improvements in storing and Utilising water under Pressure, and in Apparatus to be Used in Connection therewith. UTILISING THE NATURAL POWERS OF WATER, AIR AND ELECTRICITY AS MOTORS
Year: 1885

page_text: improvements in storing and Utilising water under Pressure,
and in Apparatus to be Used in Connection therewith.
ROBERT COOKE SAYER 3 Summer Hill Villas Maindee, Newport Monmouthshire
Civil Engineer do hereby declare the nature of my invention for UTILISING THE
NATURAL POWERS OF WATER, AIR AND ELECTRICITY AS MOTORS to be as follows:-
By the combined forces of water and air to provide traction or motive power for
Railways, Tramways, and Roadways and also for River and Ocean navigation: it
is also intended to use the same energy as a substitute for the motors now generally
in use (as far as applicable) and for the uses of extinguishing fire: also to supply
drinking water to those suburban and rural districts that require it: lesser require-
ments are also provided for by its adoption, such as pneumatic brakes, buffers,
couplings, and main springs for railways vehicles, and also for actuating the signals
and switches of the lines of way.
The invention consists
1st of the utilisation of the rise and fall and swiftness of the flow of tidal
waters:
(a) by direct action of the buoyancy or deadweight of floating pontoons rising
and falling with the tides, such being of sufficient area &c to work the
required number and size of rains working in vertical cylinders:
(b) by water wheels actuated by the currents either ebbing or flowing.
2nd of the utilisation of streams and upland waters being directed into and
working turbines.
3rd of the utilisation of the wind by wind mills.
4th of the utilisation of steam power each and all of which are for the purpose
of raising water to a high pressure which is to be pure (provided for the purpose)
when required to drink or when not only sufficiently so for the requirements of
the machinery used.
For use as a motive power for Railways, Tramways and Roadways, a sufficient
number of hydraulic rains or accumulators of convenient size are to be fixed at
suitable sites on or near the course of the road, such rains are to be weighted to
yield a very high pressure and form the reservoirs of power.
The road or permanent way is to be formed similarly to the present having
longitudinal rails and transverse tics, except for fast trains when it is intended to
11

page_text: have a centre rail elevated above the others with horizontal wheels or springs to
check oscillation: in climates where it will admit (without fear of damage from
frost) the rails are to be carried by the pressure water supply pipes, either in one
or sufficiently secured to each other: but where the climate will not admit of such
arrangement rails as at present are to bo used of a character adapted to the require-
ments of the traffic, and the pipes laid at the centre of the way or if more
convenient outside between two lines of way.
At the stopping stations on the line or where found necessary short branch
junction pipes are to be provided having inverted conical nozzles projecting
upwards (about rail level) under the centre of the vehicles, each of the branches
have a valve just below the nozzles: the branches are to be of sufficient number
and size for the maximum requirements of the traffic, their uses are explained
farther on.
The rolling stock is to be of the ordinary types for Railways and Tramways
except the engines and certain other of the vehicles (if required) which are to bo
substituted by highly compressed air reservoirs, having small three cylinder engines
worked by them, these engines are to be as simple as possible, to receive the
pressure from one main supply pipe: the ports receiving the supply are to be
regulated in size so that at the start with high pressure on a minimum amount of
air shall be used while as the pressure decreases the ports shall be increased in
size, such regulation being carried on automatically by the engine itself: in high
speed engines where this arrangement may not be so adaptable the superfluous
expenditure of power is to be utilised by pumping air into a reservoir.
The independant reservoirs of energy consist of a cylindrical compressing
cylinder A and A' (sce Drawing) having a piston or diaphragm B and ram C
capable of working up and down it longitudinally and extending the whole length:
the part A has a vaive opening inwards at A³ and a small pipe A* connecting
with F and extending down to B where it works in an air tight collar: Dare
supply pipes and E ball or clack valves in number and size according to tho
requirements of dispatch and size of A and the reservoir F: it is intended to have
two or more of the A and A &c cylinders fixed below, and the reservoirs. F sub-
divided and connected by similar valves E fixed above to minimise any risk in
leakage.
The engines are to be in the centre of the above and below and act directly upon
the cranked axle of the driving wheels which for high speeds are to be of large
diameter having large axles and low piston speed: the ends of the whole are to be
carried by two bogies having four smaller wheels (if required for sharp curves), in
the lower speed and heavier type of engines the trailing bogie is to give place to
one or two additional pair of wheels coupled to the main drivers according to
the class.
The supply pipes to the cylinders are to be laid on from the three or more
divisions of the reservoir F so that in the event of an accident causing a leak in
the reservoir the engine may take her train home.
It is intended to have the main-springs of the engine formed of a small cylinder
attached to the frame having a piston working in it and connected by a piston rod
the head of which shall form the bearing or journal and take directly upon the
axle, having proper guides and lubricators: the cylinder is to be connected with
the reservoir F so that by increasing or reducing the pressure any proportional
weight of the engine may be placed upon the desired axle, the play in the cylinder
is to be limited and when close home will result in a solid bearing.
It is intended to have the brakes, buffers, and couplings similarly pneumatic.
The signals and switches are to be actuated by the water in the pressure pipes
the valves having weighted armatures attached to their levers which shall be
attracted by an adjoining electro magnet or drawn back, such working being directed
by interlocked electro key boards fixed in the lodge or cabin of the station, some-
what similar to the mechanical arrangements in use but worked by electricity (and
more like an organ key board) with the fingers than the physical energy at present

page_text: required, the batteries being as usual in the cabin: the whole is to be capable of
the nicest adjustment.
For Tramways and Traction (or Road engines) the arrangement will be similar
to the above with the exception that instead of having an independant engine it is
intended to form a portion of the passenger (or goods) vehicle, having the engines
in the centre or at one end, the cylinders A below the vehicle while the reservoir F
is subdivided as before and placed under the seats both inside and on top or if
required for long runs fitted up at the front running end in addition.
The connection between the accumulator stations and the engines will be as
follows proper pipes are to be laid down between the accumulators and the pipes
above described forming a part of or running parallel with and between the lines
of way, and the high pressure water supply constantly maintained.
The engine supply pipes D are only of sufficient length to reach the inverted
conical nozzles and are terminated by conical nozzles to fit the above, and being
weighted drop into or are placed in them by an attendant when they become
rigidly secure by hook grips, and the water supply being turned on it flows into tho
cylinder A A and forces the piston B to the extremity, the air that was in A' being
forced through the valves E into the reservoir F, the valves E automatically closing:
the supply is then cut off and simultaneously (by a two way cock) the escape is
opened when the air in the small pipe A* forces it back ready to give another
charge of air to F: the selfacting valve A³ opening inwards admitting air at atinos-
pheric pressure if for traction purposes weight is required the last charge of water
may be left in the cylinder A2: the waste water (if pure) gravitates to the nearest
accumulator station to be used again, or otherwise if required.
For River and Ocean navigation the principles to be adopted are similar to the
foregoing, in the latter case every available space is to be utilised for the reception
of high pressure air, and those parts such as the metal hollow masts that may not
be usually constructed of such a strength to resist the maximum pressure required
for the main engines are to be utilised for the lower pressures required for manipu-
lating the hoisting cranes, pumping, &c as required. The water retained in the
cylinders A is to be pure for drinking purposes. In boats of all classes the
buoyancy of the air compressors is to be utilised so that in the event of collision
and being stoved in they shall not only: keep her afloat but supply her larger
ships-boats that are intended to be fitted with small engines with a motive
power that shall enable them to tow her home in the event of irremediable damage
to her own engines or screw, flexable supply pipes being fitted to the reservoirs for
the purpose.
For motors in general use: and instead of, or as auxiliary to fire engines: or for
drinking purposes: water from the pipes parallel with the permanent way either
at the high or modified pressures is intended to be supplied.
8011

page_text: Improvements in Storing and Utilising Water under Prèssure,
and in Apparatus to be Used in Connection therewith.
ROBERT COOKE SAYER 3 Summer Hill Villas, Maindee Newport Monmouthshire
Civil Engineer do hereby declare the nature of my invention for UTILISING THE
NATURAL POWERS OF WATER AIR AND ELECTRICITY AS MOTORS and in what manner
the same is to be performed, to be particularly described and ascertained in, and
by the following statement:-
.
1st The rise and fall of the Tides are to be utilised as follows:-see Drawing
No 2 where Figs. 5 and 6 show in elevation and plan respectively the general
arrangement and upon Drawing No 1 at Figs. Nos 1 & 2 shown in transverse
section and elevation the detail arrangement in which the work is to be accomplished
upon any scale desired, according to the provision inade. A are external cylinders
to be sunk in the tidal way at a Quay wall and furnish a substantial foundation
upon which to carry the inner cylinders B (Drawing 1 Fig. 1) these cylinders
being convex at the base rest upon the concave casting which is secured to the
concrete and stone base foundation by the bolts, and the cylinder is also secured
down in a similar manner by the central bolt having a steel spring washer, and
thus while it provides for a little lateral movement of the cylinders it holds it
firmly down and is always kept central: B2 are rams of usual construction (except
as otherwise described) fitting into the cylinder B and capable of rising and falling
and is secured at the top rigidly where there is no lateral play and by a concave
and convex form similar to the bottom where thero is lateral play, to the stage or
pontoon C which is fixed in a recess (see Drawing 2 Fig. 6) formed of two pro-
jections of the quay wall: there are high and low pressure rams and cylinders (to
be again described), the former being provided with two cup leathers distinct and
apart the second being so fixed that any escape shall be caught and creating a
certain back pressure on the first shall minimise the wear and tear, all the cup
leathers are to be well armoured. The stage C consists of main and cross girders
intermediately strutted in both directions and is externally cased and forms a
pontoon the stage carries the wedge blocks D the horizontal hydraulic rams E
and F, the latter being raised by turning upon the trunnions at the base when
driven up by the connecting links G: these links G hinge at the top of the
cylinders F and at the head of the ram E which also carries and works upon a
pair of revolving wheels E' that run within guides and it also carries the
connections of the bolts Es: these bolts E³ at the other end are attached to the
longitudinal girders H that run on either side of the wedge blocks D: these
girders H also carry firm springs H that take against the wedge blocks D so that
when the ram E is projected forward the bolts E are drawn up and the wedges D
are drawn together from opposite directions sliding in guides the springs giving a
certain elasticity and making good auy camber in H or otherwise: J is a lever
that works the valve J for supplying low pressure water to the rams E and F
through the intervention of a link chain travelling in a tube and passing over spur

page_text: wheel J (Drawing 1 Figs. 3 & 4) and also the valve spur wheel J* (Fig. 1) Js rises
with the stage sliding up the square rod J: K are valves for cleansing the stage
at convenient distances along the continuous pipe J Valves X' (Drawing 2 Fig. 6)
are fixed on the stage at the bottom opening inwards and worked in a similar
manner to that at J: L are wall guides shown in detail at Figs. 3 & 4 and take
the wheels L² at the ends of the stage while Fig. 1 at M show those at the side the
wheel L working between the wall guides and outer guide M the outer guide
passing through the casting N: O is a fender of piles to prevent the tide from
undermining the cylinders and pipes.
There are to be high and low pressure accumulators: one of the central
cylinders B³ is to be always in communication with the low, and its ram is to be a
cylinder and form communication with pipe Js and valve J³ so that at any time
by working the valve in the yard and also J at the side of the stage the supporting
rams E and F and wedge blocks D may be worked: all the other main rams are in
alternate communication with the low pressure accumulator pipes P
(Drawing 2 Fig. 6) and the supply through the same pipes and pipes P
except the central series of cylinders that are also in connection with the high
pressure accumulator by pipes P³.
by means of the self acting clack or
ball valves X working against springs so that when the pressure is equal on either
side the spring opens the valve for low pressure: but when the pressure from the
rams exceeds that of the low pressure the clack is forced over and the back
clacks to high pressure accumulator opens. The accumulators are to be of
similar form to those at A shown on Drawing No 3 Figs. 1 & 2.
The working is to be as follows:-The tide being low the pontoon or stage C
rests upon the cylinders, as the tide rises the stage by its buoyancy also rises
carrying the rams &c. at a certain height (proportionately to the size of the
valves &c) the valves X are opened to admit a certain quantity of water ballast
that together with the permanent solid ballast and weight of the stage and rams &c
a pressure upon the return of the tide shall be given to the rams that shall equal that
desired for the low pressure accumulator and finds its way along pipes Pa
as the tide leaves the stage upon the cylinders the water ballast escapes if
required.
The stage is also arranged for the purpose of utilising the weight of vessels as.
they discharge and are loaded at the Quay and for tliis purpose when the vessel
has to be berthed the stage is left upon the cylinders ((a) by witholding the
supply (b) by admitting water ballast sufficient) and the vessel brought into
position to take upon the wedge-blocks D: the supply is then admitted and if
required the stage is helped to rise by means of the low pressure, and as the tide
recedes the whole pressure of the weight of the vessel is utilised in sending the
water to the high and low pressure accumulators as described and when the stage
is left upon the cylinders or at the bottom the water ballast is partially let out to
allow its buoyancy to be used in rising again: the rams F and E are then used to
maintain her in an upright position if required, but should the stage be special for
the purpose it is intended not to use the rams and moveable wedge blocks, but
have a certain quantity of mud that practice has proved sufficient.
The stage or pontoon is also arranged for the purpose of utilising the weight of
vessels as they are undergoing repairs or as a dry Dock, for this purpose the buoyancy
of the stage is to be raised to a maximum, the solid ballast not being required:
the vessel being berthed and the valve J2 being opened the low pressure_water flows
through B3 and J to the ram E first which driving up G elevates ram F and at the
end of the stroke of the ram E the water enters a pipe connecting with ram F
through one of its trunnions as shown which rises and maintains its ram against
the sides of the bottom of the vessel the end of this ram is provided with an
clastic buffer and is to have a long cross head to distribute the pressure these
rams are continuous the whole length of the stage at distances proportionate to
the construction of the vessels both laterally or longitudinally. When secured
the vessel is retained upon the stage at the height most convenient by arresting

page_text: the flow of the water in the pipes, but should the accumulators require it it is only
arrested until the deck of the stage is above the tidal water, when the whole is
allowed to sink (maintaining the deck above the water) and supply the accumu-
lators upon the rise of the tide by the full buoyancy of the stage and the
assistance of the low pressure accumulator the whole is raised keeping as before
the deck of the stage clear of the water.
When Quay walls are not available it is intended to utilise the rise and fall of
the tides with the swiftness of its surface flow in the following manner (see
Drawing No 3) where Figs. 1 and 2 show the general arrangement in longitudinal
section and plan respectively, and Fig. 3 the detail in transverse section. B is a
pontoon of a buoyancy and dead weight proportioned to the pressure required, and
rises and falls with the tides: in its centre there is a space through which projects
an outer cylinder C that has been sunk sufficiently deep, and having a sufficiently
large bell shaped base as to offer a sufficient resistance to the forces intended both
upward and downward: it contains an inner cylinder D that rests upon a proper
base E either of metal or as previously described, and carries a piston F, and piston
rod G, that passes through first a cup leather packing and outside a gland packing
(to minimise the wear upon the cup leather as before) and at its head is fitted with
a ball and socket joint H to a link J that has a similar joint H on either end the
second joint of which connects with a cross girder K sufficiently long to take a
central bearing upon each side of the pontoon B, and rests upon friction balls or
rollers in proper bearing boxes at either end: between the cylinders C and D the
supply pipes L and pressure pipes M are carried with their valves L' and M²
admitting to the inner cylinder on each side of the piston F: the pipes are carried
through the outer cylinder on top and connect as shown with the annular pipes L*
and M³ passing round above and the main supply and pressure pipes L' and M*
also connect thereto and with the reservoir and accumulator A respectively the
supply and pressure valves are shown in detail at Figs. 4 and 5, 6, & 7 respectively
Fig. 6 being a section of the top ones and Fig. 7 that of the bottom. In cases
where the pressures are intended to be very high the space between the cylinders
is to be filled with water from the pressure pipe M' by means of the valve Al"
worked from the pontoon, and maintained at a certain pressure proportionate to
that of the inner cylinder, for the purpose of minimising the strain upon the inner
cylinder. It is also intended in climates that are too rigorous for this purpose to
have a small boiler N fixed upon the pontoon for the purpose of supplying heat to
the outer cylinder by means of the pipes N': N³ is an injector and drives the hot
water from the boiler upwards and down and back to the boiler again through the
pipes N in the direction of the arrows as shown; or should the pipes above the
surface of the pontoon be in the way they are to be lead directly down through
the pontoon by means of two telescopic pipes having proper gland packed collars
the one sliding within the other both for flow and return.
The working of it will be as follows:-The supply water flowing through L*
and L³ to valves L2 is drawn into the inner cylinder D by the tide raising the piston,
when the bottom pressure valves will be closed: upon the tide receding the
valves L are closed and M2 opened (while the reverse takes place above the piston)
and the water is forced along the pipes M to the accumulator A.
Any "play" in the "dolphins" or chains fixing the pontoon that may cause it to
rock or move is allowed for by the roller paths at ends of K and the ball and
socket link J.
The swiftness of the surface flow of Rivers is to be utilised by having fixed upon
the pontoon B water wheels of sufficient breadth to give the power desired for
compressing air into proper receivers by any of the many compressors now in use,
the weight of the machinery entailed assisting the pontoon in its work.
The water compressed in the accumulators is to be utilised for the following
purposes viz:-
1st for the compression of air for giving motive power for Railways, Tramways,
& Roadways and also for River and Ocean going vessels.

page_text: 2nd when aided by electricity, for actuating the signals switches &c of Railways
and other purposes.
3rd for working hydraulic motors for loading and unloading vessels and other
purposes.
4th for extinguishing fires.
5th for drinking.
1st For the purposes mentioned in the 1st instance, hydraulic stations are to be
fixed similar to those described and shown on Drawings Nos 1. 2 & 3 at convenient
sites upon the route and the water is to be conveyed from the pipe O (Drawing 3
Figs. 1 & 2) to the air compressing stations (which in most cases would be con-
tiguous) and by the system described and shown upon the Drawings attached to
the "Provisional Specification" and also here with numbered 24 and described or by
Engines similar to those shown on Drawing No 5 Figs. 1. 2 & 3 or other means
where the power of the water is used to conipress air into receivers and be ready
for supplying as named, except in those instances described in the "Provisional
Specification" where the compressors are carried by the locomotives themselves
and the air compressed while waiting. The independant reservoirs of energy
consist of a cylindrical compressing cylinder A and A' (see Drawing 24) having a
piston or diaphragm B and ram C capable of working up and down it longitudinally
and extending the whole length: the part A2 has a valve opening inwards at A³
and a small pipe A' connecting with F and extending, down to B where it works
in an air tight collar: D are supply pipes and E ball or clack valves in number and
size according to the requirements of dispatch and size of A and the reservoir F:
it is intended to have two or more of the A and A' &c cylinders fixed below, and
the reservoirs F subdivided and connected by similar valves E fixed above to
minimise any risk in leakage.
G is a two way valve shutting exhaust when open to supply and vice versa
worked by pinion G2 and wheel and pinion H2 worked by ratchet H attached at
the end to the piston rod working in the cylinder J which is attached to the head
of the ram cylinder A where the ram C works tight: J (a mere bent pipe) has an
exhaust pipe K attached, leading to exhaust main: L is a valve worked by pinion L³
worked by wheel and pinion M2 worked by the ratchet M attached to tho end of
the piston rod working in the cylinder N which is in connection with the air
reservoir F: O is an air chamber to eliminate shocks: the working will be as
follows viz-the supply being on, by weight P driving up ratchet H, the water
enters the pipes and forces the ram C up until its end passes beyond the entrance
to pipe J and the water entering it forces the piston down and opens G to exhaust,
closing supply, the air already compressed is in connection with pipe A and
together with its weight causes C to make a quick return, and by the time it
reaches the bottom P will have forced up H and reversed G, an aperture valve
being provided to regulate this, the exhaust water finding its way through K: the
strokes are similarly repeated: when the pressure is too great for C to work any
more the pressure in F is arranged to open valve L by M which turns supply to
the bottom of the piston B which together with C will raise the pressure in the
reservoirs to that required: when the air drawn off has reduced the pressure
sufficiently for C to do the work the weight Q will close L and leave Ċ to do
it and thus minimise the water used.
Should not the water entering the cylinder A be sufficient to keep it cool it
is intended to jacket (open or otherwise on top) and keep a current of water
passing through.
The air is to be used in the case of Tram Cars as follows (see Drawing No 4)
where Fig. 1 shows the general and Figs. 2 & 3 the detail arrangements in eleva-
tion, transverse section and plan of a small car, and Drawing No 5 at Figs. 1. 2 & 3
give further details of the Engines.-Drawing No 4 Fig. 1 shows the reservoirs of
energy A containing the compressed air upon the car these are divided into three
series each of which forms one reservoir and are in separate connection with tho
three supply pipes (Figs. 2 & 3) B₁ B & B³ and also with the exhaust pipes

page_text: CC & C³ these pipes as shown unite at the multiple valves D and D² (shown
also in sectional detail at Fig. 4) these multiple valves worked by the levers D³
(or when more convenient by a horizontal connecting rod working the pinion D')
admit the air through them from or to each of the series of reservoirs successively
as required to or from the Engines whose three cylinders are shown at E: the
course the air takes is from either pipe B¹ B & B³ through valve D into the
common small reservoir F through the pipe and valve G, the reversing valve H,
and thence into the cylinders successively (to be further mentioned) it is then
returned through H the valve J and pipe K to the valve D' and thence direct into
either of the reservoirs A as required, or the atmosphere; so that when one
reservoir has been partially exhausted the highest pressure may do the work of the
engines and returned into a reservoir having lower pressure and thus as in this
case use the air five or six times over. The reservoir L carries the engines and is
to be for water made as hot as possible by hot water injected into it at one end
(at the same time the supply of air is taken in) under a certain pressure the
water previously in being forced out of it the other end into a tank for the
purpose of preventing (a) leakage of the valves (b) refrigerating: L' is a hollow
bolt for making the sides of F stiff and circulating the water into the end of L:
L³ and L' are man holes ou top to get at the parts while the body of L is made of
the two pieces shown in Fig. 2 and bolted together at L' and L to get at the
valves &c and put together: if desired an extension of L is to enclose the valves D
and D. The cylinders E of the Engines are to act as brakes for the wheels by
means of the valve J worked by lever J' which is arranged for closing the exhaust
and at the same time of turning on the main supply B₁ (which is always the last
to be in use and never reduced below a certain pressure) by means of the smaller
pipe M and the valve G, thus the whole power for locomotion is in use for stopping,
and the wheels being all coupled as shown at Fig. 1 the brake is upon all of them.
A governor is provided as shown in longitudinal section at Fig. 7 and also at
Figs. Nos 2 & 3 where N is an excentric fixed upon the axle of the drivers, its rod
works the pump tube N2, at the bottom of which is fixed a valve opening inwards,
round the bend is a second valve N³ (Fig. 7) and at N' is an adjustable regulating
aperture valve, N³ is a piston whose rod has a double ratchet at the end and
beyond a spring J': the one side of the ratchet works into the spur wheel J³ or is
worked by it and actuated by the lever J, on the top of the car (Fig. 1), on the
other side of the ratchet is a quadrant having teeth that works into it when near
the end of its stroke and when the valve J has been closed, this opens the small
valve of the small pressure pipe M: at the other side of the excentric N there is
another rod attached to it which works a similar air pump (but on a smaller scale)
with valves at O2 & 03 (Figs. 2. 3 & 8) and having a similar adjustable regulating
aperture at O*, this air is compressed into the small pipe 03 which flows to a
pressure guage fixed as required and showing the number of miles per hour at
which the car may be travelling; thus when the brake pump has been regulated
to the mileage guage the brakes inay be arranged to automatically draw up the car
at any stated speed, and when this has been reduced the spring J driving back the
ratchet opens the valves again-The reversing valve H is worked by means of the
connecting chain (running in pipes) H' and pinion, and lever H³ at the top of
the car where all the levers and pressure guages &c are collected, conveniently for
the driver whose seat Z is shown. Figs. Nos 5 and 6 and 16 in detail and No 1
generally show the means of supplying the reservoirs A and tank L with air and
water pipes are led from the compressing stations to the centre of the line of way
and terminated by the conical nozzles P and P' as shown which work into the
inverted conical nozzles P and P these latter lead respectively 1st to the air
reservoirs A successively through the pipes Po & D³ and the valves D or D2 (or
both should despatch require it) by the pipe D³; self acting valves being fixed on
the inner side of the nozzles prevent any loss and utilises the pipes as a moderate
reservoir. 2nd to the tank L by the pipe P7 (Figs. 6 and 16:) the nozzles on the
car are raised and lowered into position as shown (Fig. 5 & 6) and works us
:

page_text: follows: the universal screw ratchet Q is attached to the rail of the car passing
through the straps Q2 and rests upon the pinion worked by the handle Q³ while a
stop at the top prevents it from falling, and a catch which has to be raised when
working Q prevents it from revolving, thus when out of use the levers Q' and
nozzles are raised out of the way as shown in Fig. 1 by turning the handle Q³, and
similarly lowered, and when down the hooks Q grip the trunnions Ps and by
revolving the levers Q the screw at Q5 comes into play and forces the
upper
the lower nozzles, which are held loosely by the ring carrying the trunnions P³ to
release the nozzles, turn Q' back, lower Q by Q³ and release the hooks from the
trunnions by tightening the chain Q3 and raise Qwith the nozzles (which take
against the cross-bar below them. The car is to be partially fixed in place at the
stations by means of having the rails slightly indented for the wheels.
into
The air is to be used in the case of Railway Locomotives as follows:-See
Drawing No 2 Figs. 1 & 2 where an express Locomotive is shewn in elevation and
transverse section. A are the reservoirs of energy and on Figs. 3 & 4 and Drawing 4
Figs. 9 & 13 A shows similar reservoirs that are to be carried upon the coaches or
other vehicles when required and connected to one another upon the different
vehicles and the Locomotive by the pipe A³ in a manner to be described. The
reservoirs A are divided into three (or more if required) series in similar manner
to that above described and unite at the valves D and D₁ situate in L' a second
tank but connected with L and the water in both is kept in circulation and to a
fixed pressure by means of the horizontal & vertical tubular boiler Z, fired from the
foot plate on one side: all the valves are worked by the lovers collected together
at the foot plate at J³ and are connected by the spur wheels and ratchet rods J';
a disc or face is fixed just below the lever handles to show which of the ports at
valves D and D' are at work, the handles themselves acting as the pointers: the
several pressuro guages are also to be fixed here convenient to the eye of the driver:
L carries the oscillating engines as before and they aro direct-acting upon the
driving axles, these engines are to be jacketed the inside of which is to be
maintained at a certain temperature and pressure to ininimise the strain upon the
cylinders &c being supplied through the trunnions and thus from the one to the
other the trunuions of these engines are to stand clear of each other upon
the bearings, otherwise they are to be similar to those to be described. A lattice
girder work B both horizontal and vertical on each side is to be carried by the
main frame C to give rigidity to the reservoirs A which are intended to be entirely,
closed in and raised to a certain temperature when required to obtain as great
expansive power from the air as possible. The air is admitted into the reservoirs
and those of the whole train when coupled up, by means of the universal screw
ratchet as before but without the water nozzle.
For a certain class of Locomotive it is intended to have engines similar to those
at present in use, cylinders fixed (jacketed as above) and ports worked by excentrics
from the driving axle &c, and for this purpose the drivers would be kept farther
apart and the tanks L and L2 on the opposite side of the coupled pair of wheels.
The engine as shown is carried upon the bogies Y having usual flanged and
coned wheels, but the driving and coupled wheels are to be coned only and not
flanged, and of such a width that the wheels shall have their full tread upon the
rail at the sharpest curve she has to run over.
The reservoirs A of the coaches and engines are connected together by means of
grip connections B shown generally upon Drawing No 4 Fig. 9 while Figs. 13, 14
and 15 show it in sectional detail: B is an arm supporting the tube B2 and.
connected by the central bolt passing through its diaphragm, it is capable of sliding
up B as the spring between them gives; B2 supports B³ which slides on B2 and is
furnished with the three gripping jaws BB (Fig. 14) these jaws swivel as shown:
B is also carried by B2 and B and B are threaded to screw, former over latter;
B' forms (a) a spur wheel B³: (b) a grooved wheel Be, and has a slot below Bo
which travels over the studs shown as it revolves and is by them kept in place,
B* also has a square neck above it that when it révolves travels in the several slots

page_text: of B' (Fig. 15): B' is also provided with the slots that are partly horizontal and
partly diagonal in which the pins passing through the ends of the jaws B' travel
and so causes the hook ends of B³ to rise (or fall), B7 is formed in two bolted
together as shown and has suitable members top and bottom that can travel in the
slots in the guide supports B': the end of B³ carries B₁ which is fixed at the end
of the flexible copper pipe B attached to the reservoir A and is formed with an
elastic buffer head and projects forward to meet a similar one upon the other
vehicle at Figs. 9 & 13 C is a universal chain passing over the spur wheel B³ and
pinions C and C³ and through the tubes C and C and C5 are handles for working
it; C is a spring working within an extension of the casting that supports the
pinion C³ and keeps C in tension while allowing it to give when B is driven into
© the recess.
The working is as follows, the two vehicles meeting, B10 on each meet (all fixed
being adjusted for the purpose) and compress one another, if they come together
with violence and the spring buffers of the vehicle are made to give the whole
connection is driven in upon the arm B', and the slides B', while the central spring
drives it out again: B is then turned by C or C and B' rotating draws in with
its screw B³, this drives up the diagonal slot the inner arm of BB and depresses the
grip books (all of them together) and causes then to grip the back of B10 of tho
other vehicle and is tightened up to any extent required: the other grip hooks
meanwhile having passed over to the back of B10 they also (if required) may be
screwed up should the opposing grip hooks be exactly in the same line being
knife edged and provision being made for lateral play (Fig. 14) they merely pass
one another. When uncoupling and in the event of an accident to prevent loss of
air from the reservoir a clack valve on a spring is fixed in the pipe B at each end
of the vehicle, and a small pipe is lead from the inner side of the valve and
connected to B₁ on the other side and carries a small valve B" in it that when
screwing up the connection B tight at the end B is opened thus making good the
pressure on each side of the clack and opening it and making the reservoirs A
available throughout the train for the engines: when uncoupling B¹ is first closed
by the first action of doing so. Upon each of the vehicles one of the larger
reservoirs A³ (Drawing 2 Figs. 3 & 4) is reserved for the brakes alone but is
supplied at the same time as the others through an intervening valve which upon
the outer pressure falling closes. Each of the brakes at each of the wheels, upon
the back of the brake block is swivelled a bar which also swivels upon a small
cylindrical piston (similar to that of the governor at Drawing No 4 Fig. 2) and
works in a cylinder the back of which is connected by a small pipe to one main in
common with those from all the other brakes of the vehicle, the main carries a
valve which is worked (in a manner to be described) by the engine driver: thus
when the valve is opened air passes to the brake pistons and drives the blocks
tight against the wheels, and upon the valve being reversed the air escapes and
the brake blocks being suspended so that when it is against the wheel its centre
of gravity is beyond the point of suspension and its weight withdraws it from the
wheels ready for use again.
It is proposed to have small three cylinder engines attached to the brake vans
and those vehicles used for intermediate stations that quick trains do not stop at
and are usually slipped, that the guard within may regulate their movements, and
obviate the dangerous practice of horsing amongst the trains: they are to work a
separate cranked axle carrying two spur wheels around which a chain travels as
also round a similar one keyed upon the axle of a pair of the coach wheels,
reservoirs as large as practicable being provided.
The engines shown on Drawing 5 Figs. 1. 2 & 3 are a small type of the
oscillating three cylinder engines for general use except as otherwise specified the
cylinders E are carried upon trunnions F and bearings G, where space is an object
the trunnions of E' are carried inside those of E: the bottom of the cylinders t
is spherical fitting into inverted spherical bases H that have small reservoirs H
and is carried upon a tubular tank J that hold the valves and supply pipes: the

page_text: bearings G are arranged as shown, the under part K being suspended from the
upper G so that the trunnion bearings shall be regulated and also the pressure of
the bottom of the cylinders against its base: Fig. 3 shows the ports in detail,
where E is a cylinder H' the base, the former carries one E, and the base two H'
one leading from the supply the other to the exhaust, these are packed to prevent
leakage that at H takes the friction while H is an elastic medium and so arranged
that the cylinder in its oscillations shall always have H* of both ports against its
base. In powerful engines it is intended to have the bases H2 continued farther
out each side (as shown dotted) with wings H (properly packed) from the cylinder
and thus form a chamber H7 which is put in connection with a small pipe from
the main and kept under pressure so as to prevent any possibility of leakage at
the ports the elasticity of the air on the one side making good the compression on
the other and not offering any additional resistance. Where space is not available
and power required small, the bolted flanges for gland packing are substituted by
caps screwing down somewhat similar to that shown at the governor Drawing
No 4 Fig. 2 the trunnions being as large in diameter but as short as possible,
and the spherical ends substituted by convex working in a trough base that is
continuous for all.
The air is also intended to be used for the purpose of vehicles upon roadways by
having compressing stations at suitable sites along the way, or at private or public
houses supplied from hydraulic mains laid along the roadways and from thence
supplying the vehicles fitted with small three cylinder engines as described.
For river and ocean going vessels it is intended to have the compressing stations
near the hydraulic accumulators the reservoirs of which are to be similar but on a
much larger scale, so that when the vessel comes in she may be unloaded, loaded
and repaired and her dead weight utilised for raising the energy as described she
would (when ready) take on board by suitable pipes and be thus propelled on her
voyage for this purpose it is intended that the skin of the vessel shall be double
and between them and supporting them the ribs (and framework generally) shall
be composed of pipes of suitable form for rivetting all together, the decks also and
uprights supporting them, the keel, & masts and bulwarks it is also intended to be
similarly constructed as far as practicable and each and all with the object of acting
as containers or reservoirs for the compressed air: the space also that is usually
apportioned to the engines, boilers, & coal bunkers of steam engines (so far as is
necessary proportioned to the length of the voyage) is to be used for reservoirs of
air to feed tho three cylinder engines as described, and for this purpose it is
intended to have such reservoirs divided into six or twelve or more (if required)
different series, whose various pipes shall be concentrated at similar valves to those
at D & D Drawing 4 Figs. 2: 3 & 4 but the central chamber so enlarged that
instead of four there shall be the six or twelve or more pipes provided for and
worked in a similar manner, but by gearing instead of direct, and to have the
indicating dial immediately below the handles or levers which themselves shall act
as pointers to the dial and indicate what series of reservoirs are in use, as before
described, and the pressures available of all by the guages close at hand. In the
event of accident by collision or otherwise each of the series of reservoirs are
subdivided and lead to one main before reaching the valves D and D each sub-
division having a clack valve so that in the event of one being damaged it alone
will loose the compressed air, and thus if the vessel should be in a sinking condition
and when in a steam engine the fires would be immediately put out and the engines
stopped, the present invention will enable them to be kept going even while the
vessel is totally submerged should the levers of the valves D and D* be sufficiently
clevated.
2nd For the purposes mentioned in the 2nd instance, the water is to be used
direct, and where a tidal river, estuary or sea, is not available for compressing the
water into the accumulators, streams, & upland waters working turbines: or when
they fail, wind by working wind mills, or when they fail steam power is to be
used for compressing the water, or if available the pressure from an adjoining

page_text: Water Cos mains is to be used as follows for actuating the switches and signals of
Railways, sec Drawing 5 Figs. 6 & 7 which show the engine in plan and transverse
section respectively, where A is the pipe from the main with branches A² and A°
a valve B having pipes C and D leading therefrom, D forms a cylinder (pro-
portioned to the pressure required) and carries piston and rod D³, and at the
opposite end the pipe C joins the cylinder D. D³ connects directly by a jointed
rod with the connecting rod E* of the switch tongue E, D² also carries the end of a
rod E3 which is connected to and works the valve A³: A2 carrying the valve A³ is
connected to the heaviest weight A Figs. 10. 6 & 7, passing through & being
supported by the screw joint. of the stop end pipe A' in which A' rises and falls
and enters A by the gland packed water joint shown, A has a hollow centre
which enables it to work over the end of A³ either by its weight causing it to fall
or by the water pressure forcing it up: the valve A³ opens the pipe A' on the
weight A side of it alternately to the water and escape: A is conducted to the
centre of the "line of way" where its valve A' is fixed and directly connects with
the small cylinder AB that has for its piston the end of the bent locking bolt Aº
which works within guides, either when the pressure is turned on, or as the water
weeps out through an aperture provided being drawn back by the weight F.
G is a heavy armature to work vertically in the apertured tube Git has teeth
provided at its side that works the quadrant H as it moves, H is coupled to the
quadrant J that carries teeth and works into the pinion B2 of the valve B and
as B² is revolved it turns the excentric diaphragm K that directs the water
pressure on either side of the piston D alternately and also opens them to the
escape pipe L: M is a lever worked by G and as it falls or rises opens and closes
the valve A: N is a small hinged rod connected to the point of the tongue E of
the switch and is worked by it, it carries at the other end an insulated branched
spring N that travels with it and when the point of the switch tongue E is close
home against the stock rail the points of the branches of N* come in contact with
platinums N & N³ in circuit from the battery at the signal box, it also indicates
when the opposite tongue E is close home to its stock rail by meeting with similar
platinums N & N which are also in circuit but should any obstruction prevent E
from being in its proper place the circuit would be broken by N° not being over
the platinums: O are powerful electro magnets capable of holding up the armature G,
also in circuit with the battery at the Signal Box and the platinums N & N³
indicated by the arrows. The working will be as follows-When working, the
current normally retains G as shown or below as required for the working of the
railway the switch has to be removed, the man in the signal Box stops the
current by raising F (Drawing 5 Fig. 9) G is released and by the aid of A* draws
up Y and in its fall carries with it the end of M that drives over A° and before F
can draw it back E' moves by valve B being opened by J, the water entering C
and working D, and however little E' moves, the point of Aº cannot reenter the
hole for its previous position: but should it by any possibility return before E is
home it will take against the blade Z carried by E³ and when the hole coines
opposite to it slips into it and so effectually locks the switch, meanwhile as D' has
been travelling back it has by E³ opened to supply and closed to exhaust the
valve A³ and thus caused the heaviest weight A to rise & its connecting chain
being loose it offers no obstruction to the rising again of C (assisted by Y): the
same means reverses the action.
:
As shown the gearing entails rather heavy armature and weights these may be
reduced if desired by altering the gearing to multiply the power without
influencing the principal.
The signals of Railways are intended to be worked and locked in exactly the
same way but with smaller engines which are to be fixed on the signal posts close
up to the blade of the semaphore, and it is intended to work (if found desirable)
the signal or signals applying to the switches on the same circuit and act simul-
taneously, any one of which not being properly home and locked in its place and
so stopping the current would of itself inform the man in the Signal Box. The

page_text: valves for admitting the air to the brake block cylinders on the vehicles of tho
trains are also worked in a similar manner but with air and more simplified and
light engines and apparatus, being merely the armature G and electro magnets O
and quadrants H and J for working the valve, and thus by the depression of a
button by either the driver or guard or only one of them the whole of the brakes
of the train may momentarily be put on to the full: the electric communication is
explained farther on. It is intended to conduct the electric wires working the
switches and signals applicable to the main "line of way" along its centre within
insulators of toughened glass, the top of which shall be just at or a little below
the surface of the Rails, the wires being continued and dipped below the crossing
rails or at level crossings (for as short a distance as possible): upon the engines and
other vehicles it is intended to have magnetic dials like a galvanometer (ace Z Z
Drawing 2 Fig. 1) and as close down to and immediately above the wires traversing
the "line of way" and near enough to have its needle of horizontal motion affected
by the strong current when flowing and thus when the needle is worked it shall com-
plete the current of a battery carried by the train and actuate a small signal (similar
to Messrs Prieces or Tyers at present in use as signal repeaters) fixed convenient
to the drivers and guards, the communication between them is to be accomplished
as follows: see Drawing No 4 Fig. 9 which shows the general and Figs. 10. 11.
12 & 13 the detail arrangements. Z is a case fixed at the top of the carriages &c
and projecting over to meet one another it contains two inner tubes Y and X
capable of sliding in Z, at the outer end of Y & X metal bolts Y' & X2 having a
trident as shown at the end (supplemented with platinum wires if required) is
connected to them by the double ball joints Y & X' and they carry springs Y*
& X: Z is completely insulated as shown on Fig. 12, they have a spring flap that
closes X & Y in from the weather and are insulated from one another. The
grooved wheel Bo Fig. 13 carries a small chain which has above a stiff spring S in
its length when B is revolved it draws out Y & X simultaneously, their heads aro
insulated in the event of their meeting outside, and they have conducting wires
attached by the screws shown with coils outside to allow of their travelling and
are carried upon insulators to similar ones at the other end of the vehicles. They
work as follows:-after coupling up the vehicles and the air reservoirs A are being
coupled together as C is revolved B is also and draws out Y and X as above and
meets that on the adjoining vehicle and so throughout the train; upon the
buffers of the vehicles giving they are proportionately forced back the springs S
mentioned giving for the purpose: upon uncoupling Ỷ and X are withdrawn by a
weight or spring.
Fig. 4 is a general plan of an "up" and "down" line connection with the main
lines and shows the signals and switches, and Fig. 5 a sketch plan of an illustrated
key board for actuating the same from the Signal Box A the one being a small
representative duplicato of the other having small model signals and switches
which work with those on the ground so that at any moment the Signal man or
anyone else may know the exact position of the signals and switches on the ground
(if desired the whole may be enclosed by glass to prevent accidental disturbance)
It is intended as a rule to have all the signals referring to the line of way on the
left hand Y and Z' are "distant" and Y and Z³ "home" and X2 and X³ are
starting signals: the signals and their actuators shown on Fig. 5 are given in
detail at Figs. 11, 12 and 13 where A is a semaphore attached to its rod A² that
carries an armature at the other end worked by the electro magnet B, the
upright C is a fixture and passes through the first table top H the slide J and
second table top K and is screwed into D. D: E is screwed into the shank of the
button F and carries the spring G on its flange, the other side of the flange resting
upon the slide J while the bottom passes through (or nearly) the hole in it:
Fand E may be slid up C the fingers passing round and under the flange on top
of F for the purpose and when so pulled up is drawn back again by the spring G:
Jis made to slide in the direction of the arrow and has another hole L in it the

page_text: same size as the other the holes being connected by a slot as shown at Fig. 11. for
C to pass through so that when J.is driven over to its full extent upon F being
raised and with it the bottom of E out of its hole the hole L passes under it and
upon F being lowered locks it in its place; at the end of J an insulated bridge O
is carried that connects two platinums in the circuit with the armature magnet B
and the battery, also the switch and signal engines as described, and when J is
locked in either position the circuit is completed by M and N respectively..
Figs. 8 and 9 show the detail of the button for actuating the switches, H is the
first table top, K is the second, and J is the slide F is the button which carries an
outer cylinder in which the spring G rests and is flanged at the bottom, below it
carries an insulated bridge O that completes or brakes the circuit as above, J as
before travels in the direction of the arrow and prevents F from rising unless J has
been thrust over to its full stop.
The working will be as follows:-say a train from the "down" line Z is required
to be admitted to the siding X across the "Up" line Y; the switches 1 and 2 say
have to be thrown over for the purpose, and since it would be the same for the
"Up" line Y say they work simultaneously, but before they can be worked the
"Up" and "Down" distant and home signals Y2 Y³ and Z2 Z3 respectively have to
be raised to danger for the interlocking bars or slides J (dotted) working them as
shown in Fig. 12 and described must be thrust over by driving in the handles J'
before the switch buttons (see Fig. 8 & 9) 1 and 2 can be raised, but when all are
over and the signals are up (which is necessary) both in the Signal Box and on
the ground and the current circulating along the "line of way" to the outside of
the previous Station Signal Box and then returning (unless preferred as far as the
distant signal only) thus raising the signal upon the engine as described, the
buttons 1 and 2 (in this case either as they work simultaneously) can be also
worked, and the switches both in the Signal Box and on the ground also worked
as described; to open the "main lines" again it is merely necessary to repeat the
above reversed.
3rd For the purposes mentioned in the 3rd instance the water is to be lead to
the motors of usual construction direct from the accumulators.
4th For the purposes mentioned in the 4th case the main pipes along the roads
are to have short branches with hydrants connected for attaching hose to, unless
otherwise provided for.
5th For the purposes mentioned in the 5th case the water to be compressed is to
be supplied pure for the purpose (a) to be available for high altitudes where water
is scarce and not provided for otherwise: (b) for rural districts not supplied with
water for domestic purposes but where Tramways or Railways using motive power
pass through arid districts the water supplied for the compressors may be available
from the mains for the purpose.
"Having now particularly described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I declare that what
I claim is "
•> 1st The utilisation of the rise and fall of the tides for compressing water (a) by
using the buoyancy of pontoons (b) by using the weight of vessels while loading
and unloading (c) by using the weight of vessels during repairs (d) the manner of
berthing vessels by the use of the arrangement of the hydraulic rams F and E
together with the wedge blocks D. (e) the advantage of the same plant being
equally applicable to all the previous claims with the arrangements shown.
2nd The mode of compressing air into receivers with the power of the water
already compressed.
3rd The construction and arrangement of the oscillating three cylinder engines,
for using the air or water after being compressed.
4th The governor and mileage guage with their separate or united action for
registering the mileage and applying the compressed air brakes at any speed they
may be adjusted to for the above engines.

page_text: 5th The arrangement and construction of the valves D (Drawing 4 Fig. 4 &c)
and the practicability of its extension to any number of pipes for directing the air
compressed.
6th The manner of taking on board a car or other vehicle the compressed air by
means of the nozzles: and also of the universal screw ratchet for raising and
lowering the apparatus.
7th The manner of using the air by the engines several times over.
8th The general arrangement of the Car Drawing No 4 Fig. 1 for using the air.
9th The general arrangement of the Locomotive for using the air.
10th The general arrangement of Railway Vehicles (coaches) (a) as reservoirs for
the air. (b) the system of using the air for stopping or breaking the wheels, with
the engines for actuating the valves.
11th The grip connections for the air reservoirs, between the vehicles with their
working without the necessity of the men passing between them.
12th The electric connections between the vehicles for actuating the valves of
the compressed air brakes, with their simultaneous action with the grip connections.
13th The construction of ships for the reception of compressed air for their
propulsion (b) for the possibility of their propulsion by the compressed air when
partially or wholly submerged.
14th The arrangements of the engines for working switches and signals of
Railways with either compressed air or water being actuated from a distance by
electricity and working one or many simultaneously.
15th The mode of communicating to the men on the train the position of the
compressed air or water worked signals and switches, continuously from their
starting from the previous station or any shorter distance.
16th The manner of interlocking and electrically working the compressed air or
water worked signals and switches of a Railway from the signal box, and the
system of illustrative or model working and repeating, by which the exact position
of them are shown in the Signal box.
The whole of the above having been substantially described.