Improved Means for the Transport of Goods by Hydraulic Power.
Year: 1892

page_text: 'Date of Application, "27th June, 1892
Complete Specification Left, 26th Apr., 1893-Accepted, 27th May, 1893
PROVISIONAL SPECIFICATION.
Improved Means for the Transport of Goods by Hydraulic Power.
I, HENRY DE MORGAN SNELL, of 53 New Broad Street in the City of London,
Civil Engineer, do hereby declare the nature of this invention to be as follows:-
My improvements relate to improved means for enabling goods to be transported
from one place to another by hydraulic power.
I provide two separate lines of pipes or mains connecting the stations between
which.communication is to be established and carried on-one line of pipe for the
"up" and the other for the "down" traffic. The pipes are kept filled with water
and a flow is maintained through them to carry along any trucks or carriages that
may be inserted into the mains the trucks or carriages being made to fit to the
interior of the mains.
According to my.invention I provide the trucks or carriages-with wheels to run
on rails or bars formed or fixed along the interior of the mains.
Rails or bars may be formed or fixed along the lower part of the mains for the
supporting wheels to run on when the trucks are heavier than water and other rails
along the upper part for guiding the trucks when they are lighter than water.
The trucks may be cylindrical with the sides corrugated transversely to give
strength for sustaining external pressures. The wheels may be at the sides or
ends. Preferably the ends are made readily removable to serve as doors and so
that when closed a watertight joint is formed.
Also according to my invention 1 connect the up and down mains at intervals for
the purpose of dividing the line into suitable sections, each section having its own
separate and independent circulation, whereby it is rendered possible to limit the
pressures in the pipes (ie, both the pressure due to difference of level and also that
required to overcome the frictional resistance to the flow of the water) to
predetermined safe limits.
Where each section terminates "shunting" stations or locks are provided for the
purpose of passing the trains of carriers from one section to another without
interfering with the flow of water in the separate sections and also without
interfering with the different pressures which actually exist at each side of a
station.
Similar locks or shunting stations are also provided at each terminus for passing
trucks into or taking them from the mains.
Each lock or shunting station is formed by each main being branched into two
or more branches which are continued side by side for a distance and are then
brought together again to a continuation of the main. The whole forming a
system of fixed pipes without any movable joints or a single lock only might be
used on each main. In the locks are rails similar to those in the main and where
two or more locks join the main line suitable switches are provided as on an
ordinary railway to guide the trucks into or from any branch from or to the main.
At each end of each branch is a valve by which that end can be opened or
closed.
From each end of each branch a pipe with a valve upon it is also led away and
so connected with the mains or pumps or reservoirs that water may be withdrawn
from one end or water supplied at the other to draw trucks into or expel them from
the branch as may be required. The up and down lines of pipe at each terminus
both open into a reservoir which has its water level at an elevation well above that
of the top of the pipes.so that when these are open for the entry or exit of trains
or trucks they may always be completely filled with water.
The valves and switches at each station arc. all worked from the same cabin and

page_text: are interlocked so that they must be opened and closed in the proper order herein-
after explained, and the valves and mechanism for opening and closing them are so
arranged that whatever may, be the condition of working there will always be a
continuous circulation of the water without shock.
To prevent any train from following its predecessor too closely provision is made
wherever necessary for allowing the water in the main to flow past the following
train without propelling it-and when the train is again to be allowed to advance
the passages through which the water flowed past the train are closed, so that the
train again carried forward.
The pipes or mains may be at any inclination so that trains may be passed down
or up hill as may be required.
In some cases where the system is used for raising or lowering goods up or down
hill the water in the mains may be. kept at rest. In this case for working up hill
the combined weight of trains and goods must be less than their displacement so
that their comparative lightness may form the propelling power. For working
down hill the reverse would be the case.
If desired there may be a single pipe ouly and the pipe be used at one time for
up traffic and at another time for down traffic. The pipe would be divided into
sections by valves closing across it at intervals and the opening and closing of the
valves would be so controlled that (supplemented by relief valves) the pressure
at any point could never exceed that due to the head between two alternate
valves.
When the weight or lightness of the trains is made the propelling force, the
tubes through which the trains pass would be made of larger diameter than when
the train is carried forward by a flow of water so as to allow the water to pass
behind an advancing train.
Dated the 25th day of June 1892.
HENRY DE MORGAN SNELL.
COMPLETE SPECIFICATION.
Improved Means for the Transport of Goods by Hydraulic Power.
I, HENRY DE MORGAN SNELL, of 53 New Broad Street, in the City of London,
Civil Engineer, do hereby declare the nature of this invention and in what manner
the same is to be performed to be particularly described and ascertained in and
by the following statement:-
This invention relates to new modes and apparatus for the conveyance of goods.
For this purpose. I provide pipes or mains in which are laid bars or rails for
guiding the trucks hereinafter described, connecting the stations between which
communication is to be established and carried on, I provide also trucks or carriages
1
(usually watertight) to run along within these pipes or mains and adapted to
securely enclose the articles or materials to be conveyed. The pipes or mains are
filled with water or other suitable liquid..
At the ends of the pipes or mains I provide locks of special construction and
terminal stations by means of which the trucks or carriages are admitted into the
pipes without displacing more than an equivalent volume of water. In one method
of applying my invention obtain my motive power by providing pumps when
required for propelling the trucks or carriages through the mains and special
arrangements of pipes valves and reservoirs for regulating and controlling the force
and pressure of the water in the pipes. I cause the pipes to be laid in such a
manner that the lines may be of any required length up to hundreds of miles while
by means of suitable appliances I maintain the pressure of the water in the pipes
within any required maximum so that neither the pipes themselves or the trucks
shall be subjected throughout the journey to any pressure exceeding the prescribed
maximum. I further provide that the water and the trucks travelling in the pipes
shall be so balanced that the accelerating and retarding effects of gravity in going

page_text: up and down hill shall be practically eliminated whenever desirable. so regulate
the relative diameters of the pipes and the trucks that the force of the water may
compel the trucks to travel through the pipes and reduce to a minimum any
possible leakage of the water past the trucks. I arrange the rails or bars in the
pipes and the wheels on the trucks in such a manner that if the trucks with their
contents are lighter than an equal volume of water the wheels will bear upon an
upper pair of rails, while if they are heavier than an equal volume of water they
will bear upon a lower rail or pair of rails.
In another application of iny invention I obtain my motive power by introducing
natural streams into the pipes to propel the trucks and I so regulate the supply of
water as to make the trucks travel at suitable speeds. In other respects this
application of my invention is similar to the first.
In these two applications of my invention, the pipes or mains may be laid on level
rising or falling ground and may follow the undulations of the ground so far as may
be convenient.
In the third application of my invention I lay my line of pipes upon an incline
which may lie at any angle with the horizon and may even be vertical. I then fill
my line of pipes with water. I divide my pipe into sections by means of valves in
such a manner as to limit the pressure of the water to any required maximum, and
by means of suitable terminal stations, locks and valves introduce my trucks into
the pipe either at the top or the bottom of the incline or at any intermediate point.
If the trucks are intended to go upwards in the pipes they must be so loaded that
the trucks and their contents shall be lighter than an equivalent volume of water.
They will then float upwards through the pipe. If on the other hand the trucks are
intended to travel downwards, the trucks must be loaded so that they and their
contents are heavier than an equal volume of water, and they will then sink down-
wards through the pipes. In case it should not be convenient to regulate the loads
of the trucks so as to have the required less or greater weight than the water I can
obtain the same result by adding one or more light or heavy trucks to push the
other carriers either up or down. In this application of my invention I so adjust
the relative areas of the pipes and the trucks that the latter may travel at a
suitable velocity.
The invention admits of application in a variety of forms too numerous to be
stated, according to the nature and configuration of the ground to be traversed.
The annexed 8 sheets of drawings illustrate some of the more important ways of
application.
At Figure 1 (Sheet 1) is shewn to a small and distorted scale the general con-
struction and the most important details of a hydraulic transport line which may be
laid either over level ground or up and down hill and where, as is frequently the
case, the water in the pipes has to be propelled by pumping machinery for the
purpose of moving the trucks containing the goods. Figure 2 is a diagram view'on
a larger scale of one of the intermediate exchange and pumping stations C.D.
Figure 3 is a similar enlarged diagram of the terminal station A. Two separate
lines of pipes are employed one for the "up" and the other for the "down" traffic,
but they are connected at various places for the purpose of dividing the line into
suitable sections, each section having its own separate and independent circulation,
whereby it is rendered possible to limit the pressures in the pipes (i.e. both the
pressure due to difference of level and also that required to overcome the frictional
resistance to the flow of the water) to predetermined safe limits.
.
Where the sections terminate "shunting" stations are provided for the purpose
of passing the trains of trucks from one section to another, without interfering with
the flow of water in the separate sections and also without interfering with the
different pressures which usually exist at each side of a station. For these purposes
the stations are provided with suitable shut off valves, relief valves, pipe connections
and generally also with pumping plant for circulating the water and for closing and
opening the various valves (especially the larger ones) by means of hydraulic
pressure. To facilitate the proper working of the various valves, the levers. for

page_text: ng to one station may all be arranged in one. cabin and
be more or less interlocked in a similar manner to that so generally adopted at
railway signal boxes. To further facilitate the working of the traffic various
communicating signalling apparatus are employed which indicate in. the "cabin
the arrival at and the departure of the trains from certain points along the line and
at the shunting stations.
"3
On the said Sheet1 at A is shown a terminus which is at a slightly lower level
than station B.
The up and down lines of pipes both: open into a reservoir A' which has its water
level at an elevation well.above that of the top of the pipes, so that when these are
open for the entry or exit of trains they may not be left without being completely
filled with water.
Adjacent to the reservoir are warehouses A³ for storing the goods to be
dispatched or delivered, by the trucks and suitable sheds for loading and unloading,
these warehouses may be arranged in any convenient manner for dealing with the
traffic.
21
At the ends both of the up and of the down lines of pipes are what I call
terminal stations.. The arrangements for admitting trains into what I call the "up
line are as follows:-
Ten valves 1 to 10 (Figures 1 and 3 Sheet 1) are inserted in the various pipe
lines shewn and though some of these are of special construction they much resemble
those in general use for waterwork purposes. For instance valves 5 and 10 are
lightly loaded non-return valves acting automatically, valves 3, 4, 6 and 7 are
ordinary sluice valves, while 1, 2, 8 and 9 are also sluice valves specially
constructed to allow the trains to pass through them. The pipes shewn by thick
lines on the diagram (Figure 1) are suitable for the trucks to pass through them
but the pipes shewn by thin lines need not necessarily be of the same size as those
through which the trucks pass. The pipes through which the trucks have to pass
are formed. or fitted with rails for them to run on. The distances between valves 1
and:8 and between.valves 2 and 9, are sufficient to easily allow trains of trucks of
full length to be accommodated. In place of two such lengths of pipes (as shewn)
and which may be called "locks" three or more may be used, the object being to
accelerate the traffic by allowing a train.to be stationary in one of them: during
the process of changing the valves, while.another train is passing into or out of one
of the other locks. When only a small amount of traffic is to be provided for a
single lock on each of the main lines of the pipe will be sufficient. The position of
the pump for circulating the water from this terminal station: A, along the up line
as far as station B, back through the down line and again into the reservoir, may
be at X, as indicated on the drawing. This pump will always be at work when
the line is-in use for transporting goods. The suctions are marked ss and the
deliveries.d d.
The method of working the terminal station A is as follows:-Supposing a train
of trucks to be entering the lock between the valves 1 and 8, then the valve 1 must
be open and 8 must be closed, while 6 and 10 are open and all the others are
closed; this will cause, water to be withdrawn from the right hand end of the lock
and the train to be drawn into. it by the force of the water. from the reservoir,
while the water extracted from the lock will be sent through the pump X and the
valve 10-into the up line for propelling the other trains already therein..
When the train has quite entered the lock, as ascertained from the already
mentioned signalling, arrangements, the valve 6 is gradually closed so as to bring
the train to rest, but before doing this, the valves. 2 and 7 must be opened for
giving a supply of water to the pump, at the same time admitting another train of
Carriers from the. reservoir into the lock between 2 and 9. To expel the train
from the first lock.the valve 1 must first be closed, valves 8 and 3 must then be
opened and 10 will, then close automatically. This change will cause the water
which is still being drawn into the second lock through valves. 2 and 7 to be
discharged through valve 3 into the first-lock behind the train, thus sending. it into

page_text: the main up line of pipes. Suitable switches are provided where the two locks
join the main line and they also are worked from the same cabin as is used for
working the various valves.
The second lock 2 to 9 is worked in a similar manner to the first, as just
described. If both locks should happen to be occupied by trains so that water
cannot be drawn from the reservoir through either of them, then the valve 5 will
open automatically and water will be pumped direct from the reservoir through 5.
In that case the water will either pass through valve 3 or 4 and expel a train from
one of the locks, or if both 3 and 4 are closed the water will be pumped through
valve 10 which will in that case open automatically, into the up line of pipes so as
not to stop the general traffic. It will be readily understood, that by the proper
interlocking of the various valve and switch levers as already referred to and by
the use of safety relief valves, or other bye-pass valves and pipes such as are
employed in most hydraulic works the traffic may be worked with regularity and
safety and trains, into and out of the pipe lines as required.
The dotted lines and circles thereon, between the up and down lines and other
pipes on Figure 1 indicate such bye-pass pipes and relief valves which may be
placed at any convenient point.
The arrival side of the station for passing trains from the down line into the
terminal. reservoir A1 is of somewhat simpler construction as no pumping
machinery is combined with it. The water which has been pumped through
pump along the up line, through some of the valves at station B and back
through the down line to station A being utilised to expel the trains into the
reservoir. For this station the pipes required are as shewn and the valves are
numbered 12 to 21 inclusive, valve 20 being a loaded valve for breaking the force
of the water and valve 21 is also a loaded valve but slightly heavier weighted
than 20 so that the water will only pass through it when prevented from passing
through 20 through the closing of some of the other valves which are all of the
ordinary sluice type, the same as for the up line station. The spaces between 12
and 18, and between 13 and 19 are locks, as before described, and switches are
provided for guiding the trains from the main line into either one or other of these
two (or more) locks. The working is as follows:- When valves 12, 16, 15 and 19
are open, a train can enter the lock between 12 and 18 and the water flowing
through the loaded valve 20 will be reduced in pressure so as just to be able to
discharge itself at a predetermined speed into the reservoir. When the train has
fully entered the lock, valves 12, 16 15 may be closed, the water then finding its
way through the loaded valve 21 into the reservoir. But should the train
between 13 and 19 not have been expelled, then the valve 13 must be opened for
that purpose. To expel the train from the first lock (12 to 18), and at the same
time to allow another train to enter the second lock, the switch is changed, and the
valves 13, 17, 14 and 18 are opened by which arrangement the water pushes a train
into the second lock (13 to 19) and passes into the first lock behind the train, after
having its force partly broken, as before, by passing through the loaded valve 20;
the valve 21 closing at the same time on account of its slightly superior loading.
The shunting station B Figure 1 supposed to be at a slightly higher level than
station A, has its various pipes arranged as shewn, and is furnished with valves
numbered 1 to 20 respectively; of these 5, 10, 11 and 20 are lightly loaded relief
valves while all the others are sluice valves, Nos. 1, 2, 8, 9, 12, 13, 18, 19 being
Switches are
valves through which the trains have to pass, before referred to.
provided, for guiding the trains on entering and leaving the locks and the sundry
valve and switch levers are interlocked so that for instance valve 1 cannot be
opened unless 8 is closed or vice versa, 2 cannot be opened unless 9 is closed and
vice versa and so on, and signalling gear is also provided for showing the positions of
the trains.
The course of working is as follows: A train coming along the up line is allowed
to enter one of the locks (say between 1 and 8) by opening the valves I and 6, when

page_text: the water which was forced from station A along the up line and through the lock
will pass through the lightly loaded valve 10 into the down main. Should there be
a train in say the lock 12 to 18 which requires to be expelled, then the sluices 18
and 14 are opened, when the water will pass through them in preference to going
through the loaded valve 10, and the train will therefore be driven out, and
similarly for the lock 13 to 19 by opening the valves 19 and 15. If all four locks
should happen to be closed, then the water will flow through the two lightly loaded
valves 11 and 10 and by this route also will finally get into the down main. In this
manner then, whatever may be the condition of working, there will always be
a continuous circulation of the water, without shocks.
The circulation of the water from station C to station B and back to C is similar
to that from A to B and back to A.
It is evident that any diminution in the volume of the water due either to leakage
or to shrinkage by cold, and that any increase of volume due to heat is compensated
for by the reservoirs at the pumping stations.
Manholes for gaining access to the mains, air valves, drain valves and safety
valves or other appliances usual for bydraulic work will be used in this system
wherever considered of utility.
The pumping and exchange station C which is shown on a larger scale at
Figure 2 resembles somewhat the station A, but is necessarily modified in the pipe
and valve arrangements. The working is as follows:-The water is circulated by
means of the pump P from the reservoir R along the down line of pipes between
stations C and B and back along the up line of pipes between stations B and C, its
passage through the stations B and C being controlled by the valves as required by
the traffic. By opening the valves and 5 station C a train can be forced into the
lock situated between valves 1 and 7, by the water which has been pumped
from C to B and is on its way back to the reservoir R, valve 11 being lightly
loaded, water will not pass through it when the said valves 1 and 5 are open or
when the corresponding valves 2 and 6 of the other lock are open, but it will admit
the water to pass through it, when valves 1 and 2 are closed. If valves 14 and 18
are opened valve 10 will close automatically and a train can be forced (by the
water which is being pumped from the reservoir K) out of the lock lying between 12
and 18 and by opening the corresponding valves 15 and 19 of the other lock (14
and 18 being closed) a train will be expelled from it, but should both the
valves 14 and 15 be closed, then the water will be pumped into the down line
through the lightly loaded valve 10.
Similarly, trains are sent into and taken out of these locks from the station D by
its pumping plant, but when the entry to the locks is cut off by valves 12 and 13
being closed, then the water will pass through the lightly loaded valve 20, and
when no train is to be expelled from the two other locks, valves 3 and 4 being
closed, then the water also passes through the lightly loaded valve 9 and through
the up main line back to station D. Thus in this case also the circulation is
continuous, and the pressures in the up and down mains to the right of station C
are not affected by those of the up and down mains to the left thereof. E is the
high level terminus.
Instead of the return pipes discharging into the reservoir and the suction pipes
of the pumps drawing their main supply from the same, the pumps may draw
direct from the return pipes, using a reservoir only to compensate any loss of water
in the mains. The particular arrangement of pumps and reservoir would be
regulated in any case by local circumstances.
Any number of intermediate shunting and pumping stations may thus be
arranged according to the configuration of the country, and the terminus at the
other end of the line may either be arranged as shown at. A if it is at a lower
level than its mains or if at a higher level, then it will be of the simpler
character shewn as obviously no valves or locks will be required for extracting
the trains.

page_text: SHEET 2.
By this drawing are illustrated the pipes and trucks.
The pipes resemble the ordinary kind for holding and conveying water, and are
preferably of a circular shape for obtaining a maximum strength with a minimum
of material, but other sections may obviously be used when convenient. In the
inside of the pipes may be secured (or cast with them) rails of convenient section
and number two, three, or more-for guiding the trucks and to prevent them
from touching the sides of the pipes. The joints are made in any of the well
known methods.
The truck is preferably of an oblong cylindrical form either of plain iron or
steel or other material (wood for instance) or is corrugated as shown (Figure 1)
for better resisting heavy external pressure.
The right hand end of the truck (Figure 1) is permanently fixed to it and the
frame of the bogie may be either fixed to the end as shown or made detachable as
shown in Figures 3 and 4 where the horn plates 8 to which the axles are connected
are fixed to a circular plate 9, guided by ring 10 and secured in position by the
locking plate 11, which has four projecting ends or bolts that pass under the
plates 12 when actuated by the pinion 13. 14 (Figure 4) are inclines for guiding
the circular plate 9 into its correct position.
L
The trucks may be made to open in any suitable manner either at the sides or
ends. When the corers are at the ends they may be made as shown at the left
hand of Figure 1 and in Figures 5, 6, 7, 8, 9 and 10. The bogie, as at the right
hand end of the truck, has four wheels running upon the lower rails in the pipes
and two wheels on the apper rails (see also Figure 2). The methods of removing
the movable ends are as follows:-A stiffening piece is fixed to the end of the
corrugated steel cylinder and upon this ring are four segmental thickening bars b
having spaces between them, through which the bolts 3 can pass (see Figures 1
and 7). These bolts 3 are attached to a ring of angle iron 7 and pass through
slots 18 in the cover 19. When the cover is being put on the bolts 3 pass through
the spaces c till the ring 20 presses against the segments. The handle 2 is now
turned and with it the spindle 1 which turns the pinion 8 as described below. This
movement drives the rack 9 which is attached to the bolt ring 7 and causes the
bolts to pass along the slots 18 in the cover and behind the segments, thereby
locking the cover to the body of the truck. The tightening up of the ring 4, which
may be of rubber or other suitable material, is effected by continuing to turn the
handle 2 whereby (as will be explained below) the angle iron ring 6 is made to partly
rotate, causing the bolts 21 to travel into the sloping slots 22 thus pushing forward
the ring 5 and compressing 4. The working of the two motions-the first locking
the cover to the truck the second tightening the ring 4 by the same handle 2-is
effected by a kind of "jack-in-the-box" gear thus-The handle 2 is keyed so as
to drive the bevel wheel 14, but 2, 14 and 10 all work loose on the spindle 1, while
wheels 8 and 11 are keyed to 1. When the cover has been placed in position
handle 2 is turned and with it wheel 14. Two horizontal bevel wheels 23 and 24
turn upon an axis 25 inside wheel 10, and in this position wheel 14 cannot move
wheel 10, being prevented by cam 12 (see Figures 8, 9 and 10). Consequently
wheel 14 drives 23 and 24 which in their turn drive 11, which being keyed into
the spindle causes it to rotate and with it wheel 8 and rack 9 driving the ring 7
with its bolts 3.
The cam 12 being attached to wheel 11 turns with it and releases the cam
piece 13 which is attached to the ring 6 and the continued turning of the handle 2
now causes the wheel 10 to turn which moves the rack 26 thereby rotating the
ring 6 to which it is attached causing the bolts 21 to travel through the slots 22
thereby squeezing tight the rings 4. A stop 15 prevents the cam from making
more than half a revolution. 16 is a valve for admitting water into the truck
when it has to travel without a load and 17 is a valve for allowing the air to escape
while water is being admitted.

page_text: Several other covers for the trucks have been designed the object being to get a
cover which shall be quite water-tight when subjected to varying external pressure
and be readily opened and closed by ordinary unskilled workmen. Another mode
of fastening is shewn in Figures 5 and 6, the former being a longitudinal section
of the end of the truck and the latter an end view. In the centre of the cover
and passing through it is a spindle actuated from the outside by a capstan
head 2. At the other end of the spindle are bolts 3 which when the spindle is
partly rotated are caused to grip into suitably formed grooves in the inside part of
the tubular portion of the truck thereby locking the cover securely in position in a
manner similar to an ordinary door lock. At the rim of the cover a kind of
stuffing box is formed which is shown to consist of a groove formed in the cover
in which is laid a soft ring 4 (of rubber or other material). A gland 5 (attached
by arms 6 to a ring 7) bears against the ring 4 and can be forced against it with
any required pressure by means of a nut 8 made in the form of a capstan hend
which works on a screw 9 (through which the spindle 1 passes free) attached to
the cover by bolts 10 and pressing against the ring 7. There is an inner cover a
which may be used as a further protection to the goods in the truck. It is simply
taken out by the handles a similar cover and handle is shown on Figure 1. There
is a valve opened by the handle d admitting water into the truck in order to
weight it when empty and a valve e for allowing air to pass out as the water is
.admitted.
Sheet 3 shows further modifications of the truck and of means.for securing and
unlocking the moveable cover. Thus Figure 1 is a plan, Figure 2 a half elevation
and Figure 3 a cross section of a truck with four side wheels working against
suitable rails secured in the pipes, by this arrangement the length occupied by each
truck in the mains is shortened and the ends are not encumbered by the axles and
wheels.
Figure 4 is a half elevation of a truck with additional top and bottom wheels
and Figure 5 is the corresponding cross section. These additional wheels are for
guiding the trucks round sharp curves when the ordinary wheels cannot be used;
the side rails are omitted in the necessarily enlarged curved pipes and top and
bottom rails are substituted, simple means being adopted to enable the trucks to
pass from one set of rails to the other set. Instead of having side and also top and
bottom wheels the latter only may be used and be placed where shown or at the
ends of the trucks.
Figures 6 and 7 show an arrangement for firstly releasing the door, bringing it
into the position shown by Figure 6, and then swinging it on to the top of the
truck so as always to follow with it as shown by dotted lines. In suitable
bearings 0, secured to the door, are two eccentrics 1 which by means of levers 2
and cross bar 3 can be turned through about half a revolution. Through these
eccentrics passes loosely a cross bar 4 which can be revolved (also through. about
half a revolution) by the handles 5. On the ends of said cross-bar 4 are eccentric
pins which engage in the eyes of bar 6, hinged at the sides of the trucks at 7.
8 is a suitable guide bar for preventing the cover from tilting. The large eccentric
is for bringing the cover to or from the truck through a considerable space, while
the eccentric pins at ends of shaft 4 are for finally pressing the cover home in order
to make a tight joint. As shown by Figure 6, the handles 5 have first been
elevated, thereby turning the eccentric pins so as to release the covers from the
heavy pressure they had received by the locking, the handles 2 have also been
elevated whereby the door has been drawn forward into the position shown and it
is now ready for being swung on to the top of the truck as shown dotted, and
where it can be locked by suitable cramps.
Figures 8, 9 and 10 show further modifications of the cover which in this case is
hinged at the side, the mouth of the truck having for that purpose its otherwise
circular opening made straight at one side. 1, 1 are the hinges, 2 a swinging frame
for enabling the door, when opened, to lie flat or nearly so against the carrier, as
shown dotted. The seats of the hinge 3 are inclined or screw shaped so that the

page_text: Irame 2 is by the weight of the cover always forced towards the truck; this secures
the proper relative movements of the cover and frame so that the former opens
first and the frame folds back last, and conversely the frame closes first and the
cover last:
4 is a cross-bar with tightening screw 5, hand lever 4", and locking
bar 4; it can revolve about half a turn in bearings 6, and the ends 7 are specially
shaped and cranked so that while in position shown by Figure 8 they engage the
lugs 8 and prevent the cover from being forced open, while when turned half way
round by handle 4, they release the cover. In order to close the cover to this
type of truck it is swung into position, the cross bar 4 having first been turned so
that its ends clear the lugs 8, the bar 4 is next given a half turn whereby its ends
enter under the overhung parts of lugs 8, and the screw 5 is next tightened up,
which completes the operation. In the arrangement, shown by Figures 7 to 10,
the joints are made watertight by a rubber ring of special shape, secured to the
door and entering (when the door is closed) into a suitable groove in the front end
of the truck. The rubber (or other material) ring is sufficiently thick to be slightly
compressed on closing the door so as to prevent the entry of water, and its form is
such that it lies across the meeting faces of the cover and the truck, thereby
ensuring the joint being tighter, the greater the pressure of water becomes.
Figure 11 shows the rubber before the door has been tightly closed and Figure 12
shows the rubber when compressed by screw 5 (Figure 9).
All the said trucks of whatever construction are provided with suitable water-
valves, for partly or entirely filling with water and for emptying and also with
suitable air valves, as is usual in ordinary closed tank work. These valves are
indicated on Sheet 2 Figures 1 and 7.
Either of the foregoing arrangements provide ready means for unlocking,
removing, and again locking and making the cover water-tight previous to inserting
the truck into the pipes. Either two, three, or a greater number of wheels can be
employed at each end of the truck or at the sides and the trucks may be coupled
together in the usual manner to form trains. For such cases as where the trucks
are propelled by the force of the flowing water as illustrated on Sheet 1, means
are adopted for making them fit the pipes as closely as possible, and for that
purpose, a plate or shield is secured to each end of every truck fitting the pipe as
closely as practicable while leaving sufficient play between the shield and the pipe
and a portion of the pipe may be blocked by stationary material (as shown in the
section between the rails at ff on Figures 2 and 6 Sheet 2).
Means of signalling the presence of a train in any part of the pipe are obtained
by rollers (or inclines &c.) which project into the pipes and are caused to work up
and down (or sideways) by coming in contact with suitable projections on the
trucks. The said up and down or sideway movements are communicated to the
outside of the pipe by any well known means and are by electric currents (or
otherwise) forwarded automatically to the workers in the cabins already mentioned
containing the valve and switch levers.
On Sheet 8 is represented one mode of making the switch for trucks having side
wheels and the same arrangement is also employed when the said trucks are fitted
with additional top and bottom wheels but when these wheels are not used, the top
and bottom rails, shown on the drawing, are omitted.
Figure 1 is a sectional elevation, Figure 2 is an end view, looking from the main
pipe towards the double pipe or lock; Figure 3.is a cross section; and Figure 4 is
a sectional plan. In the main pipe the rails 1. 1. are carried by the pipe itself as
shown on Sheet 3, but in the conical enlargement 2 in which the switch works,
they are supported by flexible side plates 3, one end of which is secured to the
main pipe while the other end and several intermediate points are loosely attached
to angle or channel iron or otherwise formed frames 4, which assist to guide the
said plates with the rails between top and bottom guides 5 as shown, and which also
keep the rails at the proper gauge.
Friction rollers, as shown at 6, may also be
employed at either top or bottom or at both. The switch is shifted from one side
to the other by means of the connecting rod 7 acting on a stud or pin on one of
B

page_text: the cross frames 4, the lever 8 and shaft 9, the shaft being actuated from the
outside either by hand for small systems or by power for large systems. Stops 10
are provided in the internal part of the conical pipe so as to limit the extent of
movement of the flexible switch, thereby causing it to assume approximately the
desired curvature. It is self evident that other constructions of the switch and
other means of working it may be adopted, differing from those here described and
illustrated.
When the here described water carriage system is on entirely level ground the
trucks may be loaded with goods to any desirable extent according to their capacity
and strength, but when the line passes up or down hill and in such cases as where
the propelling power is a moving column of water, then the truck should by
preference be loaded in such a manner that the combined weight of load and
carrier is equal to the displacement of the truck.
By this latter mode of loading the whole train will practically float in the tubes,
the wheels of the carriers will only touch the rails lightly here and there, and there
will be no tendency for the train to move either backward or forward no matter to
what extent or in what direction the line may slope, but its movement will be
entirely controlled by the moving column of water, with a minimum of "slip."
As now and then one train will have somewhat greater resistance to being propelled
than another, either owing to careless loading or to a variation in axle friction or
from other causes, and as the result of such variations may cause two trains to
approach each other too near to be conveniently shunted into their respective locks
at the shunting station, means are provided, where considered necessary for
separating such trains (see Sheet 5).
Sheet 4 illustrates a modification of the arrangements to allow of trains being
passed down hill by means of a natural stream of water. Figures 1 and 14 show
an elevation and Figures 2 and 24 a plan. Figure 3 is a plan of a shunting station
shewn to a larger scale. The intake from the reservoir or lake into which the
stream discharges itself is arranged if necessary as already explained by Sheet 1;
and this line also is divided by shunting stations into suitable sections, so as to
limit the pressure of water in the pipes. Each shunting station has its pipes
provided with valves 1 to 10, see enlarged view, of which 5 and 10 are loaded
valves (the latter rather heavier loaded than the former) for the purpose of
breaking the force of the water and thus to prevent its transmission to the next
section. The working is as follows:-Assuming valves 1, 6, 4 and 9 to be open,
a train can then enter the lock between valves I and 8 and another train can leave
the lock 2 to 9, and vice versa, in either case the loaded valve 5 breaking the force
of the water, and the valve 10 remaining closed on account of its superior
loading. If both locks should be closed at the same time, or while changing over
the valves, the water will flow round the bye-pass through valve 10.
Hence the current is never interrupted, and any trains in the main line between
the stations will continue their course.
The other pipes shewn together with their valves 11, 12, 13 and 14 (see small
scale view) form the (before referred to) arrangement for separating two trains,
which may have approached too near to each other for convenient diversion into
separate locks.
By opening the valves 12 and 14, and closing 11 and 13 as also 4 and 6 or 3
and 7 as soon as the train which is following too close upon the previous one is in
a suitable position between 13 and 1 or 2 (as indicated by the signalling arrange-
ments previously described) the current will be diverted so as to enter between the
trains at a, thus sending the following train backwards the required distance, the
water at the back of the train flowing through 14 and 10 to b.
The interlocking of levers and other necessary details are as for the line
illustrated by Sheet 1, and the terminus at the foot of the hill is also as shewn on
same sheet at A for the down line.
For regulating the position of trains, either retarding them or accelerating them
the arrangement illustrated by Sheet 5 may be used, the positions of the trains

page_text: having been ascertained by the signalling gear above described. 1 is one of the
main pipes through which the trains travel, 2 is a bye-pass pipe having two, three
or more connections to the main pipe and governed by suitable throttle or other
valves, as shown so as to deliver or abstract the water at any desired point in the
main. 4 is a screw propeller or pump, driven at will by the operator in either
direction by a motor 5, or entirely stopped. By this arrangement it is readily seen
that water can be withdrawn from the front of the train and sent in behind it to
temporarily accelerate its speed, and vice versa, without interfering with the other
trains in the main.
22
Sheet 6 shews an arrangement for working trains up hill through stagnant water,
and forms a convenient "up" line for the "down line on Sheet 4. Figures 1
and 1 show an elevation and Figures 2 and 24 a plan. The arrangements are
extremely simple, the exchange stations having only four valves as shewn, though
safety valves, air valves and other adjuncts may be used where desired. For this
mode of transport the combined weight of trains and goods must obviously be less
than their displacement, so that their buoyancy may form the propelling force, and
the pipes through which the trains pass have necessarily larger diameters than for
the two other described plans so as to allow the water to pass backward behind the
advancing train the weight of the train and the clearance between the train and
pipe or both, being proportioned so as to obtain the desired speed according to the
prevailing slopes of the country.
For the purpose of checking the speed of any train following its predecessor
too closely a kind of water brake of which sections are shown by Figures 3 and 4
is used which consists as shewn of an enlargement of the main into which is
inserted a diaphragm with a central opening in it, fitting the trucks as closely as
possible, and with other openings which can be closed by valves the whole
resembling an annular "hit and miss valve.
23
When the valve is open the train passes freely along, the returning water
escaping through the valve openings but when it is partially or completely closed
the space through which the water can return is diminished and thus the speed of
motion of the trains is reduced, and the required separation of the trains is effected.
For inserting the trains in this system the shunting and pumping station is
arranged as shewn, ten valves being employed. The suction and delivery pipes are
marked "s" and "d" respectively. The station is by preference on a level and the
reservoir into which the pipes extend has its water level well above the tops of
the pipes so as always to keep them full of water. All the pipes of the station and
the main line pipes for a short distance uphill are of small size, fitting the trains
closely so that they may be readily propelled by the pumped current of water, but,
where clearly indicated, they are enlarged to the size necessary for this special
form of the water carriage system.
When valves 3, 7 and 9 are open and the pumping engine is working a train can
be drawn into the lock (1 to 7) the water being drawn away in front of it and
discharged into the reservoir, through which suitable rails are laid communicating
with loading and unloading sheds and warehouses. To expel a train the valves 3, 7
and 9 are closed and 1, 5 and 10 are opened, when the train will be forced out of
the station and into the enlarged sloping main pipe, through which it will travel of
its own accord as before described.
In place of employing only one pumping engine for the two locks, two engines
may be employed, by which means the trains can be made to follow each other in
closer succession.
For working either an "up" or "down" traffic through stagnant water, pipe
systems as illustrated by Sheet 7 may be employed, or only one pipe line may be
used for both the up and the down traffic, but of course at alternate times, and
the double locks previously described may be dispensed with. Figure 1 is an
elevation, Figure 2 is a plan and Figure 3 shows a terminus to a larger scale.
Terminus stations with pumps, pipes, and valves are employed as before, for
inserting trains and starting them on their course and for extracting them. The

page_text: main line is divided by sluices into sections so that the pressure at any portion
of the line shall never exceed the pre-determined amount for which the line has
been constructed, and this pressure will be that due to the vertical distance
between each alternate sluice, the intermediate sluice being necessarily open for the
passage of the train. Safety or relief valves and air valves, as also water brakes"
inay be employed as for the other line systems.
The arrangements at the termini are similar and are shown enlarged by the
figure at the bottom of sheet. 10 valves are required and one pump.
For entering a train the valves.1, 5, 7, 10 and 3 are open and the others closed,
water being extracted from the front end of the train and discharged into the
reservoir; whilst for expelling it from the lock (1 to 4) the valves 6, 7, 10, 2 and 4
are open, and the others closed, as shown. As soon as the train is fully in the
enlarged pipe it will travel of its own accord.
Means for entering and extracting trains can be provided at any intermediate
portions on the up or down lines of any of the systems by means similar to those
already described.
The foregoing description with drawings to illustrate it refers to only a few of
the modes of arranging this system of carriage in water (or other liquid) but it is
self evident that it admits of a variety of modifications, according to circumstances,
for instance, the pipes can be laid under towns, or under lakes and rivers where
other modes of carrying goods are not readily applicable; the trains (when heavily
énough loaded) can be worked down-hill, as well as up hill, through stagnant
water, thus dispensing entirely with pumping or the use of natural streams except
as far as may be necessary to maintain a constant supply of water and the
stagnant water arrangements may be combined with pumping arrangements, as the
country changes from slopes to planes, and numerous other changes may be made.
The apparatus and arrangements above described are those which will be
generally required when the distance from terminus to terminus is considerable.
In such cases the intermediate exchange stations with or without pumping engines
will be required. Where however the distance between the terminal stations
is not great and in places when it may be convenient to employ water or other
liquid at high pressure in the pipes the intermediate stations may be dispensed with
and the trucks may be allowed to proceed uninterruptedly from terminus to
terminus.
At intermediate stations additional pipes, valves and apparatus may be intro-
duced for the purpose of admitting trucks into the pipes and taking them out.
Such stations will consist of a combination of the arrangements and apparatus
above described for terminal stations and those described for exchange stations.
The above description sufficiently describes the general character of the invention
and the methods to be adopted in practice. The arrangement which will be required
in working any particular line of pipes and stations will depend upon local circum-
stances, such as the configuration of the ground, the nature of the water supply
available the classes of goods to be carried &c.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. For the conveyance of materials in pipes or tubes by means of currents of
water, the employment of trucks running on wheels propelled by the water currents
substantially as described.
2. The employment of lines of rails in the water pipes so arranged that the
wheels of the trucks may run either on the upper or lower rails according as
the truck with its contents is lighter or heavier than an equal volume of water.
3. The regulating the water in the pipes substantially as described so as to
eliminate the undue effect of gravity on gradients.
4. The arrangements substantially as described for regulating the water pressure
in lines of pipes and of passing the trucks from one section to another.

page_text: 5. The arrangements substantially as described for introducing the trucks into
and taking them out of the pipes with the arrangement of locks.
6. The application substantially as described of the force of natural streams
admitted into the pipes to propel the trucks and control the speed.
7. The arrangements substantially as described for opening and closing the
trucks.
8. The arrangements substantially as described for conveying goods up and
down hill by allowing the trucks to float up and sink down through pipes filled with
stagnant water.
9. The arrangements substantially as described for the regulation of the pressure
in such pipes by means of valves.
10. The arrangements substantially as described for taking heavy trucks up hill
by means of additional light trucks and taking light trucks down hill by additional
heavy trucks.
Dated this 25th day of April 1893.
HENRY DE MORGAN SNELL.