IMPROVEMENTS IN RAILWAYS AND IN RAILWAY ROLLING STOCK, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER PURPOSES
Year: 1869

page_text: LETTERS PATENT to Louis Dominique Girard, of Faubourg Poissonnière,
Paris, in the Empire of France, Civil Engineer, for the Invention
of "IMPROVEMENTS IN RAILWAYS AND IN RAILWAY ROLLING STOCK, PARTS
OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO OTHER PURPOSES."
Sealed the 18th February 1870, and dated the 23rd August 1869.
COMPLETE SPECIFICATION filed by the said Louis Dominique Girard
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 23rd August 1869, pursuant to the 9th
Section of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, L, LOUIS
DOMINIQUE GIRARD, of Faubourg Poissonnière, Paris, in the Empire
of France, Civil Engineer, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS
IN RAILWAYS AND IN RAILWAY ROLLING STOCK, PARTS OF WHICH IMPROVEMENTS
ARE ALSO APPLICABLE TO OTHER PURPOSES," and have petitioned Her Majesty
to grant unto me, my executors, administrators, and assigns, Her Royal
Letters Patent for the same, and have made solemn Declaration that I
verily believe myself to be the first and true Inventor thereof.
NOW KNOW YE, that I, the said Louis Dominique Girard, do hereby
declare that the following Complete Specification, under my hand and

page_text: seal, fully describes and ascertains the nature of my said Invention,
and the manner in which the same is to be performed, reference being
had to the Drawings hereto annexed and forming part of this Specification,
and to the figures and letters marked thereon, that is to say :-
My Invention consists mainly in the construction of a railway for
express speeds having for motive power the pressure of water forced
into a conduit by means of steam or hydraulic engines, and in the
rolling stock employed therewith. This mode of locomotion is based
on the principle of the intermittent injection of water at a high
pressure from the conduit through openings suitably arranged and
placed at suitable distances apart on paddles of a suitable curve, placed
underneath the carriages which slide on a level or inclined way by
means of skids, under which water is injected at a certain pressure for
the purpose of diminishing the friction. By this arrangement I obtain
a forward and backward movement by means of a series of successive
impulsions, increasing gradually the speed until a uniform movement
has been produced or a given speed attained. The way also being
rectilinear it follows that the stoppages of the trains can only take place
at intervals sufficiently far apart, and it will be obligatory not to stop
at intermediate stations. For these reasons it will be necessary to form
on the side of the rectilinear main line at stations a long distance apart
and intended to be travelled over at express speed one or several
rectilinear or curved secondary lines with stations close together which
can be run over at a much lesser speed. Water at a high pressure
being the motive power, it will be necessary to employ engines for the
purpose of sucking and forcing the water in the common conduit and
in the secondary pipes for the supply of the traction power. When
there are currents of water sufficiently rapid and abundant having a fall
sufficiently powerful to supply the water and the necessary power on
the line it is advantageous to make use of them and to form reservoirs
of water for the purpose above stated. When there are no falls of water
it becomes necessary to employ steam engines constructed according to
the requirements for forcing the water. Whatever the motive power
employed 1 make use of a construction of pump possessing the qualities
of speed and economy of working.
My Invention is divisible into three classes of improvements,―
Firstly. The improved arrangements relating to the construction aud
laying of the permanent way.

page_text: Secondary ways.
Thirdly. The improvements in the fixed plant in the motive power
engines and in the pumps.
I will now successively describe these three divisions.
Firstly. Parts relating to the permanent way.
Figure 1, Sheet 1, and Figure 2, Sheet 1, represent respectively a plan
and a transverse section of the general arrangement which I adopt for
the main line of my improved railway. It is composed of a conduit
A, A, in which I force back the water to a suitable pressure, for
example, about thirty atmospheres, to obtain a speed of about seventy-
five to one hundred miles per hour by means of engines and pumps,
which I will herein-after describe. The conduit A is placed between
the two cast-iron rails D in a longitudinal trench, and it receives water
from the engines, pumps, and reservoirs placed at suitable distances
apart. As this tube will be subjected to variable temperatures it is
constructed so as to expand and contract freely without its length being
altered or its position changed.
Sheet 3 shows an arrangement for compensating for the effect of
expansion and contraction. Figure 3 shews the combination of two con
secutive pipes. An india-rubber washer C is placed on the joint between
two cast-iron flanges B, and above an iron hoop D, preventing the
india-rubber washer from projecting outside. In fastening the bolts E
the flanges B come together, and the washer C takes the form repre-
sented in Figure 2, thus rendering the joint impervious to air and water;
Figure 6 represents a section, and Figure 4 an elevation of a complete
joint; Figure 5 is a transverse section, and Figure 1 a general plan of
the conduit. On each side of this cast-iron tube are two pieces of
These lines
masonry M, on which are formed the two lines of rails D.
are composed of two parallel cast-iron rails suitably united to the pieces M
and provided with flanges d. Iron tie pieces E, E, placed at suitable
distances apart permit of bringing the rails together, of separating them,
These two
and keeping them parallel, as shewn in detail Figure 3.
lines of rails are suitably laid to permit of the skids of the carriages
running over them, as herein-after described. As the effect of the
expansion or contraction is to be neutralised as herein-before described

page_text: with regard to the line of conduits, I obtain this result by an improved
arrangement, represented in plan Figure 3, and in transverse section
Figure 4, Sheet 1. From distance to distance, for example, every one
hundred yards, the ordinary joint of two consecutive rails is replaced by a
cast-iron wedge F, the side of which P, P¹, is constantly pressed against by
a spring R. This wedge is of a triangular form; the two angles m, m³, n,
and m¹, m, n, are about forty.five degrees, and the extremities of the
adjacent rails should be cut so as to be fitted thereto. Suppose, for
example, an expansion in the way or line takes place, the two rails on the
right and left will press the cast-iron wedge, which will project on the
exterior of the line or way compressing the spring R; if on the contrary
a contraction of the rails takes place, the space becoming free, the spring
will force the triangular wedge to fill up the space produced by the con-
traction, and in both cases the contiguity of the different parts of the
way will be obtained. The injectors for projecting the compressed water
on the paddles placed under the carriages for producing and accelerating
their movement are placed as already described at variable distances
according to the curve, the inclination, and other circumstances of the
line. On the rectilinear parts and on a level I place the injectors at
about one hundred yards one from the other without restricting myself
to that distance; I generally place two side by side, the first injector B,
Figure 1, for giving the forward motion, the second B₁ for giving the
back motion. They communicate with the general conduit by means
of a flange C, C1, and opposite to them is generally placed a compressed
air regulator, the object of which is to counteract the sudden diminution
of pressure which takes place on the opening of the injector as well as
the increase of pressure which takes place on the closing of this injector
when the carriage has passed. The air regulator is composed of a pipe G,
Figures 1 and 2, Sheet 1, putting in communication the general
conduit A with the reservoir H full of compressed air. This latter is
formed of a vertical cast-iron tube, at the lower part of which is an india-
rubber partition J serving to separate the air from the water which
would absorb it; the extent of its motion is stopped towards the upper
part by a metallic cap L moveable at the end of a vertical rod' I, forming
.a projection at the exterior. A valve K placed lower down serves to
prevent the egress of the compressed air in case of a strong diminution
of water pressure in the conduit. The action of the automatic injector
represented in Figures 8 and 9, Sheet 3, is as follows:-The working

page_text: being effected by means of water in the conduit, this injector is composed
of a valve a closing the opening of the injector and furnished with a
rod T connected with a single action piston P. It passes through india-
rubber washers M, which serve to lessen the shock of the piston and
cause the closing of the same. The water from the conduit is brought
by a pipe furnished with a three-way cock. The first carriage of the
train is provided with a tappet or projection opening by a lateral pressure
the cock and admitting water behind the piston. The pressure causes
the valve to open suddenly, and the injection is produced until the
tappet of the last carriage opens the cock in such a manner as to cause
the water to pass above the piston. The india-rubber washer then
commences to push it, brings back the valve towards its seat, and then
the pressure of the water causes it to shut suddenly and without shock,
as the section of the opening which admits the water compared with the
section of the piston is very small, so that the speed of this piston can
only be small. When required to change the line it becomes necessary
to construct a peculiar arrangement of switches analogous in its effects
to that employed on existing railways, the means of guiding the move-
ment of the carriage being here placed on the rails and not on the wheels
or on the skids.
Figures 1, 2, 3, 4, 5, 6, 7, Sheet represent this peculiar arrange-
ment. From the point where the line should be crossed by another
line I adapt on the two rails a moveable flange E opposite the 'fixed
flange D, and serving to retain the skids of the carriage until the flange
of the new line can insure its direction. The movement is given to
the flange E by means of an arm of a lever G jointed at L, and re-
ceiving its movement from a rod H, which is placed across the line and
united to an arrangement of counter weighted balance levers I, J, K, L,
Figures 4 and 5, similar to the arrangement serving to work the
ordinary railway switches. The moveable flange E when drawn in one
direction or another by the bar H turns round an axis F, and can be
lowered on to the ground or on to the rail as desired. Figure 1 and the
left part of Figure 2 show the raised flange and the skid engaged in
the line by means of a piece C fixed at its lower part and enclosing
the upper part of the moveable flange E. The right hand part of
Figure 2 shews the flange lowered and the skid exclusively guided by
the fixed normal flange D of the rail A. Figure 3 shows a plan of this
arrangement, and Figure 6 the whole of the crossing point of two

page_text: complete lines.
Figure 7 represents a joint of the rail and the fixed
flange for changing the line at the end of the moveable flange.
As herein-before described the adoption of my system renders it necessary
to construct lines similarly rectilinear, on which stations are far enough of
one from the other. It will be necessary therefore to construct lateral
secondary lines connecting to the principal line the stations of less im-
portance or branching off from this line. I will herein-after describe in
reference to the rolling stock the system which I prefer employing for
running over this line. It will be composed of rails entirely similar to those
employed on ordinary railways, and the carriages which run upon them
being also suitable for ordinary lines of the existing network with which
the sliding lines may be thus connected. A conduit of water supplied by
special machinery or connected to the pipe of the principal line will
follow it in its whole length, carrying from distance to distance, that is
to say, at intervals of a mile or less if necessary, either in consequence
of the incline or through the stations to be called at, tubular water
nozzles, by means of which the hydraulic carriage may receive a fresh
supply of motive water as herein-after described to enable it to run
over a further distance. In cases where this line is too far from the
sliding way, and the branched pipe on the chief conduit becomes too
costly, smaller machinery placed at the stations may be used, serving
to take up the water run off by the receiving reservoir of the hydraulic
carriage herein-after described, and forces
the carriage or hydraulic locomotive.
adopted in localities where water is scarce.
accumulated in the conduit placed under
of the injectors in consequence of the passage of the carriage opening
a suitable passage and throwing off with great force a jet of compressed
water on a special apparatus placed under each carriage.
it into a reservoir for feeding
This arrangement can be also
I have shewn that the water
the principal line came out
This apparatus is represented iu detail, Figures 1, 2, 3, and 4, Sheet 5,
and Figure 2, Sheet 1; it is composed of a series of curved paddles
A, A, A, A, of cast iron or other suitable metal bolted at E under each
carriage. The curve of the paddles is shewn in plan at m, n, o, m¹, n', o¹.
The space between two successive paddles is open at top at B' and
at bottom at B for giving to the air and to the water every facility for
their complete expulsion. As before stated the mouth of the injecting
vessel in passing the interior front R of each series of paddles and the
pressure caused by the deviation of the fluid current on the curved

page_text: sides of the paddles produces an impulsion which by being repeated
on each one of them causes the movement of the carriage. It will
be seen that two parallel series of paddles are placed or formed under
each carriage, and that the curves of their paddles are directed in a
contrary direction, one being intended for working forward, the other for
working backward.
The arrangement of the injectors shewn in Sheet 1, Figure 1, will
render it easily understood how the movement is kept up in the two
directions. Above the paddles is a tube, which extends the whole length
of the train, and which serves to inject water under the skids at a
certain pressure, as will be herein-after described. It is necessary to
quickly unite or separate two or several carriages and insure the service
of the injection under the skids. For this purpose two consecutive
carriages are drawn by an improved arrangement represented in longi-
itudinal section, Figure 1, Sheet 5, and in plan Figures 2 and 3 of the
same sheet. At the front and back of each carriage the pipe G for the
injection of water under the skids has formed at its extremity a flange
to which is bolted a brass pipe H furnished with two lugs Z fixed by
means of bolts ✗ to the cast-iron paddles T. On the other side of this
pipe is a coupling joint I connecting another pipe on which another
india-rubber pipe L is placed, and which is protected from the disten-
sion arising from the pressure of the water which passes through it by
means of contiguous spirals of iron wire which surround it without
afl'ecting its flexibility. To unite the back extremity of a carriage to
the front extremity of the next carriage I employ a bar V, having at
its end two caps Q adjusted on two spherical knobs P forming part of
the pipe H. To prevent the extremities from rising during its motion two
spring haudles M sliding on two axes N permit of pressing the extremities
Q of the rod V on the knobs P. To detach the carriages it is merely
necessary to raise slightly one of the handles M and to cause it to turn
round its axis N, then to raise one of the extremities Q of the rod
V above the corresponding knobs P. By loosening one of the unions I
the two carriages are separated one from the other.
Figure 8 represents two carriages set up for the passage of a curve.
The pipe I is curved and the rod V keeps together the two knobs P,
thus insuring the strength of the two carriages W, W. Figures 5 and 6
shew details of the ordinary uniou. Figure 7 shews the closing union
at the end of the conduit.

page_text: 1 have herein before described the manner in which the carriage opens
and closes the injectors placed on the principal conduit, and in what
manner the water is received on the carriage paddles. I will now
describe how a part of this water is collected under pressure.
It
Figure 7, Sheet 3, shows the manner in which this water is accumu-
lated. The paddles of the first carriage or tender have similar curves
to those of the others, only instead of making the water egress from the
opposite side of the entrance it is diverted by a longitudinal pipe A,
and runs off at B into the reservoir R. The water is then distributed
to the skids, as herein-before stated and shewn in Figure 7, Sheet 3,
which shows the whole of the motive engine which forces it back. The
water can thus be collected in the forward motion as well as in the
backward motion, which allows of reducing the sliding railway to a
single line. Water being thus accumulated passes through the general
pipe G, Sheet 5, and passes into the skids through the pipe G', Figure 5,
Sheet 4, and the pipes M. I prefer to arrange the groups of skids under
each carriage, in order to diminish their length and enable them to run
easily onto another line. One of these groups is marked in Sheet 4,
Figure 9, in elevation. will be seen that it is composed of two cast-
iron skids, the lower side of which P, P, rests and slides on the cast.
iron rail, as already described. These skids are united two by two by a
cross piece T, at the two extremities of which are strong pins A, B,
Figure 2, placed in an opening B¹ of the skid Figure 6. In this
manner the skid can take an angular movement around the axis of the
pin A, B, and follow the inflections of the rail in a horizontal direction.
It is also moveable in a vertical direction in consequence of the arrange-
ment of the cross pieces T. It receives at its upper part an apparatus
in the form of a spring F, united to the carriage W by two irons at
T, e', c, c. Holes O allow of the upper part of the skids to work when
the carriage is moving. The lower plate F, Figure 8, and the upper
plate are united together by an arrangement of crossed straps seen in
elevation in Figure 9, and in transverse section Figure 1, so that the
whole may have sufficient rigidity and at the same time a certain
elasticity. As the pressure varies on the skids with the weight of the
carriage, it is necessary that the quantity of water injected between the
lower face P of the skids and the surface of the rail should itself be
variable, so that this surface should not come in contact. For this
purpose I vary the quantity of water injected according to the inflection

page_text: of the spring F, which inflection is necessarily the measure of the
pressure exerted on the rail by the skid. For this purpose I arrange
underneath the carriage W at D above the vertical axis of the cross
picces T a rod a, Figures 2, 3, and 4, which crosses a stuffing box made
in a brass piece b, passing through two blades of the spring F and
the cross piece T. This rod a is screwed into a cylindrical brass piece d,
and enters the lower part of the piece by means of a second stuffing
box. This piece d can be turned by means of two projections, and its
upper extremity can close or uncover all or part of the egress orifice c',
and the distributing port c of the water to be injected under the skids.
By this arrangement when the position of the piece d has been suitably
regulated the open section of the distribution allows of passing a
quantity of water corresponding to the normal pressure exerted by the
carriage, so that the suspension can be complete, and the friction may
take place not on the rail but on a thin bed of water. Thus if the
weight of the carriage increases the lower side of the carriage W will
gradually approach the spring F, the rod a will lower the piece b, and
the greater part of the opening c becomes uncovered, permitting of a
larger quantity of water to escape.
The orifice or opening, the develope-
ment of which is seen in Figure 3, is of a form widening towards
the bottom, and such that the successive sections uncovered by the
stopper may be proportionate not to the vertical lowering of the said
stopper, but to the pressure which has produced the said lowering.
Figure 4 shews the arrangement of the piece b in the interior of the
cross piece. Ou egressing from the orifice or opening e the water enters
the branched elbow piece Y, then it enters the pipes M, which turn
round the skids so as to bend without danger and open at N. The
water enters the skid, which is divided in several compartments Q, as
seen in plan Figure 7. These compartments are five in number, and
communicate by means of small channels M. The water
very thin sheets entirely round the skid. These five compartments serve
to render the skid firm, for the position of the pivot enabling it to incline
on one side the flow stops on the other and increases on the side raised.
The pressure then increases on the inclined side and raises the skid, and
so on consecutively.
escapes
in
Figures 1, 2, 3, and 4, Sheet 13, show a second arrangement of skid

page_text: serving to raise the weight, and a cylinder B preventing too great a waste
of water. In a state of rest the piston presses on the lower edge of the
cylinder, and so to speak forms, part with it. If a certain quantity of
water is admitted through the pipe M under the piston provided with a
packing C, the piston rises gently and the piston will be relieved of its
own weight, and by rubbing against the rail prevents the waste of water.
The piston then meets by means of its circular edge E a stop in the form
of a suspension spring R, R, fixed on the skid cylinder. The latter is
slightly raised, and the water which then passes underneath in very small
quantities prevents the friction. Figures 3 and 4 show also the arrange-
ment of the double wedges Z, Z, which serve to regulate the level of
the rails S¹. I have herein first before stated that on the side of the
main line uniting large stations and called at by the sliding carriage
I construct one or several secondary lines passing through less important
districts, and on which run the ordinary carriages, amongst which one or
several are constructed in the way I will now proceed to describe by
reference to Sheet 6, Figures 1, 2, and 3. On a suitable frame a I place
a series of reservoirs A, two for example, containing water sufficiently
compressed, and above a corresponding series of reservoirs of compressed
air A communicating with the first two or several pairs of coupled
wheels which support the whole mechanism, and one or more of these
pairs of wheels is or are provided with cranked axles S, receiving two
connecting rods R, to which movement is communicated by the pistons Q
of the double pumps N. These pumps to the number of four N, N, N, N,
united two by two by the same piston Q are placed underneath the
frame a, and communicate with a reservoir M filled with compressed
water and with two other reservoirs K, K. The motive water is supplied
to the pumps by the pipe B from the series of reservoirs A and A¹; it
passes into C, where it meets an inlet valve worked by the guides E, from
thence it passes into the distributing apparatus h, h, placed at right and
left of the group of pumps, then by the pipe N into the the reservoir M,
which is provided with two unions M', by means of which I can renew
the provision of motive water at the stations by taking it from the
general conduit or from any other suitable reservoir where it is kept at
the necessary pressure. A tube opened by a tap G worked by the
bar H serves to put into communication the reservoir A with the series
of reservoirs of compressed air A¹, and by this means producing at
front and back of the valve C the saine pressure equilibrates this latter,
The distribution takes place by means of four equilibrated pistons Z

page_text: front movement.
worked by means of pieces U and U by means of double excentrics T
keyed on the motive axle S. An arrangement of cranked levers and
guides Y permit of placing the wheel clicks in three different corre-
sponding positions, videlicet, firstly, to the forward movement; secondly,
to the blank movement; thirdly to the back movement. Firstly, the
Suppose the reservoirs suitably filled and the excentric
suitably arranged to give to the movement the direction of the front
movement, it will be merely necessary to go for ward to open the valve C
by means of the guide E, after having put it in equilibrium by opening
the tap G by means of the rod H. In this position the pump will
work like a steam engine, causing the wheels & to move and advance the
carriage, whilst the motive water having lost its pressure will run off
into the cisterns K through the pipes L. Secondly, the blank movement.
When the carriage is moving at a sufficient speed on a level way the
motive wheels are allowed to rest and tho carriage is allowed to proceed
under the impulsion only of the motive power accumulated. For this
purpose I draw the guide Y, the rod V, and the wheel clicks U, U¹, in a
corresponding position of rest of the pistons acting as distributing slide
valves, which position is represented at Z, Figure 2, in which all the
openings are closed. This movement communicated to a bar X has opened
four taps P', the working of which consists in allowing the exterior air to
enter the four pump bodies and to egress according to the play of the
pistons. The distributing slide valves or pistons Z keep the inlet and
outlet openings closed. The action of the pistons will take place without
requiring any other motion than that which results from the friction.
Thirdly, the backward movement. If it is desired to stop the carriage
which has run a certain distance or to retard its speed on a steep incline,
instead of employing breaks as is generally done, I make use of the
engine itself, of which I reverse the movement. It follows that the
excentrics being placed by means of the guide Y in the symmetrical
position they occupy in the forward movement and the taps P being
therefore closed, the pistons Q act like those of a suction and force pump;
they draw in water through the pipes L into the cisterns K, and force it'
out into the compressing reservoirs. Thus the motive power obtained
from the descent of the mass of the carriage or of the train is utilised
for compressing the water from the reservoir and for recovering the
disposable power, whilst the speed of the locomotion becomes nil. I
would remark that this last circumstance may be rendered available for

page_text: stopping trains on ordinary railways. All that will be necessary is to
substitute one or several carriages for the one just herein-before described.
When it is desired to stop or slacken the speed of the train in motion
the blank movement is replaced by the backward movement, and the
motive power stored up during this time may be usefully employed for
other purposes.
Description of the Water and Steam Locomotive.-It is not desirable
or impossible to have a water tube the whole length of the way my
arrangement of hydraulic carriage may be adapted to the ordinary per-
manent way of the present system of railways. I construct a locomotive
worked by water and steam together or separately, and I will proceed to
describe the chief points of difference from the last described.
Figure 1, Sheet 7, is a longitudinal section of the locomotive;
Figure 2, plan of same; Figure 3, section through the back axle ;
and Figure 4, a section through the frout part of the locomotive;
Figure 5 shews the detail of the mouth of the water receiver; Figure 6,
section of the water and steam cylinders and their arrangement; and
Figure 7 shews the variable expansion gear of the steam engine. The
back axle C has two cranks placed at right angles, each worked by a
connecting rod Z jointed to a rod carrying a piston D of the pump,
which can work as a water column machine, and the piston E of the
steam engine. A cylindrical receiver with a spherical cap B forming
part of the locomotive contains water and air at a pressure varying from
thirty to fifty atmospheres. In this receiver is accumulated all the motive
force that the train acquires when going down an incline and all that it
gives out during stoppages, in order that this reserve may be employed in
getting up a steep incline or for increasing the speed of the train.
pressure in the receiver can also be restored on a level road, as the steam
engine will enable an excess of speed to be obtained and collected at
will in the receiver B. To prevent the escape of air the receiver is
constructed of two concentric jackets, the outer one being very strong
and the inner one weak; there is always water between these two
jackets at a pressure equal at least to the interior pressure. The water
from the pump acting as a water column engine is received into two
rectangular tanks F, F, put in communication at their lower parts on
each side with the receiver of the motive water. The water is thus
stored ready to be taken up again when required and forced back into
The

page_text: the receiver B by the pump or water column engine acting as a break.
The steam engine is fed by a boiler with an interior fire-box A formed of
two concentric tubes, between which are placed the water and steam, a
part of the interior serving for the fire-place. The distributing valves
of the steam cylinders are furnished with expansion gear variable by
hand, and the extent of which enables the speed to be changed and the
introduction of steam to be varied from half to zero.
The locomotive is provided with sliding journals herein-after described.
Figure 6 is a horizontal section of one cylinder of the pump or water
column engine, one cylinder of the steam engine, and of their distributing
slide valves. The cylinder D, in which works the piston P, is cast with
a distributing tube N, in which work two piston-shaped slide valves O,
which with all the parts belonging to them work in a similar mauner to
that herein-before described in reference to the hydraulic carriage. The
taking in of the motive water for the pump or water-column engine,
Figure 5, is effected by a rectangular slide valve L worked by means of
a small piston working in a cylinder J, into which steam is introduced
by means of the slide valve K worked by the handle M. This slide
valve L is covered by a hinged clack valve L', so that when the water
column engine works as a pump the water forced back can enter the
receiver. The steam engine has variable expansion gear. To produce
this expansion a small shaft I, Figure 7, on which are wedged by means
of helical friction wedges R¹, R¹, two spur wheels Q, Q', one of which is
moved by means of a driving cog wheel R, fixed on the axle F. The
excentric of the expansion gear which is loose on the shaft F turns in
the same direction with the latter and at the same speed. If a move-
ment be given to the shaft I the secondary pinions remain fixed, held by
the cheeks of the gearing wheels R, R, mounted on the shaft F. It
will be understood that from the helical wedges having opposite
directions that the excentric of the expansion gear will be advanced or
receded to a certain angle. The excentric can be passed from one point
to another diametrically opposite to it, and the direction of motion can
be changed so as to obtain for the two directions of motion an expansion
variable from half to zero.
To obtain the motive power necessary for moving trains or the
hydraulic carriage herein-before described on this sliding railway water
must be raised and compressed in the conduit on the main and ordinary
lines. This elevation of water and this compression should take place

page_text: under special economical conditions. The most economical means
consists in utilising waterfalls or forming them by stopping the flow of
water so as to obtain sufficient motive power by means of hydraulic
apparatus, which I will herein-after describe.
I will first describe the means I employ for damming up the water
currents.
Figures 1 to 9, Sheet 8, represent details of one of my improved
dams; it consists of a shect-iron box B, C, E, oscillating round a
horizontal axis D and suspended by two sectors D, F. This hollow box
may be filled with air or water, as desired, and is constructed in such
manner that it will sink into the water when it is full of water, and rise
when it is full of air, and oscillate round the horizontal axis D. The
dam is shewn at the bottom of the water at Figure 2, and in that
position it no longer offers any obstacle to the flow of water. When it
is desired to form the fall of water air is injected through the pipe
T, A, B, by means of a compressing pump, or of any other suitable
apparatus. The box then becomes lighter than the water, and the dam
rising gradually can take any desired position, as shewn in Figures
1 and 3. To give a free passage to the flow of water the air is allowed
to escape, the liquid entering by a hole suitably placed, the box dips by
degrees and returns to the position represented in Figure 2, or in any
other intermediate position so as
to diminish or not to cause any
fall.
Figures 1 to 9, Sheet 9, represent the entire arrangement and the
details of my second construction of dam. I place a hydraulic press and
its piston A, B, on a suitable foundation placed on the bottom of the
flow of water. The head of this piston receives a cast-iron cross piece
P, Q, provided at J with the head of a connecting rod C, D, of which the
other extremity D fits into a piece G, H, placed under an inclined plane
G, H, oscillating on a horizontal line O near the bottom of the flow of.
water by means of its rounded part H, shewn in detail Figure 3. Figure
1 represents the inclined plane raised for retaining the water enclosed.
The rectilinear action of the piston of the hydraulic press is obtained
by means of three slide bars E, F, bolted to the foundation; the middle
slide bar is represented apart in Figure 5, which shews it in transverse
section at M, N; it is also seen in longitudinal section at E, F, Figure
1. The cross piece forming the piston head is provided with notches
e, el, el (Figure 4), which enclose the longitudinal edges made on the

page_text: slide bars E, F. One of these projections is seen in section in e, e,
Figure 5. The body of the hydraulic press is fixed on one side by
means of a rod or bart bolted in mooring pits S, and on the other side
by means of the front extremity of the centre slide E, F, on which it is
fixed, as shewn in Figures 1, 2, and 5. Thus it will be understood that
for obviating the fall it is merely necessary to cause the water in the
cylinder A of the hydraulic press to run off; the inclined plane will
then fall down in turning on the axis O until the piston has taken the
position represented in plan Figure 2. The inclined plane can also be
kept in any of the intermediate positions. When by means of one of
the dams lastly herein-before described I have formed a suitable fall
of water, or when I have found one already formed, I make use of it by
means of one of the hydraulic engines herein-after described. The
first hydraulic engine is an improved column of water engine repre-
sented in section Sheet 10, Figure 1, with pumps for raising and com-
pressing water for the use of the sliding railway. Figure 2 is a
section, and Figure 3 a plan of the same engine. Figures 4, 5, 6, 7, 8,
9, 10, and 11 shew details of various parts of the engine. The engine
consists of a hollow piston A moving in a cylinder A' provided with an
interior stuffing box Z; this piston is united by a rod B to the plunger
piston C of a pump D of my improved construction, as herein-after
described, Sheet 15. From this piston extend two rods E, united
above to a return connecting rod F giving mction to a crank shaft b.
Motion is transmitted by a second connecting rod H to a lever I, then
to a shaft J; and lastly to two levers K jointed to two rods L, the object
of which is to lower or raise a circular slide valve N, O. This valve
or drum serves to open and close the circular spaces P and Q between
the solid parts T, S, and U of a cylinder placed under the cylinder
A¹. The valve N, P, is surrounded by a stuffing box V united to a
plate X separating the up water from the down water. a shews an iron
barred opening and doors for completely isolating the space W. The
piston A is hollow and acts as a float; it is arranged so as to equilibrate
its own weight, the weight of the connecting rod, that of the rods, and
also the weight of the column of water sucked in. This piston separates
the low from the high water. The opening a being free the down water
runs off and the piston descends under the weight of the fall, taking with
it the plunger piston C of the pump. At the same time the cylindrical
valve N, O, descends and gradually closes the opening Q. When the
piston is at the bottom the opening Q closes and the opening P opens,

page_text: the engine continues its course by reason of its acquired speed, and the
piston rises. When it is at the middle of its stroke the opening P will
be entirely open, and the valve N, O, being at the bottom of its stroke
will then rise and close the hole P, and commence opening the hole Q,
when the piston will be at the top of its stroke. It will thus be seen
that this engine puts the back face of the piston automatically in
communication alternately with the up and down water. If the fall
diminishes in height the equilibrium of the float piston calculated for
the greatest fall will be destroyed; this may be remedied by means of
the transmission by causing an additional force to act.
Description of the Syphon Turbine.-In Sheet 11 Figures 1 and 2
are a vertical elevation and plan of my improved turbine applied so as
to move the pumps for the use of the sliding railway. Figures 3, 4,
and 5 show details of the arrangement for closing and opening the
flaps of the turbine. Figure 6 is the plan of the turbine shewing the
parts a, b, a, b, open and adjacent parts a, b, and a', and b', closed.
Figure 7 is a section of the pivot of the turbine. The principle object
of this arrangement of turbine is to utilise weak and plentiful waterfalls
by keeping the above paddles a sufficient height of water so that no
eddy is produced at the entrance, and so that the turbine may even be
moved by means of a fall weaker than its own height. The water
coming from the up water A runs into the syphon B, C, arranged as
shewn in the Drawing, so as to give a sufficient beight above the entrance
of the paddles. At D there is a passage for the shaft, which has at E a
stop butt similar to those of ships' screws. Higher up is the crank
giving motion to the pump N constructed as herein-after described,
Sheet 15. The water meets the paddles arranged in the ordinary manner
and runs off at K. G, H, shew the arrangement by means of which
the water gates are raised, and which has already been described.
it is required to set the turbine in motion it is only necessary to feed
the syphon by means of a pump or otherwise; the same is done if it is
emptied. The water gates, Figures 3, 4, and 5, consist of a door of
metal lined with wood T or otherwise and are made to oscillate by means
of an axis Q. Figures 3 and 5 shew the water gate raised, and Figure
4 shows it lowered. It will be seen that to open these gates only a
small amount of force has to be employed, as the pressure of the water
on both sides of the axis is equilibrated. The rod U is united to the
raising and lowering arrangement whatever it may be.
When

page_text: Figure 7 shews the arrangement of the pivot L, Figure 1, for avoiding
friction. A is the rod; B, a space in which the water or other liquid
is compressed; C, an expansible leather washer; I, I, a piston; D, E,
its cylinder; J, J, the space where the sliding takes place; F, G, the
fixed part; H, the water supply pipe. When the water is compressed
the part I, I, rises and raises the pivot bodily, slightly unrolling the
leather washer C, but at the end of a short stroke it will strike the
stop M, and then the pressure of the water being kept up the cylinder
D, E, is drawn upwards and a small quantity of the liquid runs off into
J, J, so that the friction at this part becomes almost reduced to nil.
This arrangement is on the same principle as the skid hereiu-before
described.
Although I have shewn the hydraulic engines as being preferable by
reason of the economy of their employment for obtaining the motive
power necessary for the production of the speed on my system of im-
proved railways, there are cases where steam engines cannot be dispensed
with. To meet the special requirements for the elevation and com-
pression of water it was necessary to make considerable modifications
in the ordinary steam engines now employed, and which constitute my
improvements under this head, which I will now describe.
Figures 1, 2, and 3, Sheet 12, represent a horizontal steam engine
with two cylinders constructed according to my improvements for the
purpose of raising and compressing water for the working of my
improved railway. This engine has two cylinders mounted on the same
shaft by means of two cranks at right angles one to the other T and T¹
so as to work together or separately. The steam is introduced through
the valve M in the slide valve box A, thence by means of an expansive
distribution worked by the regulator 1, which I will herein-after describe,
the steam enters behind the piston B of the smallest of the two cylinders
C, expanding for instance about one-fourth. After having produced the
movement of the piston the steam escapes in the ordinary way, but
instead of going directly into the second cylinder as in Woolf's ordinary
engines the steam passes previously through a heating apparatus. This
heating apparatus, which is not represented in the Drawing, can be of
any suitable kind provided the temperature of the steam be raised, and
that its tension be brought back to what it was before its admission
into the engine. By this means the cooling effect will be removed,

page_text: whether it be caused by loss of heat, by radiation,` by conductibility, or
dilatation. At the same time the condensed steam may be again
vaporised, and the expanded steam will be in a good condition for
entering in the second cylinder D through the slide valve box F. The
cylinder D is about double the diameter of the cylinder C the proportion
may vary, and the steam be again expanded. The piston E like the
piston B is of wrought iron, and its form is such as to be adaptable to
that of the lower parts in order to avoid lost space. The expanded
steam passes thence by the pipe L to the condenser M placed under the
engine. The piston of the air pump is a plunging piston N arranged
as is shewn and made double-acting by means of valves O, O¹, P, P¹,
and is moved by the balanco levers Q. The connecting rods S, S',
give motion to the shaft X, and by taking down one of these con-
necting rods the engine can work with a single cylinder if required,
as in case of repairs being required. The pumps J put in motion
by means of pistons K can also be worked separately by the means
herein-after described. To insure the regularity of the working of
the steam engines serving to force back the water into the conduit
pipes of my improved railway I employ an
isochronal governor.
This governor is represented Sheet 14, Figures 1, 2, and 3. Two pairs
of balls A and B are arranged on an axis F placed at the upper part of
an arched opening E above a rod D worked by a bevil gearing C, C¹,
from the motive shaft X. A brass casing J surrounds the rod D, and
receives at its upper part a socket I, having two racks H and Hi in
which gear two toothed sectors G and G¹, forming part of the lever
arms of the pairs of balls A and B. A. third casing is composed of a
cylinder K, the upper part of which supports the socket I, which carries
by means of a screw m a double rack O taking into two sectors P forming
one with a horizontal shaft Q. On this shaft can be screwed two
wormed rods S forming part of two eccentric disks S in connection with
the axis Q, and with which the lever arm may be increased or diminished
in turning from right to left the two wormed rods S screwed on the screw
nuts with which the axis Q is provided. At the lower part of the
casing K is a cylinder K¹, which forms a continuation of it, and which
is screwed at bottom to the cylinder J, and carries a helical projection L
placed on a part of its exterior surface. This helical projection is set in
a notch, also of a helical form, made on the interior surface of the socket of
a bevil gearing M, the teeth of which gear with the spur wheel T forming

page_text: one with the expansion excentric U loose on the motive shaft X. When
the engine works at its uniform normal speed the shaft X turns the
rod D and consequently the two pairs of balls and the rack H, and the
socket I being drawn along by the teeth communicate a rotatory move-
ment to the casing J, to the cylinder K', and to the socket of the
gearing M, which causes the wheel T to turn and consequently the
excentric U with an angular motion similar to that of the shaft X, the
relative proportions of the rackwork C and C, T, and M, being the
same. As soon as the speed of the engine is modified the balls separate
or approach, and the racks H and H' rise or descend, drawing with them
the casing J, the cylinder K¹, the casing K, and as the socket of the
gearing M cannot rise or fall the projection L will push like a wedge in
one direction or another, the socket increasing or diminishing the angular
displacement of the wheel M of a quantity corresponding to the
elevation or fall of the balls. This governor like all other isochronal
governors would have the disadvantage of being uncertain in its motion,
as the least variation in the speed would cause the balls to run over
nearly their whole course. I obviate this disadvantage by my improved
arrangement, which consists as follows: A rod t provided with a
support united to the regulator itself is provided with a piston p
working in a cylinder m full of a suitable liquid, such, for example, as
oil. This cylinder has at its side a pipe C provided with a cock r, by
which the top and bottom of the cylinder are made to communicate
with each other. It will be easily understood that in order to rise or
descend the balls must move the piston and displace the liquid. This
movement will offer a resistance, which will be greater in proportion as
the cock is less open in such wise that the movement of separation of
the balls will be so much more slackened as the shutting of the cock is
more complete. I am thus enabled by means of this arrangement to
increase or lessen the sensibility of the regulator. The wheel T and the
detent expansion excentric U forming part of it will be displaced with
relation to the shaft to an angle which will vary with the vertical dis-
placement of the balls, and this angular variation acting on the expansion
valve will accelerate or retard the cutting off the escape of the steam,
thereby diminishing or increasing the speed of the engine so as to bring
it to its normal speed. The excentric discs R, R, are so placed as to
equilibrate the action of the balls to a certain extent by means of the
toothed sectors P and the rack O, which tend to raise the racks H and H',

page_text: while the action of the balls A and B tends to lower then. The move-
ment of the rod S allows of modifying the lever arm of the weights R,
by bringing their centre of gravity nearer to or further from the axis of
rotation. It may be useful in certain cases instead of employing a
horizontal steam engine to use a beam engine, for instance, when the
level of the water to be raised is very low. Figures 1, 2, and 3, Sheet 15,
represent the engine which I make use of in this case. It is composed
of a double cylinder E, F, constructed similarly to those herein-before
described. The movement is given thence to the parallel motion L, to
the beam G, then to the connecting rod H, and to the motive shaft. The
distribution is direct and is effected by means of two excentrics D
obliquely placed and driving the slide valves directly. The condenser is
placed under the framework A, and is composed of a space L for the
expanded steam and of an air pump M containing a piston N with its
valve O, analogous to those herein-after described. A valve P completes
this arrangement of air pump. The pump which I employ for raising
the water to be compressed for the supply of my improved railway may
be horizontal, as shewn in Sheet 12 in elevation and in plan. These
pumps can also be vertical, as shewn in Sheet 12, where they are
represented in section, in plan, and in elevation.
I will now describe this construction of pump by reference to
Figures 1, 2, and 3, Sheet 15. Each pump is composed of a plunging
piston Spassing into a space R worked by a rod Q passing through
a stuffing box. The suction takes place through the pipes n, p, and the
forcing out through the pipe g. The receiver of the air drawn in 'T', and the
receiver of the air forced out 'T, are placed one above the other. The valves
are constructed according to a particular mode herein-after described.
The suction valve U', for instance, is composed of a seat Z', having at
its extremity a surface cut perpendicularly to its axis, on which can rest
a kind of spherical cap of a form shewn in U, Figure 1. The rod Y', Y¹,
of this valve passes outside through a stuffing box y' and lodges in the
centre of the spring X composed of blades of steel of unequal lengths,
the extremities of which should be applied on the lower surface of a
fixed bar V, V. The valve was here supposed to be placed on its seat
and the tension of the spring at its minimum. As soon as the pressure
of the water which tends to raise the valve equilibrates the tension of
this spring the valve rises and gives passage to the water. By reason

page_text: of the change in the direction of the current of the water along the
curved sides of this valve the pressure which tends to raise it increases
and at the same time the spring XI, is flattened. The weight of contact
with the bar V, VI, approaching its tension increases and arrives at the
maximum, so that at the moment when the working of the piston changes
suddenly its direction the valve falls immediately on its seat. The
forcing valves U are arranged in the same manner.
Sheet 16 shews at Figure 1 a section, and at Figure 2 an elevation of
the arrangements that I have adopted for diminishing the friction of the
journal of the axles. This arrangement is on the same principle as the
sliding railway. A is the rod transmitting the weight of a part of the
locomotive; B, the pipe by which the oil or other liquid employed is
forced back; G, G, is a suspension spring; I, I, K, K, is a kind of piston
which can ascend and descend in the cylindrical or prismatic part S, S.
This piston has a leather packing J, which can partially unroll and
is applied on the cylinder or prism S, S. This piston rests on the
shouldered part of the brass or other metal cylinder S, which is extended
at M, M, so as to partly enclose the journal R. This arrangement
is shewn in plan at Figure 3. A pipe O, P, provided with a valve
chamber and a valve O puts the empty spaces N in communication with
the grooves P on the side bearings Q pressed on the journal by means of
tapped wedges X, X. When the oil or other suitable liquid is com-
pressed by the pipe F, the whole being at rest as shewn in the Drawing,
the part I, K, rises, unrolling the leather J, and the weight is entirely
suspended; this rising is stopped by the upper part of the apparatus.
A rod E having a valve D cuts off the current of oil when the elevation
of the rod A has raised the seat of this valve. When the pressure is
sufficient the oil passes to N, thence by the valve into the grooves P,
keeping up the lubrication of the bearings Q. By this means the
greater part of the weight of the locomotive will be suspended and the
friction greatly reduced.
And having now described the nature of the said. Invention, and the
manner of carrying the same into effect, what I claim and intend to be
protected by Letters Patent is,
Firstly. The general arrangement of permanent way represented in
Figures 1 and 2, Sheet 1, of the accompanying Drawings; the con-
struction of the compensating expansion joints of the water.. pipes,

page_text: Figures 1, 2, 3, 4, 5, and 6, Sheet 3, and of the permanent way, Figures
3 and 4, Sheet 1, and of the apparatus for injecting and collecting the
motive water, Figures 1 and 2, Sheet 1, and Figures 7, 8, and 9, Sheet 3;
the mode of changing the line, Figures 1, 2, 3, 4, 5, and 7, Sheet 2;
the construction of the jointed sliding skids, Figures 1, 2, 3, 4, 5, 6, 7, 8;
and 9, Sheet 4; and of the piston sliding skids, Figures 1, 2, 3, and 4,
Sheet 13, and the arrangement for putting on the carriages, Figures
1, 2, 3, 4, 5, 6, 7, and 8, Sheet 5, as herein-before described and
represented in the various herein-before stated Figures of the above stated
accompanying Drawings.
Secondly. The two arrangements of dams for obtaining falls of water,
Figures 1 to 9, Sheet 8, and Figures 1 to 9, Sheet 9, and the improved
construction of hydraulic motive engine worked by a column of water,
Figures 1 to 11, Sheet 10, and of the syphon turbine, Figures 1 and 2,
Sheet 11, and its mode of admitting water, Figures 3, 4, 5, and 6,
Sheet 11, and its sliding pivot, Figure 7, Sheet 11, as heroin-before
described and represented in the herein-before stated Figures of the
herein-before stated accompanying Drawings.
Thirdly. The peculiar construction of pumps and pump valves, as
herein-before described and represented in Figures 1, 2, 3, Sheet 15, of
the accompanying Drawings.
Fourthly. The peculiar arrangement of double horizontal cylinder
steam engine, Figures 1, 2, and 3, Sheet 12, working together or
separately, and the mode of reheating the steam in same; the construc-
tion of the governor, Figures 1, 2, and 3, Sheet 14, causing the variable
expansion to act, and of the double vertical cylinder steam engine with a
direct distribution, and its combination with the plunging piston pumps,
Figures 1, 2, and 3, Sheet 15, as herein-before described and represented
in the above stated Figures of the above stated accompanying Drawings.
Fifthly. The construction of hydraulic locomotive and its employment
on ordinary lines, as herein-before described and represented in Figures
1, 2, and 3, Sheet 6, of the accompanying Drawings.
Sixthly. The construction of water and steam locomotives, Figures
1, 2, 3, 4, 5, 6, and 7, Sheet 7, for collecting the aggregate power of trains
in motion, and re-applying the same when required, and the construc-

page_text: tion of sliding journals, Figures 1 and 2, Sheet 16, applied thereto, as
herein-before described and represented in the herein-before stated
Figures of the herein-before stated accompanying Drawings.
In witness whereof, I the said Louis Dominique Girard, have
hereto set my hand and seal, this Twentieth day of Angust.
in the year of our Lord One thousand eight hundred and sixty-
nine.
L D. GIRARD. (L.S.)