IMPROVEMENTS IN ATMO- SPHERIC PROPULSION, AND IN THE MANUFACTURE OF TUBES FOR ATMOSPHERIC RAIL- WAYS AND OTHER PURPOSES, communicated to me by a certain Foreigner
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JACOB
BRETT, of No. 2, Hanover Square, in the County of Middlesex, Gentleman,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-first day of July, in the ninth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the
said Jacob Brett, my exors, admors, and assigns, Her especial licence, full
power, sole privilege and authority, that I, the said Jacob Brett, my exors,
adñiors, or assigns, or such others as I, the said Jacob Brett,, my exors,
adiñors, or assigns, should at any time agree with, and no others, from time
to time and at all times during the term of years therein expressed, should and
lawfully might make, use, exercise, and vend, within England, Wales, and the
Town of Berwick-upon-Tweed, the Invention of "IMPROVEMENTS IN ATMO-
SPHERIC PROPULSION, AND IN THE MANUFACTURE OF TUBES FOR ATMOSPHERIC RAIL-
WAYS AND OTHER PURPOSES, communicated to me by a certain Foreigner residing
abroad;" in which said Letters Patent is contained a proviso that I, the said
Jacob Brett, shall cause a particular description of the nature of the said
Invention, and in what manner the same is to be performed, to be inrolled
in Her said Majesty's High Court of Chancery within six calendar months
next and immediately after the date of the said in part recited Letters

page_text: Patent, as in and by the same, reference being thereunto had, will more
fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the snid
Jacob Brett, do hereby declare that the nature of the said Invention, and
the manner in which the same is to be performed, are fully described and
ascertained in and by the following statement thereof, reference being had to
the Drawings hereunto annexed, and to the figures and letters marked thereon,
that is to say:-
In this apparatus the locomotive force is produced by fixed engines by steam,
water, or other power, serving to compress air or to produce a vacuum in a
main or tube placed in or upon the ground the whole length of the road or way.
From this immense main or reservoir the force is supplied to great distances,
to be applied when requisite for the transport of trains of carriages, &c. It
is by means of this reservoir main and its embranchments that an articulated
tube or tubes, which are attached to the trains, are put in communication with
the interior of the main; and the compressed air which presses into the said
articulated tube causes the impulsion of the locomotive and train attached to
it. On each side of this main are embranchments, fixed in such a manner as
to distribute, when required, the compressed air at such time as the trains are
to be put in motion. This result is obtained by uniting to said embranch.
ments fittings upon which are fixed hollow pistons. It is by means of these
bonnetted or double-coned pistons, fixed at intervals of fifty to one hundred
and fifty yards from each other, and by a tube, vertebrated or otherwise, of
twenty-five to fifty yards in length, more or less, with its accessaries, and
mounted to a moveable train, that the force of the air from the fixed machines
collected in the longitudinal reservoir is applied to the transport of the car-
riages, &c. The locomotive force acts by impulsion, and to obtain the entire
use of it I have applied a kind of discharging trigger to the locomotive appa-
ratus. I propose also that a single main or reservoir tube shall supply one,
two, three, or more lines of railway by means of its embranchments, to which
are to be connected the said hollow pistons, being fixed at intervals between
the rails of each separate line of way, thereby saving an immense outlay in
material and labor; and at same time admitting of a third or even of a
fourth line of railway being set apart for slow or goods' traffic, to avoid
sident fr

page_text: or air pumps, which is so formed of sheet iron and bitumen, united by joints
with screws, which close hermetically. This tube serves as a reservoir for
the locomotive power in which air is compressed or a vacuum is formed.
Letter B, Figures 1, 3, 4, 5, represent embranchments fixed laterally to the
main or tube at a distance of fifty to one hundred yards, more or less. They
pass under the rails, and rise vertically in the centre of the road. Figure C,
1, 3, 4, 5, double branch cocks, forming a communication with the embranch-
ment tubes. Figure D, 1, 3, 4, 5, key of the cocks. Figure E, 3, 4, 5, lever
adapted to the key of the cock C. Figure F, 1, 2, 3, 4, 5, sheet iron tube
fixed above the cocks. It forms a part of the embranchment, and flattens by
degrees towards its upper extremity. Its form is rectangular, the broad sides
of which are parallel with the axis of the railway. The interior section is
separated vertically by a fixed partition. Figure G, 1, 5, horizontal gorge,
fixed at the upper extremity, and on one of the flattened sides of the rect-
angular tube it is also divided by a fixed partition. Figure H, 1, 2, 4, 5,
hollow piston of iron, with double orifice divided transversely and in the middle
by a fixed partition. The piston is fixed at the summit of the flat tube. It
communicates inwardly with this tube by a longitudinal opening, and forms
part of the embranchment. Figure I, 1, 3, 4, furnishings formed of leather,
which is supported around and against the body of the piston head, and made
supple with a greasy substance. Figure J, 2, 3, 4, cones mounted on screws
at each extremity of the horizontal piston, that serve to press the furnishings
against the collars. The pistons are pierced through with several holes form-
ing the outlets for the air from the embranchments. Figures K, K, K. 1, 3, 4,
orifices of the hollow piston through which the compressed air escapes from
the embranchment B. Figure L. L. 1, 2, 3, 4, oblique guides fixed on the
narow sides of the tube F, F. Figure M, M, 1, 3, 4, counter guides adapted
internally or below the horizontal piston H. Figure N, 3, 4, 5, supports with
grooves. They are mounted on one of the broadsides of the flat tube F.
Figure 0, 2, 3, 4, 5, vertical shank placed within the run of the support N.
It is surmounted by a roller, so as to regulate the lever E. Figure O', 2, 3, 4, 5,
rollers surmounted on the vertical shank O. Figure P, 1, 2, 3, 8, the
locomotive. This is composed of several metallic tubes of cylindrical form,
perfectly polished internally, and to which a longitudinal opening is made
underneath. This vertebrated tube is united by flexible joints of leather
or other elastic substance, and is about twenty-five to fifty, yards in length.
Figure Q1, 2, joints of leather uniting the tubes which compose the. lucn-
motive P. Figure R, 1, 2, supports or bands embracing the exterior surface
of the locomotive P, and augmenting the power of the tubes composing it.

page_text: Figure V, V,'
They are mounted on hinges at
and serve to lift the valve at its
boxes expanding outwards, placed at 1
Letter X, Figure 1, end valve placed
W, W. They work on hinges.
Figure S, 1, 3, 5, 6, longitudinal aperture of the locomotive tube P. It serves
as a passage for the flattened tube F. Figure T, 1, 3, 5, 6, 7, longitudinal
valve formed of leather, closing the longitudinal aperture S, being composed
of two leather bands lapped one over the other, and of different widths. Tho
narrowest band enters and fits to the longitudinal aperture S, and the widest 5
covers the borders of this aperture in such a manner as to keep it air tight
or nearly so. Figure U, U, 1, 2, 8, supports to the arms V, V.
1, 2, 3, arms bearing the strap or valve T.
the extremities of the locomotive tube P,
passage along the gorge. Figure W, W,
each extremity of the locomotive tube P.
obliquely at the interior of the boxes
Figure Y, Y, 1, 2, 3, 5, flat uniting rod placed on a level. It serves to support
the tubes which compose the locomotive P. Figure Z, Z, Z, 1, 2, 3, 8, shaft
of the train supporting the locomotive P and its accessories. It is formed of 1
pieces of wood placed in a level or line, and united one with the other by
vertical rods. Figure a, 1, 2, 3, 5, vertical rods for connecting the loco-*
motive P to the carriage Z. Figure 6, 1, 2, 3, springs for supporting the loco-
motive P by means of the rod a. Figure c, 2, cams or valves placed at each
extremity of the locomotive Z. They serve to open the cocks, and are worked 2
by the aid of the lever d, Figures 1 and 3. Figure d, 2, 3, levers, which are
used to manoeuvre valves and cams. Figure e, 2, 3, closing valves or cams:
These are fixed to the shaft Z of the locomotive. Figure f, f, 1, 2, 3, wheels
with teeth, mounted on the axis of the valves at each end of locomotive. They
serve to work these valves. Figure 9, 1, 2, 3, chain serving to transmit the 2
movement to the valves X. Figure h, 1, 2, 3, springs. Figure h', 1, 2, 3,
spring holders fixed to the train Z. Figure i, 1, 2, 3, wheels.
1, 2, 3, rails. Figure , 1; 2, 3, 4, 5, level of the ground.
1, 3, 4, 5, sleepers to sustain the. rails, and they also serve to sustain the
fixed pistons. Figure m, 8, cams or valves to operate in discharging off the s
air. These are moveable on hinges. They are placed in or about the middle
of the train, so as to close and adjust the cocks.
Figure j,
Figure 1,
DESCRIPTION OF THE WORKING OF THE COMPRESSED AIR LOCOMOTIVE
APPARATUS.
Fixed steam or hydraulic engines are placed at or about the distance s
of eight thousand yards apart near the line of the railway or other line of
communication. These machines work the compressed air pumps, which are
brought into communication with the main tube A, Figure 3, and fill it with

page_text: air compressed from one to two and a half or several atmospheres. The
locomotive P, placed at the fore part of the convoy, is previously attached to
the first fixed piston H, Figure 1. The oblique valve X, at the head of the
locomotive P, is closed; the other oblique valve X remains open. A portion
of the longitudinal valve S is raised, and passes into the horizontal gorge G;
the other part closes the entire length of the longitudinal opening. All these
measures being taken, the movement of the train is determined by opening
the first cock. The compressed air escapes from the tube A, passes into the
flat tubes F, and into the hollow pistou H; it traverses the orifices of the
forward cone J, and penetrates the closed parts of the locomotive tube com-
prised between the sheet valve X and the lip I of the piston, which fits
within and keeps well closed that part of the locomotive tube where the
compressed air enters. The compressed air acting upon this valve X, which
is moveable, its depression determines the motion of the locomotive on that
end which is closed by this valve. So soon as the fore part of the locomotive
has advanced twelve yards or thereabouts beyond the first fixed piston, the
discharging trigger or cams m, Figure 8, meets the roller o' of the shank o,
Figures 2, 3, 4, 5, and causes the cock C to close. The compressed air then
ceases to fill the locomotive, and the quantity of air which is there contained
becomes expanded, and causes the apparatus to advance until it has passed the
first fixed piston, which produces the first impulsion. The convoy then moves
on with the required velocity. When the anterior expanding box of the loco-
motivo Pis engaged on the second fixed piston, the formost valve X is
immediately raised by the cone J. It slips upon the piston, and closes, after
having passed the second cone. At the same moment the longitudinal valve
T, being guided by the arm V into the horizontal gorge G, and replaced
on the longitudinal aperture by its own weight, and by the pressure of
the lip I of the fixed piston, then the anterior. cam, meeting the roller
o' of the shank o, opens the cock of the second embranchment, where
the train receives a fresh impulsion, as before. The compressed air being
again introduced into the locomotive tube, causes, as before, a pressure on
These im-
the valve X, and produces a fresh impulse to the train.
pulses, which are produced at the passage of the locomotive upon the fixed
pistons, cause a consumption of compressed air equal to the capacity of half
the length of this moveable recipient P. This consumption can be reduced
or increased, as may be required, to go faster or slower, or of propelling heavier
or lighter transport of trains, &c. To obtain this result several triggers or
cams are fixed to the locomotive which propels the train. These cams will be

page_text: established at a quarter, half, or three fourths the length of this locomotive,
in such a manner as to close the cocks so soon as there is a sufficient
charge of air to propel the convoy at a fixed speed, and according to its
weight. This result is obtained by the means of the discharging triggers,
which close the cocks at the time required, and can also be obtained by
means of cams opening of the cocks, by opening which more or less the
quantity of air necessary is introduced into the locomotive tube, and its speed
regulated.
This locomotive apparatus, of which I have given a description, and which
is worked by concussion of compressed air, and acted on by a cam or dischargo
trigger, can also be arranged to work by the means of rarified air, modifications
of which I am about to indicate will show the method. These modifications
consist solely in placing the valve X to shut from the exterior of the locomotive
tube, as also the valve which covers the longitudinal opening, so that in
forming the vacuum in the tube the atmospheric pressure acts upon the
surface of the closed valve X. All the rest of the system remains the same,
with the exception of the pumps, which must be exhausting instead of forcing
pumps. To moderate the speed of the train, the levers and cams can be so
moved as to prevent the opening of the cocks, or the speed may be regulated,
more or less, by aid of the levers which regulate the keys D to admit of more
force, or to neutralize the effect of the cock C. Drags are used at or near
a station or place of stoppage. If the train is to return, the valve which was
opened is now closed by aid of the levers E, and those which were closed are
opened, &c.
Sheet 2, Figure 9, represents the main or reservoir, with three embranch-
ments, A, B, C. A', a front view of piston, cocks, &c. B³, a front view of
carriage locomotive advancing upon said piston. C³, a similar view, shewing
an end view of the expanding box W, at the extremity of the locomotive,
which is going onwards, represented on threo distinct lines of railway parallel
to each other, supplied by embranchments from one main. The letters and
figures in the parts correspond to those on the larger scale.
I would state, first, the economy of fixing the rails, as the locomotive only
weighs about one tenth of the usual steam locomotive engines. Secondly,
one tube or main will serve for two, three, or more lines of railway. Third,
this tube, being under the surface of the ground, is not subject to decay or
damage, as in ordinary atmospheric systems, and therefore requires little or no
expense in its repairs, and crossings of railways or other roads can be effected
without inconvenience. Fourth, this tube being composed of sheet iron

page_text: coated with bituminous substances (a combination best adapted to contain
compressed air), it forms an immense reservoir to give out locomotive power at
pleasure for all the purposes required. Fifth, by means of this apparatus
trains can advance, stop, or be forced back, go up steep inclined planes, cross
roads upon the same level, and change rails. It may be conducted by one
person, who can, by means of the levers, to so regulate the charge of air from
the cocks as to increase or diminish at pleasure the locomotive power. The
movement is produced by the fixed points or pistons fixed in the ground at
intervals, and not by the adherence of the wheels on the rails. Finally, this
power need only be used to the extent actually required, and therefore no loss
need occur. The motion of the convoys upon two lines of rails can be operated
upon simultaneously, and the departures can be multiplied at pleasure.
Sixthly, the locomotive tube is vertebrated, which admits of its taking curves

page_text: DESCRIPTION OF THE NECESSARY APPARATUS FOR MANUFACTURING PIPES OR
TUBES OF SHEET IRON AND BITUMINOUS SUBSTANCES, WITH SCREW
FASTENINGS FOR THE SAME.
Drawing, Sheet 3.-Machine to curve the sheet iron, and form the tubes of
small diameter. A, supports in cast iron, on which are fixed the parts which
compose the machine. B, support or washer, formed of two parts; the upper
one is moveable. C, a steel spring pressing upon the said support B. It is
regulated or tightened by an iron wedge D, which moves horizontally in a
groove through the support frame A. E, E, are arbours upon which are fixed
the wheels or mould blocks. They are moveable upon the rests B. F, F, F, F",
are cast iron rollers or wheels mounted on the arbors E, E, of which the
concave or curve is made according to the diameter of the tubes required.
F, mould block or roller fitted into the concave of one of the wheels F³,
leaving sufficient space between for the passage of the sheet metal. G, large
cast-iron wheel mounted on the arbor E. H, pinion which drives the wheel G."
I, supports of the arbor, the pinion H. J, support or washer. K, handle or
rundle. L, stone base or support for framework A. M, transverse section of a
sheet of metal after having been subjected to the pressure of the block F" and
the wheel F. N, transverse section of a sheet of iron after being compressed
between the two wheels F, F. O, mandril fitting to the calibro of the inner part
of the tubes, its length being equal to that of the tubes, say, thirty feet, more
or less.
Drawing, Sheet 4.-Machine for cutting out the dovetails, and for piercing
two paralled holes. A, the frame support of the punch or cutter. B, the
support of frame for the passage of the tubes, in the middle of which is a
groove with a dovetail fitted to a matrix support. C, support to the punch for
the paralled hole. C', support for the punch for the dovetail. D, support
for matrix. E, matrix to pierce the paralled holes. E¹, matrix for cutting
the dovetails. F, guide springs fixed to the matrix support D. They carry two
steel pins, which on entering the holes already cut out guides or regulates the
tube. G, G, steel punches to cut out the dovetails. G³, G', guide punches,
pointed or sloped with four surfaces, and a little longer than the two others.
H, II, round steel punches to cut out the paralled holes. I, a sheet of iron
or other metal cut out dovetailed. J, sheet metal tube, dovetailed and united.
K, iron sheet pierced with paralled holes.
Drawing, Sheet 5th.-Machine for forming the caps or shoulders for
inserting or uniting the tubes.-A, stand or frame of wood, on which the
machinery is mounted; B, the supports of the arbors; C, iron-turned arbors,

page_text: ono with a shoulder of increased diameter, and the other with a shoulder and
decreased diameter to correspond, both placed upon the supports B; D,
pinions placed upon the extremity of the arbors C; E, large cog wheel,
mounted upon arbor C; F, pinion, which gives motion to wheel E; G,
support to arbor of pinion F; H, arbor of pinion F, which rests on the
support G; I, handle mounted on arbor H of pinion F; J, iron support, on
which is fixed the support G; K, an iron arm for support; L, iron uprights
to maintain the tubes in their position; M, tube previous to the formation of
the shoulder; N, tube after the shoulder is formed.
Drawing, Sheet 6th. Modelling the metallic screws.-1, mandrils for
casting the interior screws; 2, plan of the mandril' complete; 8, plan of the
interior ring of the mandril; 4, vertical section of the interior ring or circle
of the mandril; 5, vertical section of the interior of the ring of the mandril ;
6, sections of segments of the mandril separate from each other; 7, elevation
of segments of the mandril, as in Figure 6; 8, elevation of a tubo ready to cast
the screw; 9, plan of the band or ring which steadies the tube, and of the
woodwork against which it is fixed. A, interior ring of the screw mandril;
B, exterior ring of ditto; C, cast iron mandril, divided into three parts; C¹,
right segment of the mandril; Cu, left segment of the mandril; D, a sheet
of iron placed upon rivets; E, rivets soldered internally; they support the
sheet iron; F, a bed of fine sand on which the mandril rests. It forms a plug,
and prevents the melted metal from penetrating into the interior of the tube
while being moulded. In preparing to mould I place the mandril, Figure 1,
into the shoulder of the tube, and then run the fused metal into it. To
remove the mould you take off the ring A and then the ring B, after which
you push into the interior the segment C, which form the keys; finally you
draw the right and left segments near to each other so as to loosen them, when
they can be removed.
Drawing 7th. Moulding of the screws to the exterior of the tube.-
Figure 1, matrix composed of an iron ring, uniting two semicircles of cast
iron filletted internally; Figure 2, plan of the matrix; Figure 3, elevation of
the matrix ring; Figure 4, elevation of the matrix; Figure 5, elevation of
the matrix, with a tube placed to receive the metal intended to form the
fillets.. A, iron ring; B, half a circle .filletted, fixed. to the cast iron plate;
C, a moveable half circle filletted; D, a cast iron plate, on which the
semicircle B is fixed. Figures 4 and 2, E, ring by which the matrix
is lifted.
;
Drawing 8th. Machine for forming the screws to the sheet iron tube
heads by..pressure and by percussion:-Figuro 1, clevation of the comm

page_text: pressing rollers. Figure 2, lateral elevation of the same. A, the base upor
which all the parts of the machine rests; B, upright framework sustaining
the rests (C, C,); C, mandril rests; D, compressing rollers. These are cu
with angular (equi-distant) grooves which fit into each other. E, iron
pinions; F, a large wheel fitted on the arbor of the lower roller D; G, pinion
which works the wheel F; II, iron arbor bearing on two mandril rests; I
mandril rests supporting the arbor H; J, handle; K, tightening wedges;
L, widening wedges.
Drawing, Sheet 9th. Apparatus for preparing the bitumen.-A, a rotatory
retort of thick or strong iron of cylindrical form, with flat ends; B, discharge
pipe for the prepared bitumen; C, axis on the end of the retort on a support;
D, support of the axis; E, arbor mounted upon rests; it is furnished with a
handle at one end and a pinion at the other, which turns a cog wheel. F
pinion mounted on the axis of the handle; G, the cog wheel fixed to one
end of the retort; H, a hollow axle perfectly free to revolve, fixed at its
extremity to one end of the retort; it carries externally a ring-formed shoulder,
which rests upon two pullies mounted upon rests I. This hollow axis serves
as a support to the rotatory retort; it also serves to introduce the materials,
and for the gas to escape which is formed in the retort. I, rests with pullies;
J, tube placed vertically, to which I is soldered to the shoulder, and kept to
its position on the edge of the hollow rotatory axis, and serves to conduct the
gas; K, tube placort horizontally, on which the tube F is fixed, which serves
to conduct the gas under the fireplace; L, L, masonry forming the furnace;
M, fireplace of furnace; N, under grate; O, bars of grate; P, sheet iron
chimney furnished with a valve; Q. springs which hold the shoulder of the
vertical tube against the hollow axle.
Drawing 10th. A, bed of sand placed on table; B, a stone table levelled;
C, a layer of bitumen placed on the bed of sand; D, twisted hemp encircling
the tube; E, rod which traverses the tube; F, F, plugs serving to steady the
pipes which are traversed by the rod E; M, tube ready to receive the bitumen
externally; it is encircled by the line D. Figure 2, A, lever for screwing and
joining the tubes; B, rope traversing the lever, and sustained by two iron pins;
C, C, pins which maintain the rope B; D, tube embraced by the rope B.
Drawing Sheet 11th. Machine to level and cool the tubes.-Figure 1,
lateral elovation of reservoir. Figure 2, front elevation of reservoir. A,
reservoir of cold water, constructed of bricks and bitumen; B, summit of
the reservoir; C, wooden frame supports fixed on the summit B; D, wooden
cylinder mounted on an axle; E, iron arbor fixed upon rests; F, cog wheel
mounted ou arbor E; G, pinion, which works the wheel F; II, arbor of the

page_text: pinion fixed upon two rests; I, I, rests supporting the arbor H; J, bandle to
arbor of pinion; K, iron arches fixed to C; L, iron teeth or bent shanks riveted
in the iron arc K; M, tube mounted on a rod; N, iron rod. It is one end
soldered with a shoulder ring and plug, and at the other a hollow (or groove).
It is between the two that the tubes are fixed for coating them with bitumen.
Sheet 13, Figures 4 and 5, a system of tubes formed of sheet iron, bitumen,
and Roman cement; a machine to form the sheets for the formation of the
tubes; and a machine to envelope the sheet iron, and to form the tubes.
Sheet 15, a moveable furnace for heating an iron for fixing and soldering
with lead or pewter.
Sheet 12, a system for the application of bitumen and cement upon
the tubes both internally and externally. The primary substance which I
employ to manufacture the tubes are sheet iron coated with pewter, lead,
galvanized or rough, and generally metallic sheets. I likewise employ in
their natural or combined states the bituminous matters, resinous, asphaltic,
sulphurated, caoutchouc, mineral or vegetable hydraufuges, gums, wax, and all
fatty and oily substances. I apply these substances upon the metallic tubes,
either heated or cold, to prevent oxidation. I also employ in the composition
of these tubes calcareous substances, lime and roman cement, placing them
upon the tubes for the purpose of consolidating their sides. These calcareous
matters are employed in the state of liquid mortar, or mixed with pulverized
solid substance, or granulated sand, or scoria of iron, or in their natural state,
or even with fibrous or ligneous substances. I proceed to the manufacture of
these tubes in the following manner:-I first cut the sheets of iron of the
required width and length according to the diameter I wish to establish. I
give the circular form to these metallic sheets by the aid of the machine with
four cylinders (see Plate 18), and also the machine in Plate 3. To operate
this I place the sheet between the lower rollers C³, C³, Figures 1 and 3;
and the intermediate roller C acting as a balance, I cause the upper C¹ to
descend. By means of a screw of compression, Figures 1 and 2, 0, 0, I move
the handle I fixed upon the axle H and the cog wheel F, which causes the
main wheel E to revolve. The cog wheel D gives propelling force to the
intermediate cog wheel J, as also to those D', D'. The sheet of iron or metal
which is engaged between the rollers C, C, C, turns round the intermediate
C, and soon forms a tube, the diameter of which is determined by the circum-
ference of the roller C. To retire the tube from over the roller C, I turn the
screws O, O, lifting up the upper and intermediate rollers C' and C. The
tube is taken out by slipping it along the roller C, which serves as a mandril.
To commence another tube, I let down the uplifted rollers, and introduce

page_text: between the intermediate rollers C2, C3, and the intermediate roller C, a metal
sheet, which will soon take the form of a tube by repeating the same method,
see Figure 8. I obtain the same result by means of a machine, see Figures
4 and 5. This machine is composed of a support A placed in a vertical
position, Figures 4 and 5. This support has two hollow hollow washers or
supports B, B, Figure 5, upon which reposes a moveable axle C, with rests
. in a cavity C, in which is enclosed a spring D. The axis C has a roller or
wheel, Figures 4 and 5, E', and an indented wheel E, Figures 4 and 5.
Upon the support A are also placed other rests, Figure 5, F, F, upon which
repose the axle G, to which are fixed the scooped or indented wheels H and I,
one of which is placed vertically and perpendicularly under tho indented wheel
E, and the other pulley I is also placed vertically and under the roller E'.
When I fix upon a tube, I cut the sheet according to the diameter that
I wish to obtain. I form first one of the ends of the sheet into the form of a
gutter. I slip in this part between the wheel I and the roller E¹, and give
the first pass to the sheet iron in turning by any force required the two axles
C and G. This first pass being finished, the sheet of metal has a semi-
indenture along its whole length. Sce letter M, Plate 3.) To obtain a
perfectly cylindrical form, I place an iron mandril K, in the same cylinder L,
and pass it a second time, fixing one of its extremities in the circular interval
which exists between the two wheels E and H. This being accomplished,
the metal sheet forms a hollow cylinder K, smooth in all its length in the
interior, from whence I draw out the mandril K. During this work the
springs D, D, press upon the axle C. The pressure may be increased or
diminished by means of the wedges M, M, which, acting on the springs,
prevent the sheet metal from splintering or breaking. After having given to
the sheets the cylindrical form, and made the dovetailed joints (see tho
previous description, Plate 4), I finish the longitudinal joints, and I solder
them by the following plan:-I first fix a beam K, see Plate 15, Figure 1,
upon which are placed two iron supporters J, J, Figure 1, which are raised or
lowered at pleasure. Upon these supporters I place a tube horizontally, so
that the longitudinal joint O, Figures 1 and 2, is upwards. I further dispose
a moveable furnace, to which is fixed a soldering iron (Plate 15, Figure 1).
This furnace is composed of a sheet iron tube A, Figuro 1, placed vertically.
and its base is internally and horizontally adapted a grating, B, B, which is
crossed in the centre of the fire-place E, E, surmounted by a pulley G, Figures
1 and 2, held by L, L, Figures 1 and 2, and by a frame support is mounted
on an axle. This pulley is moveable upon an iron rest H, Figures 1 and 2,
fixed solid at its extremities. This furnace is also furnished with a door E¹,

page_text: and a handle D, Figure 1, to regulate its movements. By means of an
apparatus thus disposed, I solder the joints of the tubes or any other metal
coated with lead, pewter, or galvanised. To facilitate this work I pass over,
first, the object I wish to coat, with a solution of muriatic acid and zinc..
I heat the furnace A. This being done, and so soon as the soldering iron C
has reached its proper degree of temperature, I lay hold of the handle D, and
regulate the furnace by the aid of the pulley G, which revolves over the rod H.
I forward this furnace over the tube I, and by means of the spring F, which
gives by the smallest effort, I lower the soldering iron C upon the tube I.
With this iron I melt the solder, which I pass over the entire length of the.
longitudinal joint O.
When perfectly soldered, I let the iron C rise by the spring F, and take-
off the tubes from the top of the supporters J; J; to replace it by other
tubes, and proceed with the soldering already described. After having
finished soldering the joints, I fix screws at each extremity of the tubes,
according to the explanation given in the preceding description relative to the.
sheet iron and bitumen tubes. I cover the interior or exterior surfaces of the
metal tubes with one or more coats or layers of bitumen or other hydraufugo
matters. This application is intended to prevent oxydation. When these
coatings are applied, I pass round the tubes in a spiral a whiff of twisted oakum,
and scatter over the interior and exterior surface a quantity of sand or of sifted
scoria of very small and equal grain. By these means I form coverings:
composed of rough surfaces which adhere to the surfaces of the tubes, and
by the aid of which I can attach other matters of which I am about to treat.
This indispensable application of coatings of oakum and granulated matters
being accomplished, I then cover the tubes internally or externally with
another layer, thick or thin, of Roman cement, or a composite of pulverized
calcareous substance, whether natural or artificial, with the substances already
described. I apply these substances either in a liquid or dry state according
to the thickness of the layer I fix upon. Thus it is I regulate these upper
coatings: The first operation is that of coating the surfaces of the tubes,
which effect either with a brush or by plunging the tubes in a cauldron
filled with bituminous substances or hydraufuge matters, of which I have pre-
viously treated; or I place a tube A, Plate 14, Figure 1, upon props B, B,
Figure 1: I introduce into this tube a bung C, dipped into liquid bitumen.
I work this bung by the means of a hollow tube D, which revolves upon a
shaft D', and supported by two props E, E. This inward layer being ready,
I place the tube upon a moveable inclined plane formed of two props F, F,
Figure 3, surmounted by four rollers G, G, Figure 3. This tube is sustained

page_text: underneath by a beam H, forming part of a prop. A cauldron I, in the shape
of a funnel, and with a cock J, is placed over a furnace K. I fill this caul
dron I with sand, and dry it perfectly. I then apply to the interior of the
tube a covering of sand by opening the cock J, through which the sand runs
into a sieve L, then into the tube A, Figure 8, which I turn round regularly
upon the rollers G, G. By this means the sand is distributed perfectly equal
and uniform along the interior of the tube. A part of the sand adheres to
the liquified bitumen, and the remainder falls into a tub M, which is after-
wards replaced into the cauldron. To the exterior of this tube I pass a layer
of some bituminous or other substances, either with a brush or by immersion
of the tube into a boiler P, P, Figure 4, filled with bituminous liquified
matters. I place upon a table O, Figure 2, a bed of sand N, dried and sifted.
I turn the tubes upon this bed for a few minutes, so as to let tho sand adhere
to the liquified bitumen. This being done, I proceed to the application of the
Roman cement or calcareous matters upon the surfaces, whether internally or
externally, of the tubes. I place the tubes A, Plate 12, Figure 1, vertically
upon a table B, bored with several holes, above which are fixed sockets C, C, C.
These tubes are fastened firm in these sockets, and by the means of an upper
table D, which is also pierced with holes E, E, E, these being so prepared, I
mix in a pail F a given quantity of Roman cement. I then let down into the
tube A a piston G, G, G, made of cast iron, with a ring of copper H, H, I,
fixed in the pistons. This ring, having a greater circumference than the diameter
of the pistons, is turned up against the surface of the interior of the tubes A.
I then throw in at the upper part of the tube a quantity of liquid Roman
cement at I. I lower the piston G to the lower part of the tube A. The
cement which descends with the piston leaves a coating which adheres to the
imbedded sand placed in the interior of the tubes; all that does not adhere falls
into tho recipient. I then raise the piston G by the rope J. The copper
ring II turns immediately, and polishes the coating. By raising and dropping
the piston, I obtain that adherence, and polishing perfectly this layer of
cement or calcareous substance. I finally apply the cement or calcareous
substances to the external parts of the tubes, by placing the mixed matters M,
Plate 14, Figure 2, upon a girth bed N, fixed on a table O. I fix the
tubes A, Figure 2, upon the layer of mortar M, and roll them over a few
minutes, so that the mortar or hydraulic cement adhere to the bituminised
tube. I finish this operation by equalizing the mortar, which adheres well by
rolling the tubes upon a flat table. By these means I succeed in giving to
each tube an equal diameter and the same weight. Such are the improve
ments by which I have obtained the most satisfactory results.

page_text: Description of the method in which the tubes of sheet iron and bitumen,
with their screws, are manufactured.-These tubes are formed of sheet iron or
metallic plates, two or three yards long or more, and of the width required to
obtain a given diameter. These sheets of metal are previously coated with
tin, lead, or zinc, or prepared in a manner to be soldered. To give the form
of tubes to those plates or sheets, the machines shewn in the Drawings 3
and 18 are made use of. These sheets are first pressed between the wheels F¹
and the roller F, then compressed between the two roilers or wheels F, F,
and an iron mandril O, which serves as a mould. This operation is performed
with the handle K by a fore and aft movement. The spring C regulates the
precision, and prevents the sheet from scaling. By varying the wedge D more
or less pressure is secured. The tubes being formed, the longitudinal dove-
tail joint is formed or the (cross) joints lapped over and rivetted on by simple
clasps. The dove-tail joinings are made by cutters with a matrix, as shewn in
Plate 4. This cutter A is placed upon a support B, to which is fixed a rest
matrix D, upon which is mounted the matrix E. It is by means of this
matrix, and of the punch G, G, placed in the rest of the punch C', that the
dove tails are cut perfectly uniform, as represented in the tube I, which
closing into each form the longitudinal joint J. The cutting out of the dove
tails is obtained by introducing the edges of a tube L upon the rest matrix D,
and on letting down the rest punch C¹ by means of the arm of the cutter ;
after having cut the two first dove tails, the arm of the cutter is raised, and
the two punch guides are arranged into the two first holes which had been
cut, and so on until the whole length of the tube is cut. To form the longi-
tudinal joints to overlap each other, two dove-tail holes are pierced, as repre-
sented in tube K; and by means of the same cutter, by placing in the rest
matrix D the matrix E, and the rest punch C in the groove M, it is worked
in the same manner as in making the dove tails. After having pierced these
holes along the whole length of the two edges or boarders of the tube, the
cross joints are formed and fixed by rivets. The longitudinal joints being
prepared either for cross joints lapped over and rivetted or dovetailed, or even
with a longitudinal single or double clasp, they ar then soldered with pewter.
The insertion of the male and female screw tube is as follows, see Plate 5 :-
The upper roller C is raised to introduce it into the tube M, the upper matrix
D is then lowered, and placed under the partition of the united tube M,
between the reduced rim or shoulder G' of the upper roller C, and between
the raised C¹ of the under roller C. The encasing is formed by gradually

page_text: closing the screw O, which bring together the rollers C, C, and by turning the
handle I, placed on the arbor II, to which is fixed the pinion F, which works
the large wheel E. The insertion being finished, the rollers are loosened. By
screw O the upper roller C is raised. To retire the tube N, the extremity of the
insertion of the tubo N will be widened. When a tubo is this prepared, fix at
its extremities the screw heads with fused metal by the means of moulds, see
Plate 6. To form the internal screws, the tube H is held vertically with the aid
of a collar F fixed upon a beam G, soldered in the interior of tho tube, three
rivets E, E, upon which are placed a plate D, which supports a bed of
moveable sand F¹. Place, over this table the mandril C, C, C, composed
of three parts C, C, C, which are sustained by an inner ring A, and another
exterior ring B. Fill with sand the interior of the hollow mandril C. To form
a plug, run in the fused metal round the screw of the mandril C. This metal is
composed of one third part pewter, two third parts of lead and about one
twentieth part of pure oil. The whole is let cool. The ring A is taken out, then
the ring B, and then the segments C, C, C", which compose the mandril C.
The insertion then presents a very complete screw head. The moulding of the
external screw is done by means of a matrix A, see Plate 7, Figure 1, which
is placed on a platform G, Figure 5. Introduce into this matrix the extremity
of the tube F which has not the shoulder. Keep the tube vertical, into
which the moveable sand is thrown to form a plug at its base, so that the
metal in fusion should not penetrate into the interior. Run in the fused
metal round the base of the tube F, so as to fill up the interval which exists
between the matrix and the tube. To form the screw head and the collar H,
Figure 6, let get cool, and take off the moulds by removing it from under the
matrix ring A. The matrixes and the mandrils are heated to the temperature
of the fused metal before it is run in. This system of screw is more solid and
much more economical than any other system of screw attached to sheet
iron, or made in the iron itself, offers much less inconvenience. The screw
heads may also be made to the tubes when they are formed, and before
cutting out the dovetails or piercing the parallel holes in the plats. This work
is performed by compressing the superficies between two compressing cylinders
D, D, see Plate 8. These cylinders at their circumference have fluted
indentures in the form of screw heads. Place between the two openings
of the edge of the ends of the tubes, and form a pressure between the two
cylinders by means of the wedge K. When the screw heads are made, loosen,
and withdraw the tube from above the upper roller D. When the screw leads
are fixed on the tubes, try them by a pressure of ten atmospheres, by means of
an hydraulic press. If there be any escape it can be remedied at once with a

page_text: soldering iron, and it should then be tried again. The trial being made, the
tubes are coated with a slight layer composed of coal tar, or of resin and
essence. This bitumen is composed of two parts of river sand, two parts of
mud clay in powder, one part of coal dust very fine, and one part of resin or
powdered vegetable matter. It can also be composed in different ways, which
it is unnecessary to point out. The mixture of these compounds is effected by
heat, and by the means of an apparatus, see Plate 9. With this apparatus the
bitumen is always perfectly mixed and united. One workman only is necessary
to perform this operation. The work is operated on by introducing into the
rotatory retort A, by the hollow axis H, the raw materials, according to the
proportions above stated. This retort is mounted on a solid axis C, and
another hollow axis H, fixed to the two ends of the retort. This last axis
serves also to conduct the smoke into the tube J, which communicates with
the horizontal tube K, and with the fire-place M and N. After having
charged the rotatory retort with the bituminous matter, it is revolved by means
of the handle O fixed upon the same arbor as the pinion F, which moves the
large wheel G fixed to the bottom of the rotatory retort A, in which are fixed
the iron bars which serve to triturate the bitumen. When the bitumen is
prepared, open the end B fixed at one of the ends of the retort A. The
bitumen which is discharged at this opening is collected in a large ladle, to run
it into a bed of sand, A (see Plate 10). Spread out this bitumen to form a sheet
C, of the thickness of about two inches, and the length of one of the tubes M,
and double the width of the diameter of this tube. Place and roll the tube M
upon the sheet of bitumen C. As soon as the bitumen becomes attached to it,
roll it on the table B for a few minutes, and place it on the moveable cylinder D
(see Plate 11). This cylinder, which plunges into cold water A, is put in move-
ment by the handle J, which work the pinion G as well as the large wheel F.
The rotatory movement given to the cylinder is communicated to the tubes M,
which are maintained by the iron rod N, placed between the iron separations L
which are rivetted upon the arcs K, fixed to the supports C. When the tubes
are cooled they are taken from off the cylinders D; the rod N is removed; the
tubes are then finished, and ready to be used. The placing of the tubes is
effected by means of a lever A (see Plate 10.) This lever is adapted to a rope
B at one of its extremities, and it is by means of this rope, which is round the
tube D, that the screws of the tubes are tightened or loosened to form the.
joints. Such are the processes for which I claim the Patent.
Having thus described the nature of the Invention, and the manner in
which the same is to be performed, I would wish it to be understood that I do
not confine myself to the details. But what I claim is,-