge the car reservoirs with air, provided with enlarged parts M),
and a trunk A adapted to fit outside and travel over same, and fixed to the car, said
trunk of course being in connection with the air reservoirs on same.
The trunk A is provided with a bar a³, pressed down by a spring a, and the ends j
of the trunk are made of just sufficient size, and provided with packing rings (if
necessary), to make a joint with the portion M of the main, P, and as the car moves
forward and the trunk A makes connection with a portion M, the bar a³, when it
slides over the valve m presses on the end of a lever or levers m¹ mounted on the
pipe P and in connection with said valve, and thereby opens it inwards, so
allowing the air to rush from the pipe P into the space within the trunk A, and
so on up the connecting and supporting pipe A¹ into the reservoirs of the car.
soon as the car leaves a portion M, the bar a moves off the lever m¹ and the valve m
shuts.
As
Having now particularly described and ascertained the nature of this Invention
and in what manner the same is to be performed we would state that we have,
in setting out the nature of the Invention, shown certain special arrangements of cars,
and special modes of arrangements for making automatic connection between the car
reservoirs and the compressed air pipe or main; we wish it to be understood however,
that although these forms, modes and arrangements illustrated may be used with
advantage, yet we do not intend to limit our patent to these special things, as it may
be carried out in many ways and in or in connection with different forms of cars and
locomotives, without departing from its spirit and scope, and that it is susceptible of
many modifications, and will necessarily have to be varied, in many ways, to suit the
various purposes and conditions of its application; and we declare that what we
claim in respect of the herein described Invention is :-
1. The herein described method of charging the reservoirs of tram and railway
and analogous cars, and locomotives, with compressed air, consisting in causing, by
the movement of the car, connection to be made between said reservoirs and a com-
pressed air pipe or conduit.
2. Effecting the charging of reservoirs of tram and railway and other analogous
cars or locomotives, by causing a device mounted on the car or locomotive to engage

page_text: automatically with a device in or on the road or route and in connection with a
compressed air pipe or conduit.
3. The new and improved system of charging the reservoirs of tram and railway
and analogous cars or locomotives, herein described, that is to say, a system in which,
by the movement of the car or locomotive, a device on the car automatically engages
with a device in connection with a compressed air pipe or main in or on the road or
route, and then automatically disengages therefrom.
4. In the propulsion of tram or railway or analogous cars or locomotives, means
or mechanisms for charging the reservoirs of said cars or locomotives with compressed
air, operating in the manner, or substantially as in the manner herein described.
5. Mechanism for use in connection with tram and railway and analogous cars
or locomotives, for charging the reservoirs thereof with compressed air, con-
structed and adapted to operate as, or substantially as set forth with reference to
Figures 1 and 2 of the drawings.
6. Mechanism for use in connection with tram and railway and analogous
cars or locomotives, for charging the reservoirs thereof with compressed air, constructed
and adapted to operate as, or substantially as set forth with reference to Figure 7 of
the drawings.
7. The herein described improvement connected with the propulsion of street
tramway and other cars or carriages, consisting of the combination of a device in
connection with a compressed air pipe or main and a device on the car, carriage, or
locomotive, said devices being adapted to engage automatically with each other
and to admit air from said pipe or main to the air reservoirs of said car, carriage, or
locomotive.
8. The herein described improvement connected with the propulsion of street tram-
way and other cars or carriages, consisting of the combination of a device, such as
set forth with reference to the drawings, in connection with a compressed air pipe or
main, and a device on the car, carriage or locomotive, such as set forth with reference
to the drawings, said devices being adapted to operate substantially as in the manner
herein set forth.
9. In apparatus for supplying tramway and other carriages or locomotives with
compressed air, a device on the said car, carriage, or locomotive, constructed and
adapted to engage with and raise the lid or door of the box or case in which a com-
pressed air supply valve or device is located and from which compressed air may be
drawn for the purposes set forth.
10. In apparatus for supplying tramway and other cars, carriages or locomotives
with compressed air, in which automatic engaging and disengaging devices are
employed, the mode and means herein set forth (with reference to Figures 1 to 6 of
the drawings), by which the respective devices on the air main or pipe and the car,
carriage or locomotive are guided and placed in position.
Dated this 21st day of August 1889
CHEESBROUGH & ROYSTON,
15, Water Street, Liverpool, Agents for the Applicants.