Improvements in Sliding Railways Operated by Hydraulic Propulsion.
Year: 1889

page_text: Date of Application, 21st Dec., 1889
Complete Specifcation Left, 17th Sept., 1890-Accepted, 25th Oct., 1890
UNAL SPECIFICATION.
Improvements in Sliding Railways Operated by Hydraulic
Propulsion.
I, CHARLES ARMAND ATHANASE BARRE, of 2 Rue Brochant Paris, France,
Engineer, do hereby declare the nature of this invention to be as follows:-
The present invention has for object improvements in sliding railways and refers
more particularly to
1. A starting and stopping cock for the propellers; which is tight and yet is not
subject to binding.
2. A propeller valve having a speed of closure depending on the loss of head
of the fluid passing through it and which loss is variable, and with an indeformable
stop surface.
8. Holders for the suspension springs of the vehicles, of such a length as to be
capable of being varied as desired, so as to enable the central horizontal plane of the
horizontal turbine on the vehicles to be caused to coincide with that of the nozzles of
the propellers.
ำ
4. An arrangement of parts, suitable for railways of great extent, for taking in
while the train is in motion the pressure water necessary to the sliding of the
shoes.
5. A form of rail so designed as to be readily rolled in steel, iron, or any other
malleable metal.
6. A special appliance serving to render tight the joints of the rails while permitting
of their free expansion.
7. A system of guidance for the shoes so as to allow of their passing points or
switches.
8. An arrangement of parts which allows the discharge of the shoes to be regulated
automatically by the flexure of the suspension springs.
To facilitate the comprehension of the invention reference is made to the
illustrative drawings annexed in which the letters of reference are special to each
figure.
1
The improved starting cock of the propellers is a three-way cock so constructed
that the three sections of the plug cannot yield under the action of the internal
pressure whatever their length may be, and in which the tightening is effected by an
elastic pressure.
Figs. 1, 2 and 3 illustrate by way of example, an arrangement of cock in which
these conditions are complied with. The three sections, A, B, C, of the plug (Fig. 3)
are separated by the passages of relatively great length h h' (Fig. 1); these sections
would bend under the action of the internal pressure if they were unsupported, and
the plug would consequently stick or bind in the casing.
In order to obviate this drawback, the three sections are according to this invention,
connected together by one or more transverse metallic partitions d, d¹ (Figs. 1 and 2)
cast in one with the plug. In this manner there is no liability to deformation of the
sections, however great inay be the internal pressure.
The plug is tightened in its seat in the casing by means of Belleville
washers R, R' (Fig. 1) which, acting as a spring, allow the tightening to be
graduated, and the benefit obtained by the rigidity of the sections herein before
described, to be retained.
The cylindrical portion ef of the plug and the part gh (also cylindrical) of
the plug (Figs. 1 and 2) prevent the formation of a shoulder from the wear of the
plug.
When suitably ground in, this arrangement of cock is tight, whatever may be
.

page_text: the internal pressure; further, it is not liable to bind and does not require
attention.
The propeller valve, or injector, is a valve whose speed of closing can be varied at
will by varying the loss of head produced by the discharge of the liquid and whose
stop surface being indeformable, and enclosed, can last indefinitely.
Fig. 4 illustrates by way of example an arrangement of valve in which these
conditions are complied with.
When the liquid flows through P P between the valve and its seat S S, there
is produced at R a loss of head resulting from the plane surface m, n which cuts
abruptly the parabolic cone m, n, O.
This loss of head depends on the extent of the circular surface m n and serves to
draw the valve towards its seat at the moment of closing. The greater this loss of
head the greater the speed of closing.
In order to vary this speed at will, the nose of the valve is composed of a series of
washers A B, C D, etc., the diameters of which increase gradually as they approach
the centre of the valve.
These washers are connected and tightened together by means of a central screw v.
Then by shortening the screw v according to requirement, and removing a suitable
number of the washers, the loss of head can be obtained which is requisite to attain
the required speed of closing.
The chief advantage of this arrangement is the capability of obtaining without
lengthy trials, the maximum speed of closing that may be reached without injurious
shock.
At the base of the valve is an annular groove in which are arranged stop
washers M N. The end of the stop piece is terminated by an annular concave
surface a b, cd, which by pressing upon the washers M N tends to tighten them
against the stem T. A ring E fixed by screws qq upon the base of the valve, forms
an internal projection that prevents the washers froin leaving their groove.
This arrangement serves to maintain the washers M M, N N, in a state of perfect
preservation so that said washers act excellently and for an indefinite period. The
holders of the suspension springs are arranged in such a manner as to allow
of the vehicle to be raised at will, without their point of support undergoing any
deflection.
Fig. 5 shews by way of example an arrangement of holders in which these
conditions are complied with.
The suspension rod S S' which bears upon the shoe Rand supports the longitudinal
frame plate LL, through the medium of the spring V and the guard plate P, is
guided in a suitable manner at G & G₁. This arrangement allows of imparting to the
holders M & M the desired inclination without inconvenience.
The said holders M & M¹ are terminated by screw-threaded cylindrical portions
passing through cylindrical collars e and e¹ capable of oscillation in the brackets C
and Ci by means of their pins t and t¹. These screw-threaded rods are provided with
nuts and lock nuts outside of the collars.
This arrangement thus enables the frame, as well as the vehicle it supports, to be
raised or lowered at will, and the central horizontal plane of the rectilinear turbine
placed under the vehicle, can be brought to coincide with the horizontal axis of the
nozzles of the propellers arranged in fixed positions on the track.
Another portion of this invention has reference to an arrangement of parts designed
to effect the delivery under pressure and into reservoirs placed under each vehicle of
the water escaping from the propellers arranged on the track, at the moment of the
passage of a train.
This water is designed to feed the shoes which support the
vehicles; the arrangement allowing of any desired distances being traversed without
stoppage.
Figs. 6 and 7 shew by way of example in horizontal semi-section, and in
vertical cross section respectively an arrangement of parts which fulfils these
conditions.
The horizontal turbine T, T, Fig. 6 situated under each vehicle is divided into

page_text: three portions; two TA & B T¹ of which have circular blades or vanes open on both
faces and adapted to receive the forward impulse of the propeller, whilst the third
portion A B has closed blades or vanes which do not receive the propelling impulse
and in which the water enters with a great quantity of air that it draws with it into
the reservoir R (Fig. 7).
The first portion of the closed blades of the part A B (Fig. 6) is tangential to the
line ab which represents the direction of the water at its entrance. These closed
blades gradually increase in width in two directions as they recede from the point of
entry of the water in order to diminish the velocity of the latter and to transform the
same into pressure in the reservoir R (Fig. 7) under the layer of air drawn in.
Valves H whose opening is limited by a stop, allow the water and air to penetrate
into the reservoir R, and they close again by their own weight and by the pressure as
soon as the action of the propeller ceases to make itself felt.
The reservoir is shewn here (Fig. 7) in two parts connected together at D D. in
order to allow of the adjustment of the valves H upon their seats to correspond to the
different sections m m m (Fig. 6) of the closed blades.
A joint CC' allows the reservoir to be connected to the closed blades carried by the
turbine.
A valve situated at E (Fig. 7) regulated by means of a spring in tension or.
compression capable of being varied at will, allows of the escape of the excess of
air drawn in. A pipe F which passes down to the bottom of the reservoir R
(Fig. 7) serves to distribute the water to the shoes. A cock may be arranged on
this pipe F. By means of this arrangement, with water in the inain. conduit of
the track at a pressure of 10 kilogrammes per cub. cent., for instance, and pro-
pellers having a sectional orifice of 56 square centimetres which discharge 210 litres
under this pressure, and with a length A B (Fig. 6) equal to 2 metres, a vehicle
supported by four shoes, each discharging 1 litre per second, will store up in its
reservoir R at the passage of each propeller, a volume of water which will allow
it to travel for a constant distance of 105 meters, whatever the speed of the train
may be.
The propellers being arranged 100 metres apart, it will be understood that with the
arrangement of parts hereinbefore described, a sliding train will be able to travel for
any desired distance without stopping.
The rail is of channelled section and of a form which can be rolled.
Fig. 8 shews by way of example a section of rail in which these conditions are
complied with. The sides a b, c d have a sufficient draw to enable the metal to pass
out easily from the rolls.
The feet or flanges CD are sufficiently wide and strong to withstand the strains
imposed by the load during the working of the railway, and to receive the screws,
spikes or cramps used to fasten the rail upon the longitudinal or cross sleepers, or the
masonry provided for the purpose upon the track.
The form of joint for rolled rails consists of a special piece introduced between two
adjacent rails. This piece is connected to the rails by rubber strips or hands that
ensure the tightness of the joints and the free expansion of the rails, as also by
projections which prevent the rails getting out of line.
Figs. 9, 10, 11, 12 shew by way of example an arrangement of joint in which these
conditions are fulfilled.
Fig. 9 is a longitudinal section of the rails and of the joint, shewing the special
piece P. This piece which is of cast metal, has projections ab that engage with each
of the two rails R and R' under the head, whilst other projections c and d engage with
the rails above the lower flanges or feet; and the projections ef (Fig. 10) bear
internally against the upper parts of the sides of the rail.
It will be readily seen that this construction of the piece P will resist any tendency
of the rails to get out of line with one another.
The grooves i, k, l, (Fig. 10) serve to receive the rubber strips or bands m and n
Fig. 9, designed to ensure the tightness of the joints whilst allowing of the free
expansion of the rails.

page_text: The teeth g, h, (Fig. 9) are caused by the tightening up of the screws T and T¹
to become embedded in the sleeper which supports the rails, in such a manner as
to provide the same amount of play at m and for each rail.
Each of the rails carries at the centre of its length (as shown at V Figs. 13
and 14) a transverse metallic key embedded for half its thickness in the rail and
to a similar extent also in the sleeper. This arrangement allows the rail to
expand at its two ends and prevents it from shifting longitudinally when the
trains stop.
The guiding of the shoes is effected by means of guides arranged outside each line
of rails and which by being constructed so as to be movable at will at the places of the
change of track, allow of simple and easy switching.
Figs. 15, 16, 17, 18, 19, and 20, shew by way of example an arrangement of guides
in which these conditions are fulfilled.
A channel shaped iron bar placed on the flat, and shewn at A B (Figs. 15, 16
and 17) is situated a little above the level of the head of the rail and on the outside
of the latter. It is bolted at intervals on brackets S that are attached to the side of
the rail by means of bolts C and screws D.
Fish plates G H (Figs. 16 and 20) serve to connect together the successive bars
forming the same line of guidance, and to keep the same in alignment.
The shoes are provided throughout their entire length with a horizontal rib E
(Fig. 15) that travels at a few millimetres distance from the guide A B and by
coming from time to time into rubbing contact with the latter, serves to maintain
the shoe upon its rail.
In order to reduce this friction to a minimum, even at the greatest speed of the
shoes, the rib E of the shoe (Figs. 15 and 16) is provided at its two ends with a
lubricating cup furnished with a wick for maintaining the rubbing surfaces in astate of
good lubrication.
The pressure of the rib E (Fig. 15) upon the guide A B takes place in a plane M N
passing through the lower surface a b of the guide and through the centre of the
lateral pressure of the lower part of the suspension rod.
At the place where there occurs a change of track (Fig. 18) the guides n, o, l, v
and m, p, g are cut at o, l, p and q; they can rotate about pivots at o and p. These
two parts ol and p q which fulfil the functions of switch tongues are connected
together by an arrangement of rods rrr, which pass under the rails.
A piece o ¹¹ also capable of rotation about the point o is connected with the two
switch tongues by the arrangement of rods rr, and allows of the requisite movement
being imparted to the whole, by means of an operating lever and working against a
sector with two end notches (Fig. 19).
By means of this arrangement the switch tongues o land p q may be caused to turn
into the position shewn at o 11 and p q¹ (Fig. 18); it will be understood that the shoes
will then be forced to pass from the main track on to the adjacent track, where the
guides q¹ 8 and 1v1 will continue to guide them.
One of the features of my invention is an arrangement of parts for automatically
regulating the discharge of the shoes by the deflection of the suspension springs when
varying loads cause the latter to deflect more or less.
Fig. 21 illustrates by way of example an arrangement of parts in which these
conditions are complied with. The figure is a part vertical section through the
longitudinal axis of the shoe.
The water is supplied to the interior of the shoe P through the pipe A and the
throttle valve box BC. In this box is a butterfly throttle valve D mounted on a shaft
provided on its outer portion with a lever arm F G shewn in dotted lines in the fig.
This lever is actuated by a connecting rod E fixed at o upon the guard plate to which
are attached the holders of the suspension springs. A slot a b formed in the lever F G
and another slot cd in the upper head of the connecting rod allow of the travel of the
butterfly valve to be adjusted by means of a vertical movement imparted by the guard
plate Gi
When the vehicle is empty, that is to say, when the shoe is carrying its minimum

page_text: load, the butterfly valve is adjusted in such a manner as to allow of the passage of the
minimum quantity of water necessary to raise the shoe and enable sliding to take
place.
Likewise when the vehicle is loaded and the guard plate G₁ has moved as near as
possible to the shoe, the butterfly valve is again adjusted to allow of the passage under
these conditions of the minimum volume of water necessary for the sliding movement.
When once this regulation has been effected, at starting, it will be seen that for the
various loads that the shoe will be capable of supporting and that cause different
vertical movements of the guard plate G¹ by reason of the different deflections of the
suspension spring, the butterfly valve will assume corresponding positions and in each
of them will give the minimum discharge of the shoe.
Dated this 21st day of December 1889.
Improvements in Sliding Railways Operated by Hydraulic
Propulsion.
I, CHARLES ARMAND ATHANASE BARRE, of 2 Rue Brochant, Paris, France,
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 has for object improvements in sliding railways and refers more
particularly to
1. A starting and stopping cock for the propellers, which is tight and yet is not
subject to binding
2. A propeller valve having a speed of closure depending on the loss of head of the
fluid passing through it, and which loss is variable, and with an indeformable stop
surface.
3. Holders for the suspension springs of the vehicles, of such a length as to be
capable of being varied as desired, so as to enable the central horizontal plane of the
horizontal turbine on the vehicles to be caused to coincide with that of the nozzles of
the propellers.
4. An arrangement of parts, suitable for railways of great extent, for taking in
while the train is in motion the pressure water necessary to the sliding of the shoes.
5. A form of rail so designed as to be readily rolled in steel, iron, or any other
malleable metal.
6. A special appliance serving to render tight the joints of the rails while permitting
of their free expansion.
7. A system of guidance for the shoes so as to allow of their passing points or
switches.
8. An arrangement of parts which allows the discharge of the shoes to be regulated
automatically by the flexure of the suspension springs.
To facilitate the comprehension of the invention reference is made to the drawings
filed with my Provisional Specification in which the letters of reference are special to
each figure.
The improved starting cock of the propellers is a three-way cock so constructed
that the three sections of the plug cannot yield under the action of the internal
pressure whatever their length may be, and in which the tightening is effected by an
elastic pressure.
Figs. 1, 2 and 3 illustrate by way of example, an arrangement of cock in which
these conditions are complied with. The three sections, A, B, C, of the plug (Fig. 3)
are separated by the passages of relatively great length h h¹ (Fig. 1); these sections
would bend under the action of the internal pressure if they were unsupported, and
the plug would consequently stick or bind in the casing.

page_text: In order to obviate this drawback, the three sections are according to this invention,
connected together by one or more transverse metallic partitions d, d' (Figs. 1 and 2)
cast in one with the plug. In this manner there is no liability to deforination of the
sections, however great may be the internal pressure.
The plug is tightened in its seat in the casing by means of Belleville washers R, R¹
(Fig. 1) which, acting as a spring, allow the tightening to be graduated, and the
benefit obtained by the rigidity of the sections hereinbefore described, to be retained.
The cylindrical portion ef of the plug and the part gk (also cylindrical) of the
plug case (Figs. 1 and 2) prevent the formation of a shoulder from the wear of the
plug.
When suitably ground in, this arrangement of cock is tight, whatever may be the
internal pressure; further, it is not liable to bind and does not require attention.
The propeller valve, or injector, is a valve whose speed of closing can be varied at
will by varying the loss of head produced by the discharge of the liquid and whose
stop surface being indeforinable, and enclosed, can last indefinitely.
Fig. 4 illustrates by way of example an arrangement of valve in which these
conditions are complied with.
When the liquid flows through P P between the valve and its seat S, S, there is
produced at the nose R of the valve a loss of head resulting from the plane surface mn
which cuts abruptly the parabolic cone m, n, O.
This loss of head depends on the extent of the circular surface m n and serves to
draw the valve towards its seat at the moment of closing. The greater this loss of
head the greater the speed of closing. In order to vary this speed at will, the nose of
the valve is composed of a series of washers A, B, C D, etc. the diameters of which
increase gradually as they approach the centre of the valve. These washers are
connected and tightened together by means of a central screw v. Then by shortening
the screwv according to requirement, and removing a suitable number of the washers,
the loss of head can be obtained which is requisite to attain the required speed of
closing.
The chief advantage of this arrangement is the capability of obtaining without
lengthy trials, the maximum speed of closing that may be reached without injurious
shock.
At the base of the valve is an annular groove in which are arranged stop
washers M N. The end of the stop piece is terminated by an annular concave
surface a b, c d, which by pressing upon the washers M N tends to tighten them
against the stem T. A ring E fixed by screws q q upon the base of the valve, forms
an inner projection that prevents the washers from leaving their groove.
This arrangement serves to maintain the washers M M, N N, in a state of perfect
preservation so that said washers act excellently and for a long period. The holders
of the suspension springs are arranged in such a manner as to allow of the vehicle
being raised at will, without their point of support undergoing any deflection.
Fig. 5 shows by way of example an arrangement of holders in which these
conditions are complied with.
The suspension rod S S which bears upon the shoe R and supports the longitudinal
frame plate LL, through the medium of the spring V and the guard plate P, is
guided in a suitable manner at G & G¹. This arrangement allows of imparting to the
holders M & M the desired inclination without inconvenience.
The said holders M & M are terminated by, screw-threaded cylindrical portions
passing through cylindrical collars e and e¹ capable of oscillation in the brackets C
and C by means of their pins tand t¹. These screw-threaded rods are provided with
nuts and lock nuts outside of the collars.
This arrangement thus enables the frame, as well as the vehicle it supports, to be
raised or lowered at will, and the central horizontal plane of the rectilinear turbine
placed under the vehicle, can be brought to coincide with the horizontal axis of the
nozzles of the propellers arranged in fixed positions on the track.
Another portion of this invention has reference to an arrangement of parts designed
to effect the delivery under pressure and into reservoirs placed under each vehicle of

page_text: the water escaping from the propellers arranged on the track, at the moment of the
passage
of a train. This water is designed to feed the shoes which support the
vehicles, this arrangement allowing of any desired distances being traversed without
stoppage.
Figs. 6 and 7 show by way of example in horizontal semi-section, and in vertical
cross section respectively, an arrangement of parts which fulfils these conditions.
The horizontal turbine T, T, Fig. 6 situated under each vehicle is divided into three
portions; two TA & BT of which have circular blades or vanes open on both faces
and adapted to receive the forward impulse of the propeller, whilst the third
portion A B has closed blades or vanes which do not receive the propelling impulse
and in which the water enters with a great quantity of air that it draws with it into
the reservoir R (Fig. 7).
The first portion of the closed blades of the part A B (Fig. 6) is tangential to the
line ab which represents the direction of the water at its entrance.
These closed
blades gradually increase in width in two directions as they recede froin the point of
entry of the water in order to diminish the velocity of the latter and to transform the
same into pressure in the reservoir R (Fig. 7) under the layer of air drawn in.
Valves H whose opening is limited by a stop, allow the water and air to penetrate
into the reservoir R, and they close again by their own weight and by the pressure as
soon as the action of the propeller ceases to make itself felt.
The reservoir is shewn in Fig. 7 as made in two parts connected together at D D¹
in order to allow of the adjustment of the valves H upon their seats to correspond to
the different sections m m m (Fig. 6) of the closed blades.
A joint CC¹ allows the reservoir to be connected to the closed blades carried by the
turbine.
A valve situated at E (Fig. 7) regulated by means of a spring in tension or com-
pression capable of being varied at will, allows of the escape of the excess of air drawn
in. A pipe F which passes down to the bottom of the reservoir R (Fig. 7) serves to
distribute the water to the shoes. A cock may be arranged on this pipe F. By
means of this arrangement, with water in the main conduit of the track at a pressure
of 10 kilogrammes per cubic centimetre, for instance, and propellers having a sectional
orifice of 56 square centimetres which discharge 210 litres under this pressure, and
with a length AB (Fig. 6) equal to 2 metres, vehicle supported by four shoes, each
discharging 1 litre per second, will store up in its reservoir R at the passage of each
propeller, a volume of water which will allow it to travel for a constant distance of
105 metres, whatever the speed of the train may be.
The propellers being arranged 100 metres apart, it will be understood that with the
arrangement of parts hereinbefore described, a sliding train will be able to travel for
any desired distance without stopping.
The rail is of channelled section and of a form which can be rolled.
Fig. 8 shews by way of example a section of rail in which these conditions are
complied with, The sides a b, c d have a sufficient draw to enable the metal to pass
out easily from the rolls.
The feet or flanges CD are sufficiently wide and strong to withstand the strains
imposed by the load during the working of the railway, and to receive the screws,
spikes or cramps used to fasten the rail upon the longitudinal or cross sleepers, or the
masonry provided for the purpose upon the track.
The forin of joint for rolled rails consists of a special piece introduced between two
adjacent rails. This piece is connected to the rails by rubber strips or bands that
ensure the tightness of the joints and the free expansion of the rails, as also by
projections which prevent the rails getting out of line.
Figs. 9, 10, 11, and 12 shew by way of example an arrangement of joint in which
these conditions are fulfilled.
Fig. 9 is a longitudinal section of the rails and of the joint, shewing the special
joint piece P. This piece which is of cast metal, has projections a b that engage with
each of the two rails R and R' under the head, whilst other projections c and d engage

page_text: with the rails above the lower flanges or feet; and the projections e ƒ (Fig. 10) bear
internally against the upper parts of the sides of the rail.
It will be readily seen that this construction of the joint piece P will resist any
tendency of the rails to get out of line with one another.
The grooves i, k, l, (Fig. 10) serve to receive the rubber strips or bands m and n
Fig. 9, designed to ensure the tightness of the joints whilst allowing of the free
expansion of the rails.
The teeth, g (Fig. 9) are caused by the tightening up of the screws T and T¹ to
become embedded in the sleeper which supports the rails, in such a manner as to
provide the same amount of play at m and n for each rail.
Each of the rails carries at the centre of its length (as shown at V Figs. 13 and 14)
a transverse metallic key embedded for half its thickness in the rail and to a similar
extent also in the sleeper. This arrangement allows the rail to expand at its two ends
and prevents it from shifting longitudinally when the trains stop.
The guiding of the shoes is effected by means of guides arranged outside each line
of rails and which by being constructed so as to be movable at will at the places of the
change of track, allow of simple and easy switching.
Figs. 15, 16, 17, 18, 19, and 20, shew by way of example an arrangement of guides
in which these conditions are fulfilled.
A channel shaped iron bar placed on the flat, and shewn at A B (Figs. 15, 16,
and 17) is situated a little above the level of the head of the rail and on the outside of
the latter. It is bolted at intervals on brackets S that are attached to the side of the
rail by means of bolts C and screws D.
Fish plates G H (Figs. 16 and 20) serve to connect together the successive bars
forming the saine line of guidance, and to keep the same in alignment.
The shoes are provided throughout their entire length with a horizontal rib E
(Fig. 15) that travels at a few millimetres distance from the guide A Band by coming
from time to time into rubbing contact with the latter, serves to maintain the shoe
upon its rail.
In order to reduce this friction to a minimum, even at the greatest speed of the
shoes, the rib E of the shoe (Figs. 15 and 16) is provided at its two ends with a
lubricating cup F furnished with a wick for maintaining the rubbing surfaces in a
state of good lubrication.
The pressure of the rib E (Fig. 15) upon the guide A B takes place in a plane M N
passing through the lower surface a b of the guide and through the centre of the lateral
pressure of the lower part of the suspension rod.
At the place where there occurs a change of track (Fig. 18) the guides n, o, l, v,
and m, p, q, sare cut at o, l, p, and q, they can rotate about pivots at o and p. These
two parts ol and p q which fulfil the functions of switch tongues are connected
together by an arrangement of rods rrr, which pass under the rails.
A piece also capable of rotation about the point o is connected with the two
switch tongues by the arrangement of rods rr, and allows of the requisite movement
being imparted to the whole, by means of an operating lever (Fig. 19) working against
a sector with two end notches.
By means of this arrangement the switch tongues ol and p q may be caused to turn
into the position shewn at o l' and p q¹ (Fig. 18); it will be understood that the shoes
will then be forced to pass from the main track on to the adjacent track, where the
guides q's and will continue to guide them.
Another part of my invention relates to an arrangement of parts for automatically
regulating the discharge of the shoes by the deflection of the suspension springs when
varying loads cause the latter to deflect more or less.
Fig. 21 illustrates by way of example an arrangement of parts in which these
conditions are complied with. The figure is a part vertical section through the
longitudinal axis of the shoe.
The water is supplied to the interior of the shoe through the pipe A and the
throttle valve box B˚C. In this box is a butterfly throttle valve D mounted on a

page_text: shaft provided on its outer portion with a lever FG shewn in dotted lines. This lever
is actuated by a connecting rod Efixed at o upon the guard plate to which are attached
the holders of the suspension springs. A slot ab formed in the lever F G and another
slot c d in the upper head of the connecting rod allow of the travel of the butterfly
valve to be adjusted by means of a vertical movement imparted by the guard
plate G¹.
When the vehicle is empty, that is to say, when the shoe is carrying its minimum
load, the butterfly valve is adjusted in such a manner as to allow of the passage of
the minimum quantity of water necessary to raise the shoe and enable sliding to
take place.
Likewise when the vehicle is loaded and the guard plate G! has moved as near as
possible to the shoe, the butterfly valve is again adjusted to allow of the passage
under these conditions of the minimum volume of water necessary for the sliding
movement.
When once this regulation has been effected, at starting, it will be seen that for the
various loads that the shoe will be capable of supporting and that cause different
vertical movements of the guard plate G¹ by reason of the different deflections of the
suspension spring, the butterfly valve will assume corresponding positions and in each
of them will give the minimum discharge of the shoe.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
In a railway of the kind hereinbefore described, in which vehicles are caused to
slide by hydraulic propulsion.
1. The three-way cock in which the three sections of the plug are connected
together by transverse diaphragmns that prevent their bending under the action of the
internal pressure, and the plug is tightened in an elastic inanner, substantially as
herein before described with reference to Figs. 1, 2 and 3 of the drawings.
2. The propeller or injector valve in which the speed of closing can be varied at
will by giving to the nose of the valve a surface m-n of greater or less area, and in
which material forming the stop surface is confined and secured around the stem of
the valve by the valve stop, when the valve is open substantially as hereinbefore
described with reference to Fig. 4 of the drawings.
3. The arrangement of holders for the suspension springs of a vehicle, in which each
holder has a screw-threaded stem that passes through an oscillating collar and allows.
of the frame of the vehicle being raised or lowered so that the rectilinear turbine
carried by the vehicle can be caused to coincide with the nozzle of the propellers or
injectors arranged on the track, substantially as herein before described with reference
to Fig. 5 of the drawings.
1. The hereinbefore described construction of rectilinear turbine applied under the
vehicle to be propelled and so arranged as during the progress of the vehicle, to receive
water passing out of the propellers of the track and to store such water under pressure
in reservoirs arranged under the frame of the vehicle whence it can be fed to the
slide shoes substantially as hereinbefore described with reference to Figs. 6 and 7 of
the drawings.
5. A rail of the form illustrated in Fig. 8, made of iron or steel by rolling as
described.
6. The cast iron or steel joint piece P for rolled rails, which ensures the tightness
of the joint between two rails, allows of the free expansion of the rails, and resists any
tendency of the rails to get out of line substantially as hereinbefore described with
reference to Figs. 9 to 14 inclusive of the drawings.
7. The arrangement for guiding the shoes, in which guides carried by the rails are
movable where changes of track occur and act as switch tongues to cause the shoes to
pass from one track to another, substantially as hereinbefore described with reference
to Figs. 15 to 20 inclusive of the drawings.
8. The combination and arrangement of parts in which the entry of the water into

page_text: a sliding shoe is regulated by means of a butterfly valve that is operated by the guard
plate as the same is moved vertically under the influence of the deflection of the
suspension spring, so that whatever the position of the guard plate the valve will give
the minimum discharge, substantially as hereinbefore described with reference to
Fig. 21 of the drawings.