IMPROVEMENTS IN TRACTION AND WAYS
Year: 1879

page_text: LETTERS PATENT to John Lawton Haddan, of 25, Great George Street, in the
City of Westminster, Civil Engineer, for the Invention of "IMPROVEMENTS IN
TRACTION AND WAYS."
Sealed the 7th November 1879, and dated the 22nd May 1879.
PROVISIONAL SPECIFICATION left by the said John Lawton Haddan at the
Office of the Commissioners of Patents on the 22nd May 1879.
JOHN LAWTON HADDAN, of 25, Great George Street, in the City of Westminster,
Civil Engineer. "IMPROVEMENTS IN TRACTION AND WAYS."
My Invention mainly consists in the combination of certain novel features,
hereinafter described, with others hitherto applied singly or for other purposes than
those to which I would adapt them in my combination. The combination embraces
several distinct elements, viz. 1°. A more or less continuously elevated permanent
way and substructure of a portable or other nature, and adapted for use with either
one or more rails. 2°. Continuous driving mechanism, either on any known
principle or effected by the special mechanism hereinafter described. 3°. Con-
tinuous braking mechanism either on any known principle or modified to obtain
continuous driving with identical mechanism, or with my to be hereinafter
described arrangement for obtaining continuous driving and braking with one and
the same apparatus. 4°. A. continuous train consisting of specially arranged rolling
stock, which by modifications of the superstructure only will permit the use of
freight in boxes, or passengers, or cattle, &c., without breaking up the train. 5°. The
employment for locomotive purposes of the boilers of the Herreshoff type, in which, in
contradistinction to locomotive boilers in general, weight is not a requisite, or with
the special boiler hereinafter described. 6°. Any electro motor applied continuously
or in the form of pistons working in non-magnetic tubes by magnetic attraction
applied to their exteriors. I do not however restrict the details of iny Invention
to this combination in its entirety, since the novel portions thereof may either be
employed independently or to form any secondary combination never before
performed. The special features in the elevated road which I claim are, the
employment of eccentric shoes or footings, of annular, or flower pot, or other
shaped bushes, to act as receptacles for the posts or supports; also of the form of
posts and substructure used, by which, being in two or more parts, they can readily
101

page_text: be applied on sidelong ground; also of the combination of piles and posts; I also
claim peculiarly twisted and saddle shaped suspension plates and general details of
my design; as also instruments and tools to be used in the setting out and erection
of the elevated structure. The improved continuous driving mechanism which I
sometimes employ, either in combination or otherwise, with the elevated structure,
and by the reversing the action of which continuous braking is to be obtained,
consists of a mechanical disposition wherein the power generator is kept distinct
and is not intended to produce any extraneous adhesion. The power generator
may be steam or other suitable element, but it is not intended that the power
transmitted should necessarily consist of the same element, although, as in the case
of gas, it may do so. Thus steam may constitute the generative power, while air,
water, or wire rope, &c., may be used to transmit the same throughout the train.
One of the novel features consists in the use of a chamber or accumulator, through
which the power is transmitted and regulated in manner analogous to the air
vessel of a double action pump. This chamber may comprise several compartments,
notably when vacuum or alternative pressure and vacuum is employed for the
transmission of the power. A special arrangement is also employed which permits
the stoppage of the wheels for short periods without arrestation of the prime motor
mechanism. Another feature of the mechanism consists in the placing of the
regulator valve in the exhaust in lieu of between the power and the cylinders,
turbines, rotary engines, or other motive mechanism employed, and in the use of
an apparatus by which every variation of effort is faithfully transmitted in minia-
ture to the regulator handle, so that the engineer may drive as literally as a
coachman who feels the pull on the reins. If sufficiently exalted air pressure be
used in the chamber or accumulator, then the power required for compression may
be reduced by allowing jets of the compressed air to impinge on certain portions of
the surface of the chamber, so as to produce cold, while similar jets used in con-
junction with wire gauze cones may be made to condense the exhaust steam while
temporarily so confined by mixing with it and sucking air through the interstices
of the gauze. When water is used as the transmittor of power, then it may be
made to condense the steam either by velocity or contact as desired. When
this mechanism is used on tramways it is intended to curve the flanges of the
wheels both back and front alike to prevent grinding in the groove. The arrange-
ment of brakes is such that the train is always locked, and requires some con-
tinuously applied extraneous effort to insure and permit motion, the cessation of
which effort shall at once cause a return to rest and the locking position. Another
special feature is the universal valve arrangement by which, when cylinders,
turbines, or rotary engine of any kind are used for distributing the power, any
number of them may be worked by a compound valve under the control of the
driver. Since brake blocks are never used, wedges are arranged to lock the wheels
by acting automatically when accident disturbs the continuous machinery; and
clack valves are used at each carriages joint to coufine the fluid to each carriage
should the connections break. The modifications requisite for enabling me to con-
vert the various systems of continuous braking, so as to make them available for
continuous driving, consist chiefly in valve arrangements which require alteration
and supplementing; but as in the case of all portions of my Invention which are,
per se, new, I do not confine the use of this portion of my Invention to elevated
railways only, since their application is suitable to railways, roads, and tramways.
In the latter case it is essential that the road surface should be perfectly horizontal,
or at any rate such portion of it as is occupied by the gauges. This level road may
superficially consist of wooden blocks, corrugated iron strips laid on edge or the
distance pieces between the blocks and form the down cuts, the interstices being
filled with any suitable impervious material. The intermediate foundation may be
of coarse sand or shingle, or other suitable ballast, into which the corrugated strips
may penetrate sufficiently to prevent lateral spread of the ballast; or some of the
blocks or strings of them may be deeper than the others to obtain this and other

page_text: effects. When a rail is used it is preferably of wood incorporated with the other
blocks by suitable fittings; a concrete or other impervious foundation is required,
and so laid that the surface may be sloped or channelled to any extent requisite for
ensuring prompt drainage. The upper or wearing surface is perfectly horizontal
in cross section, while the substratum is cambred or channelled to any desired
extent. The sand packing may be dispensed with if the concrete bed is moulded to
support the blocks or series of blocks and yet allow free drainage outlet from the
foundation. I do not however confine myself to this special means of attaining a
horizontal easily drained road surface. The special boiler arrangement consists in
employing more than one boiler of the Herreshoff model with only one separator,
and in constructing the worms of metals of different degrees of conductibility to
correspond with the gradations of heat applied, or of making the tubes longi-
tudinally in two pieces of metal of different degrees of conductibility, or of applying
buttons or ribs of metals to plates of unlike metal; also in putting gauze screens
in the separator. The special magnetic arrangement before referred to consists of
communicating motion from the interior to the exterior of a tube by magnetic
attraction in lieu of by the usual slot and piston guide, a current of electricity or
any suitable means being employed to obtain the magnetic adhesion.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Lawton Haddan in the Great Seal Patent Office on the 22nd
November 1879.
JOHN LAWTON HADDAN, of 25, Great George Street, in the City of Westminster,
Civil Engineer. "IMPROVEMENTS IN TRACTION AND WAYS."
Railways, tramways, locomotives, boilers, and also other matters connected with
traction and ways have place in my Invention; and one principal object contem-
plated is to obtain a light permanent way in conjunction with a comparatively
heavy train load upon steep gradients, and which I attain by attenuating the
weight, distributing the effort, and more or less completely causing or bringing the
strains to be borne or resisted by the comparatively short lengths of the carriages
or rolling stock, and eliminating them from the practically illimitable lengths of
the permanent way. Economical working is obtained by modifications of and
improvements upon the continuous driving by fluids, as described in the Patent of
Alfred Wildy, No. 4024, dated 18th October 1876, which was duly assigned to me
on the 21st day of October 1879, and by the automatic action described in my
Patent, No. 1198, dated 2nd April 1875, wherein the greatly varying resistance
attendant on the use of the very steep inclines (which my "pioneer" system of
railways attempts) is automatically made to render more uniform, or the more
economically to regulate, the expenditure of the driving power of locomotives
adapted to the "pioneer" system or not so adapted in a manner almost identical
in its object with that subsequently described in the two Patents of John Hastie,
Numbers 3561, 11th September 1876, and 3840, 17th October 1877, for another
purpose. For convenience, and the better to explain the nature of Hastie's Patents,
I quote from one of them in terms as follows:-" Improvements in Hydraulic
Motive Power and Pumping Apparatus (No. 3501, A.D. 1876).
"This Invention
has principally for its object the economising of the water used in hydraulic notive
power and pumping apparatus, and is applicable with special advantage in cases
wherein the resistance is variable, or in cases wherein it is desirable that the
apparatus should be adjustable relatively to the resistance." But I wish it to be
noted that the said two Patents of Hastie's contemplated stationary hydraulic
engines only, and that the automatic regulation described in my said earlier dated
Patent, No. 1198, referred to locomotors only and not to motors or stationary
engines, but was not restricted to the employment of water only; the substratum
Invention being claimed. by illustrating means of performance. Now as to its
nature, my Invention comprises combinations of the several seven subjects or
divisions, or of some of them, hereinafter termed items, set forth, specified, or dis-
tinguished as item No. 1, item No. 2, item No. 3, item No. 4, item No. 5, item.
No. 6, and item No. 7, some of which are not entirely new apart from the combina-
tions. But several of the above items, namely, items Numbers 1, 2, 3, 5, and 6 are
also comprised in my Invention as features thereof, or as including features thereof
independently of the said combinations, that is to say, I do not necessarily limit
the Invention in respect of these items to the said combinations, but claim to hold as
a part of any Invention, whatever is hereinafter set forth in terms as a distinctively
novel feature. And further, my Invention comprises certain other subjects or
divisions, also hereinafter termed "items," which are set forth, specified, or dis-
tinguished as item A, item B, item C, item D, item E, item F, item G, item H,
item I, item K, item K*, item L, and lastly, item M, which also being new I claim
as features thereof independently of any particular combination. Before specifically
stating the items it will be convenient here to note that I attach great importance to
the new and useful feature resultant from the combination of the items Numbers 1
and 2, and of the items Nos. 1 and 3, whether in respect of the distinctively old
portions of such items, or of the as distinctively new portions of such items. By
the old portions of item No. 1 I particularly refer to the elevated railway, patented
in England by Palmer in the year 1821, No. 4618, and which could not be generally

page_text: employed for ordinary locomotive traction by concentrated weight, and by the old
portions of No. 2 I particularly refer to the continuous driving and breaking combined,
patented in England by De Bergue. in the year 1867, Number 3629, which I am
of opinion would have proved of no utility on ordinary railways where the grades
had already been improved to suit the ordinary locomotive, and by the old portions
Item
of No. 3 I particularly refer to the continuous breaking now in general use.
No. 1 is or consists of any approved old or new post and rail or elevated railway,
whether of one or more rails, or employing screw piles, bush, fitted or lattice formed
more or less con-
posts, or otherwise; such a form of railway having a
tinuously elevated permanent way as distinguished from a system of embank-
ments and cuttings. In such a railway cuttings being absent (or few) steeper
gradients must rule, and therefore necessitate many of the improvements herein
contemplated. Particularly the elevated railway may consist of a system of posts
or supports carrying a single rail permanent way intended for saddle system
carriages or loads, and possess my distinctively novel feature of making or erecting
the spans or middle portions of the spans of considerably reduced strength, and
consequently economical in cost, the strains which ordinarily come upon them being
transferred to or borne by the carriages or rolling loads which are constructed as
rolling girders of sufficient length and strength to bridge over the weaker portions
of or intervals in the spans, and the wheels being sufficient in number and so
disposed as to effect this purpose. The rolling stock preferred is of two kinds,
active and passive, employed together, the active being furnished with wheels
connected with the motor, and the passive having no wheels whatever but being
placed alternately with and resting upon the ends or forming portions of the ends
of the active carriages or vehicles; the one may however be employed without the
other. The longitudinal dimensions of the active stock are regulated by the lengths
of the spans, and the wheels thereof are so arranged as to exert pressure at or near
the posts or supports, and not (or not to any important extent) upon the middle
portions of the spans which may be severed if desired. The longitudinal dimensions
of the passive stock are also regulated by the spans, and are such as to preserve the
Or the
relative positions of the active rolling stock and the permanent way.
division of strains may be rendered more complete by abolishing wheels in the
rolling stock and employing it as a sliding or movable beam in conjunction with
wheel headed piers or other completely isolated supports, as shewn in Figures 22,
24, and 25, hereinafter described, and specially claimed in item K. In Figures 1, 2,
and 3 are illustrated diagramatically the special features of the "pioneer" rolling
stock, Figure 1 being a cross section of the active portion thereof, b; and Figure 3
a cross section of the passive portion c, Figure 2 representing the whole in
longitudinal sectional elevation. The shaded wheels alone bear the load when
the rolling stock is in the position shewn in the Drawing, substantially as
claimed in items Nos. 1 and 2. Figure represents enlargement of one bay or
span of my elevated permanent way; f represents the rail; b, the posts; a, the
friction or rubbing surfaces (hereinafter claimed in item C); and d, tensional
supports. At Figure 4a the system is shewn employing ties only (c), while at
Figure 4b a system of struts (e) are illustrated. In Figure 4b the wedges c, c, are
used to fix the relative angle of the posts with the rails when the permanent way
is erected on inclines. Figure 4c illustrates the head of an H iron post in
which the rail f is shewn held in place by a wedge which bends the web of the rail
and so prevents its withdrawal. Figure 4d demonstrates an H iron post b supported
by one or more struts 8 which clip on to the flanges of b at t, t, but are not fastened
thereto, thereby permitting only the vertical movement or subsidence of b, sub-
stantially as hereinafter claimed in item D; Figure 4ª represents a subaqueous
footing, a being a mushroom; b, a post socketed in a; and s, 8, independent ties.
Figures 5, 6, and 7 illustrate in side elevation the guard or guide rubbing posts or
rails which are independent of the permanent way structure, a being the rubbing
surfaces, and b the supporting posts or holding down pins, substantially as herein-
after claimed in item B. Figure 8 illustrates cast iron permanent way supports or

page_text: 9, the
posts which are shod with what I term eccentric shoes, that is to say, every alternate
post is shod as shewn in strong lines at b, the intermediate posts being shod as shewn
in dotted lines at b*; this arrangement being modified on curves or when desired
by shoeing the posts on the side best suited to resist the strains, substantially as
hereinafter claimed in item A. At a on Figure 8 is shewn in section an antifriction
pulley forming part of the permanent way structure, as hereinafter claimed in item C,
and in Figure 7 a similar pulley, not forming part therewith, as hereinafter claimed
in item B. Figure 9 represents a modification of what is known as Sutcliffe's
telegraph post footings, a being a bush or flower pot sleeper provided with a cutting
lower edge, and b the post or rammer; Figure 10 represents a form of adjustable
post and sleeper required for contractors, military, or other temporary purposes; d
is a pot sleeper; b, a post; a, a detachable threaded tube affixed thereto; and c, a
nut, the turning of which elevates or depresses the "pioneer" permanent way and
grades it. Figures 12 and 13 shew side elevation and plan of a system for building
the permanent way with standard pieces of two types, videlicet, the H iron and the
semi-tube. frepresents the Hiron used either as a post or girder as desired; and
semi-tube fishes or joint covers. Item No. 2 is or consists of any approved system
of continuous driving, that is to say, disseminating tractive adhesion and power
throughout the whole train, or the greater part of it, instead of concentrating it in the
locomotive. In connection with this item are my immediately hereinafter described
distinctively novel features of the four separate modifications of, or improvements
upon my automatic arrangements next hereinafter described, for varying either the
adhesion or power, or both, in proportion to the resistance to be overcome as
referred to in my said Patent, No. 1198, of 1875, and one modification of which
consists of a locomotive or apparatus in which steam cylinders are made so to
actuate hydraulic rams or pumps as that the speed of the steam pistons shall be
more or less constant, while the speed or strokes of the ram or pump shall vary
automatically, either exactly or in any desired ratio with the resistance offered to
the machinery, thereby absorbing the power in a regular manner although the
effort be irregular. The main rams or pumps are used to supply pressure to any
number of motors applied to some or all of the wheels of the train, and valves are
so arranged that the rams or pumps may when required act in a contrary direction
to the motors, or may continue in action without affecting the motors at all, or
may confine the fluid within the apparatus, and so block the several parts of the
machinery in the event of rupture or disturbance of the system. The main rams
or the steam cylinders may continue to run forwards while the motors are reversed
or stationary. I sometimes arrange the distribution of power so that the number
of wheels acted upon (as it were coupled) may vary with the resistance on the
level, but few of the motors being worked, while on the maximum inclines the
whole of the adhesion possibly attainable by coupling all the wheels will be
employed, the pressure in the hydraulic motors (when this form of driving is
employed) being thus rendered also invariable. I also sometimes utilise the water
circulation for condensing the exhaust steam. A similar differential effect (being
the second of the four modifications) may be obtained by diminishing the capacity
of the rams automatically, cither by varying the thickness of the pistons under the
opposing pressure, or by resistance coils or springs at one extremity of the rams,
or governors may be employed to alter the capacity of the cylinder in lieu of the
automatic arrangement; and the third of the four modifications is an adaptation of
the so called Rider's expansion gear which hitherto I believe has not been applied
to locomotives. The fourth of the four modifications has for its object the auto-
matic action of the accumulator, whereby it shall absorb the waste power so as to
permit the prime motor and the generator of the power therefor to work with
regularity. My first modification as designed for my "pioneer" railway is illus-
trated diagramatically in the side elevation, Figure 27, and its corresponding cross
section, Figure 27ª. represents the steam cylinder; b, the ram or pump; c, the
suction pipe; d, the delivery pipe; e, the air vessel or accumulator; f, the delivery
pipe to the regulator valves and mains; g, the tank for reserve water; h, a lever

page_text: oscillating about the point i; j, the automatic regulating block sliding on h; k is
the ram connecting rod; is the rod which alters the position of the block j and
varies the stroke of the ram; it is attached to the connecting rod k at m; n is a
lever oscillating on the fulcrum o; p is a helical spring attached at one end to the
lever n, and at the other to the engine frame at the point q, its object is to afford
return action to the piston of the cylinder r; r is a cylinder whose piston or
plunger communicates to the lever n through the rod s, the varying pressure in
the main pipe z to which it is connected, thus affecting the stroke of the rain b
according to the force or pressure exerted, which is commensurate with the resist-
ance to be overcome; u is a lever rigidly connected with the lever h, and causes
the shaft to revolve through the connecting rod wand crank x. From this
shaft vthe slide valves of the engine are worked; y, y, are the subsidiary or branch
pipes to each motor; z is one of the main pipes (which may be corrugated trans-
versely to facilitate bending on curves) supplying y, y, y, &c. Figure 28 illustrates
in section my second modification for obtaining automatic differential action; a is
an oscillating cylinder supported upon a bed plate b; c is a piston in connection
with the prime motor; d is a piston in connection with the machinery; e is
a piston so regulated by the spring as to be unaffected by the normal pres-
sure exerted by c upon the mercury or other fluid with which the cylinder a is
filled; g is a nut regulating the spring f. When the pressure of c surpasses
the normal point to which the spring f is set, the piston e which is of like area
to d recedes, and consequently the stroke of d is curtailed. Thus the action
of the piston d is differential as regards c whenever the resistance offered to d
exceeds the pressure exerted by c. To prevent the return of the piston d between
the strokes, it is advisable to use a system of two or more cylinders, although for
the purposes of illustration one only is shewn, or the same result may be obtained
by a pipe and valve. The piston e may be also worked without a spring by a
governor, causing it to advance and recede in accordance with the resistance over-
come. Figure 29 shews in side elevation, and Figure 29a in cross section, diagra-
matical illustrations of my third modification, in which what is known as Rider's
regulating expansion gear is employed. a is the steam cylinder or prime motor; b
is the ram or pump; c is a lever regulating the expansion gear, and causing the
expansion valve to rotate on the rod d; e is a pressure recording cylinder, whose
piston acts ou c through the rod f; g is a pipe through which water is supplied to e
by the pump h, which is driven from the crank i attached to the pulley j, which is
keyed to the same shaft and driven from the larger pulley k, which is attached to
the main engine shaft by the belt with the object of augmenting the speed of the
train; m is the compensating overflow from the cylinder e, from which water is
returned to the tank n by the pipe o; p, p, are levers by which the motion of c is
transferred to the valve on the opposite side of the apparatus, the connection being
effected by the rod q; y is the suction pipe; z is one of the transmission of power
pipes. Figures 27a, 29ª, 31, and 31 illustrate alternate right and left handed
driving by cranks. In Figure 31 f is the Trail; w, the wheel proper; d, a flange
wheel; and c, a crank pin. Figure 31ª represents the corresponding right and left
handed coupling rod, as hereinafter claimed in item *. Figure 25 illustrates one
of the methods employed for regulating the cant or shifting centre of gravity of the
train, when one rail or a very narrow guage is employed. a is the portion of the
coupling attached to one carriage, while b is the corresponding portion which is
attached to the carriage contiguous; s is a right and left handed screw, the actua-
tion of which either causes the axi of the carriages to coincide or to diverge from
each other, substantially as claimed in item E. The application of item No. 2 to
driving on two wheels, whether on rails or on the ground, is generally illustrated
in plan in Figures 16 and 17, and in side elevation in Figures 16 and 17º, while
the fourth modification of the automatic stroke varying apparatus and its action on
the accumulator is shewn in connection therewith, and also on an enlarged scale at
Figure 16b, in which Figure A represents the connection with the air compressor;
S, the connection with the prime motor; and W, the connection with the ram. The
8

page_text: Thus
a
up and down motion of X affects the stroke of W in a diametrically opposite manner
to that in which it affects A, consequent upon the action performed by the pin b in
the slots in the levers a-d, and a-c, respectively, which are fixed at a, a.
when W is doing but little work, A is storing power in the accumulator e, and vice
versá; represents the main pipes arranged in the axis of the train, and protected
and supported in the special girder coupling g, shewn in cross section in Figure 14;
C, C, &c., are the motors. A special form of wheel for use on trams generally is
shewn in Figure 18, which having the flange in the middle of the inclined treads
prevents grinding either on the front or back of the wheel. Item No. 3 is or
consists of any approved system of continuous breaking, not including or including
the reverse of the continuous driving contemplated by item No. 2, or of adapting
the system of continuous breaking and continuous driving in one and the same
apparatus. The well known Westinghouse system of breaks is applicable for this
purpose, and may serve the double purpose of continuous breaking and driving by
abolishing the breach blocks and adapting to it some of the improvements specified
under item No. 2. Item No. 4 is or consists of any approved system of removeable
freight boxes as variable superstructure to the invariable, because connected and
continuous substructure of the rolling stock, it being almost impracticable to break
up trains when continuous driving and breaking are employed. It is illustrated for
one rail railways in Figure 30, which shews the skeleton train in cross section.
represents a freight box on rollers, and which is shewn partially removed, and
over which space is left for passengers; b shews the passenger platform turned
up out of the way to admit a larger box (say, a horse box). The same sub-
structure being thereby readily convertible for goods, passengers, or cattle, or
any desired proportion of each. 2,2, show alternative positions of the main
pipes, supplying the continuous driving and breaking power. The boxes
may be collapsible to facilitate return empty despatch. Item No. 5 is or consists
of the application to "continuous driving" locomotives of boilers of the
"Hereschoff type," the extraordinary lightness of such boilers rendering them
inapplicable to ordinary locomotives, in which weight is an essential to traction; also
of Lawrence's or other suitable slow combustion hearths, the regular absorption of the
power claimed in item No. 2 allowing this class of furnace to be utilized for my system
of locomotives especially on highways for which its self consumption of even soft coal
smoke renders it particularly suitable. In connection with this item is my dis-
tinctively novel feature of uniting to form locomotive boiler a system of pieces or
sections or short lengths of boilers arranged lengthways or endways (or otherwise)
in connection with each other only at points above the water line. In my "pioneer'
or other railway system where steep gradients occur it is evident that the ordinary
locomotive boilers being of considerable length would have the water level too much
disarranged to admit of their use, I therefore employ two, three, or more short
sections or lengths, and unite them by suitable pipes and connections. Figure 20 is
a diagram in illustration, the barrel or shell being represented in three sections
with smoke boxes a, a, between them, dividing up the water spaces and making the
water level less injuriously affected by steep inclines. Fire boxes b, b, are shown
at both ends intsead of at one end, as being specially intended for tramway
purposes to which several of my improvements are also applicable; c, c, are recipro-
cating dampers. It is contemplated in some cases to employ fire tubes of differing
materials placed according to the height or position within the water spaces, so that
the relative degrees of heat conducting power may properly affect the circulation
and direct or assist in directing the water currents. Item No. 6 is a further feature
of my Invention, and is or consists of a system of water or fluid driving analogous
to the well known atmospheric railway. In connection with this item is my
distinctively novel feature of effecting the connection of the carriages or train with
the propelled or travelling piston within the longitudinal piping provided, my
piping having no longitudinal slit or opening with valves for such purpose; but my
connection being established by a magnetic action effect, adhesion, or attraction,
⚫ between the carriages or train and the propelled or travelling piston or pistons,
"

page_text: water or other fluid may be employed in piping forming an integral part of the
permanent way, and it is contemplated as the special feature that the piping itself
should be dia-magnetic or non-magnetic in connection with a magnetic piston, or
vice-versa, and should (or may) form or support the rail or rails. Also that the
magnetic influence upon the piston or pistons should be exerted by or through the
poles of the magnet employed, which protrude from the carriages or train and
surround or partly surround, and touch or bear, or do not touch or bear, against the
exterior of the piping, which may be corrugated transversely if required. Also that
the magnetic influence or effect should be caused or produced by electricity, and in
some cases by thermal electricity, and in some cases that the thermal electricity
may be established or worked by the difference of température of the water or Huid
employed in the piping and with a furnace or heater carried in the train. In
Figure 11, p is the piping; m, the magnet; and a vee shaped carriage wheel. Itém
Number 7 is or consists of the application to locomotives of an air chamber or accumu-
lator for storing any excess of power developed during movement or during stoppage
of the train. The chamber may, comprise, several compartiments and notably when
vacuum or alternate pressure and vacuuin is employed for transmission of the power.
And in connection with, this item is my distinctively novel feature of the use or
application of an accumulator for the above purpose, to the further purpose of
condensing or assisting in condensing steam, and which I believe will be particularly
advantageous for tramways in towns, and for underground railways and for "pioneer"
railways in desert places. It is contemplated to employ wire gauze cones or
inclined surfaces, as at w in Figure 19, through the interstices of which the air from
the accumulator, after being brought into contact with the exhaust steam is passed,
a is the
the steam being the more rapidly condensed by the expansion of the air.
air pipe from the accumulator; b is the exhaust steam pipe leading to chamber;
and c is the condensed water outlet. The floor of the chamber may be corrugated
as also the inclined surfaces. Now having generally described the manner of
performing my Invention, and in several particulars having defined its nature, and
stated what I claim more particularly for combination purposes, I desire it to be
understood that I further claim the items A to M inclusive as follows:-Item A is
the application to the permanent way of elevated railways on alternate sides, or as
required, of what I have termed eccentric shoes, in illustration of item No. 1, as
shewn at Figure 8 and above described. Item B is the application thereto of
independent equilibrium guide rails or guide posts with or without friction rollers as
exemplified in illustration of item No. 1, as shewn at Figures 5, 6, and 7, and above
described. Item C is the application of sleigh or rubbing bars provided to the
carriages to act against rubbing or guide friction rollers or surfaces on the permanent
way, as exemplified in illustration of items Nos. 1 and 2, and shewn at a in Figures
2, 4, 4b, and 8, and above described. Item D is the providing inclined struts or
ties for maintaining the vertical position of the posts or supports of elevated rail-
ways, and so constructing and arranging them (the struts or ties) as to permit
vertical subsidence alone, as exemplified in illustration of item No. 1 and shewn at
Figure 4a, and above described. This is in effect the division or separation
of the weight bearing from the strutting or tying elements of the construction.
Item E is the regulation of the cant or inclination of the saddled carriages
or stock upon a single railed or very narrow guaged permanent way by one
or other or all of the means described, namely, by shifting the tank water of
the locomotive or the apparatus itself laterally or by right and left handed screw
coupling arrangement between the carriages, as described or exemplified in con-
nection with item No. 2; and item F is the application of a regulator in the
exhaust of a locomotive, so that the cylinders shall always contain the propelling
fluid, and the pistons feel its pressure when the mechanisin is at rest.
effected in necessary conjunction with a rotary piston or other suitable valve, and
the apparatus in other respects may be similar to an ordinary regulator. Item G
is an improvement deemed essential for mechanical traction in the public highways,
whether on rails or not, and consists of attaching to the regulator the means of
This is

page_text: making sensible to the touch the variations of effort constantly occurring, the
removal of the haud from the regulator causing the exhaust to close and the
machinery to resume immobility. A miniature steam cylinder, or a simple con-
nection with the water system when hydraulic machinery is used, may serve to
render the resistance overcome sensible to the touch, and an ordinary_spring
acting against the regulator will close it when the hand is removed. Item H is an
arrangement for shifting trains or carriages from one elevated line to another in a
manner analogous to ordinary railway points, and consists of girders or deep rails
mounted on travelling frames, which may be pivoted or hinged at the end like a
gate (and act thus also as level crossings), or may move bodily laterally like a
traverser. This is illustrated in cross section at Figure 21, wherein a is the girder,
and the travelling frame. To obtain the desired result by only a moderate
range of motion in the "pioneer "points the double action arrangement illustrated
in plan view in Figure 26 is employed. The fixed portions are marked a, and
etched, while the moving portions are marked b, the reciprocating pullies are
marked p, and the positions of the shifting rails when returned to the straight or
main line position are shewn in dotted lines, and the action of return to the straight
or main line is illustrated by arrows. Item I is an arrangement for reducing
hydraulic head in stages, when water driving of the nature shewn in item No. 6 is
intended, so as to permit the employment of pipes of only moderate strength, and
consists in employing or forming either natural or artificial elevations, as shewn in
Figures 23, where the water flows in the direction of the arrows, viz., up the pipe a
into the small reservoir c, which is necessarily lower than the main head or reservoir,
and then down the pipe b. Item K is an improved system of traction and ways,
carrying out more completely the principles of item No. 1. It consists of detached
supports fitted with wheels, which may be driven by water or any fluid, or by
electricity conveyed along the ground under the surface if desired, and so arranged
as to act only when in contact with the train, by its pressure opening a valve or
equivalent, or by metallic contact completing an electric circuit. Figure 22
illustrates the wheels as actuated by water, a being a supply pipe; b, b, the rams;
and w, the wheel to be driven; and l, the load, Figure 24, as driven by dynamo
electricity, a being the main-wire; b, a Gramme or other suitable machine; w, the
wheel to be driven; s are sand bags, and b, the load; and Figure 25, as worked by
a rope, which only however transmits the power and guides the load, but does not
support it. represents the load; w, the wheel to be driven; a, the rope; p, a
changing direction pulley; and b, a covered channel to protect the rope at a level
crossing. The motion thus communicated to the wheels on the descents may be
made either to store force for the return train on the same line, or on its double
line alongside; or may transmit the force to the ascents, or to an accumulator. In
the above examples the load or train does not possess any self contained power,
but if it is desired to supply self contained power to the train then connection
between the train and the wheels may be supplied, either mechanically by an
endless worm on the train and corresponding pinions on the supports, or by an
endless rope or chain, or by electricity; or for military purposes by a slow com-
bustion rocket arrangement, or by machinery driven by slow combustion powder.
Item K* is or consists of the employment of a special crank and coupling arrange-
ment for driving the "pioneer" wheels, or series of wheels, on one of their sides
only, either their right or left sides, as desired, but not both, as above described
under item No. 2. Item L is an improved method of preventing the grinding of
the wheels when traversing curves, and consists in forming the wheels with tyres
capable of shifting or moving laterally on their bodies. I propose to effect this by
male and female tri-curve, or any convenient form of surfaces of contact, which
though loose fitting will lock by turning one within the other. Figure 25b illus-
trates this portion of my Invention, wherein a is the shifting tyre, and b the body
of the wheel. And, lastly, item M. is or consists in so applying the propelling power
that all the load and mechanism of the engine and superstructure shall be relieved
from the shocks of the propelling wheels and substructure incidental to their usually

page_text: being rigidly connected with each other by connecting rods, cranks, and axles.
This is effected throughout the train partially by the employment of an air
accumulator acting as a buffer between the prime motor and the work done, or
by the spring system illustrated in Figure 28, and partially by the general arrange-
ment employed for transmitting the power, as described under item 2 for continuous
driving on rails, to which neither this nor any other portion of my Invention is
necessarily restricted. This arrangement dispenses with rigid connection of any
kind, and employs more or less flexible pipes, the desired flexibility being attained
by making them spiral (or corrugated) in places, as shewn in Figure 14. The
desired isolation or independence of the propelling wheels being still further
secured by the dispensing with connected axles, and driving or breaking the wheels
on one side of a train independently of those on the other side, and at the same
time permitting strictly vertical and horizontal action or play. This is particularly
applicable to the irregularities of level and guage incidental to the use of traction
on rails on the public highways. One method of performing this portion of my
Invention is illustrated as follows:-Figure 14 shews cross section of a tram
carriage, and Figure 15 shews inside view of the double or twin axle box (t, t,)
employed. z, 2, shew the main water pipes for hydraulic continuous traction;
g, the girder coupling in which the pipes are carried; and b, the cross beams, upon
which the body of the carriage rests and traverses on curves. The same letters
apply to like parts in Figures 16, 16ª, 17, and 17".
In witness whereof, I, the said John Lawton Haddan, have hereunto set
my hand and seal, this Twentysecond day of November, A.D. One thousand
cight hundred and seventy nine.
J. L. HADDAN. (LS.)