Improvements in Pneumatic Dispatch Apparatus.
Year: 1899

page_text: Date of Application, 25th Apr., 1899-Accepted, 4th Nov., 1899
COMPLETE SPECIFICATION.
Improvements in Pneumatic Dispatch Apparatus.
We, LOUIS GARDNER BOSTEDO, of River Forest, and EDMOND ARMITAGE FORDYCE,
of No. 1091, North Clark Street, both of Chicago, in the County of Cook and
State of Illinois, United States of America, Mechanical Engineers, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:
-
This invention relates to pneumatic dispatch systems and is devised more
particularly for transporting bulky parcels through considerable distances, the
system being adapted for use as an underground system, although it may be used
above ground and is not restricted in its application to large or heavy loads. The
system may be used either as an exhaust system or as a pressure system, and,
although the particular construction shown and hereinafter described is organized
for use as a pressure system, yet we wish it understood that, with the necessary
and obvious changes, the system may be used as an exhaust system.
The invention relates more particularly to the construction of the sending and
receiving terminals and the provision thereof with gates or valves so as to cause
the carrier to be delivered without permitting the escape of air from the system
or the admission thereto of air under atmospheric pressure, the operation of these
gates or valves being automatically effected by the movement of the carriers and
the variations of pressure caused by such movement. The invention also relates
to a similar arrangement of gates or valves in the main portion of the tubes
intermediate between their terminals, whereby relay fans or blowers may be
connected, if desired, to such intermediate portions to maintain the pressure or
vacuum in the system.
The object of the invention, is in a general way to provide a construction where-
by the terminal and intermediate gates or valves hereinbefore referred to shall
be automatically operated by the variations in pressure in the main tube caused
by the movement of the carriers, and to these ends the invention consists in
certain novel features which we will now proceed to describe and will then
particularly point out in the claims.
In the accompanying drawings,
Figure 1 is a diagrammatic view of a system embodying my invention;
Figure 2 is a side elevation of the sending terminal of the system, portions
of the mechanism being shown in vertical section and the entire mechanism being
shown in its normal position, ready for the insertion of a carrier to be sent;
Figure 3 is a view, similar to Figure 2, showing the parts of the apparatus
in the position which they assume after the introduction of a carrier into the
sending terminal and during its introduction into the system;
Figure 4 is a vertical sectional view of the sending terminal, taken on the
dine A--A of Figure 2 and looking in the direction of the arrow;
Figure 5 is a vertical longitudinal sectional view of the receiving terminal
of the system:

page_text: Figure 6 is an inverted or bottom plan view of the same;
Figure 7 is a view, similar to Figure 5, illustrating the mechanism employed
at a relay station to permit the carrier to pass the same;
Figure 8 is a side elevation of a carrier adapted for use in the system; and
Figure 9 is an end elevation of said carrier, the tube in which it travels being
shown in section.
In the said drawings we have shown, in Figures 2, 3 and 4, that portion of the
system which constitutes what is known as the sending terminal. In said figures,
10 indicates the outgoing or sending tube and 11 the incoming or receiving tube,
the air circulating through said tubes, which are connected at the terminal in
the manner indicated by the arrows thereon. The terminal portion of the tube 10,
which is indicated at 12, is that portion thereof into which the carrier is inserted
when it is desired to send the same through the said tube, and this terminal
portion 12 has provided at each of its ends a valve. The valve 13, which is located
at the outer end of the section 12, serves the purpose of opening said section to
the outer air for the purpose of permitting the insertion of a carrier thereinto,
and it also serves to close the communication between the terminal section 12
and the outer air during that period of the operation of the apparatus in which
the carrier is being forced from the terminal section into the main body of the
tube. The valve 14, which is located at the inner end of the terminal section 12,
serves in its normal position to close the communication between said terminal
section and the body or main portion of the tube 10, said valve also serving to
establish communication between these two parts during the introduction of the
carrier from the terminal section into the main body of the tube and while the
valve 13 is closed.
The return tube 11 is connected with a tube 15 which has a branch 16 con-
nected with the main tube at a point inward of the valve 14, and a second branch 17
which connects with the terminal section 12 of the main tube 10 at a point inward
from the valve 13 and between the valves 13 and 14. At the junction of the
tube 15 and its branches 16 and 17 is located a valve 18, by means of which the
air from the tube 15 may be directed either into the branch 16 or into the
branch 17. The three valves 13, 14 and 18 are positively operated so as to main-
tain certain definite relative positions. When, as shown in Figure 2, the valve 13
is open so as to establish communication between the outer air and the terminal
section 12, the valve 14 is closed so as to cut off the connection between said
terminal section and the main body of the tube 10, while the valve 18 is in such
a position as to direct the return current of air from the tube 15 through the
branch 16 into the main tube 10 on the inner side of the valve 14, the branch 17
being closed. When, on the other hand, as shown in Figure 3, the valve 14 is
opened to establish communication between the terminal section 12 and the main
body of the tube 10, the valve 13 is closed so as to cut off communication between
said terminal section and the outer air, and the valve 18 is in such a position as to
close the branch 16 and divert the return current of air through the branch 17
into the terminal section 12 back of the carrier.
The several movements of these valves just referred to are effected by the
following mechanism;
19 indicates a motor, which, in the present instance, consists of a cylinder 20
containing a piston 21 and controlled by a valve 22, by means of which air under
pressure may be introduced into either end of the cylinder by means of ports 23
and 24. This air may be conveniently supplied by means of a pipe 25, which
extends from the return tube 11 to the valve casing. The position of the valve 22
may be controlled by means of a hand lever 26, located in convenient proximity
to the end of the terminal, said lever being connected by means of a rod 27 to an
arm 28 on the axis of the valve 22. The piston 21 has connected to its piston
rod 29 an arm 30, to which is secured a rod or bar 31 mounted to slide in suitable
guides. Upon the bar 31 is loosely mounted a sleeve 32, which is, however,
adapted to be connected to said bar, so as to move in unison with the same, by

page_text: means of a suitable clutch mechanism. We have shown for this purpose a
dog 33, pivotally mounted on the sleeve 32 and adapted to have one of its ends
engage a notch or slot 34 in the bar. The other end of the dog 33 is adapted to
engage a fixed projection 35 which is located in its path, so that when said dog
engages said projection it will be lifted out of engagement with the notch 34 of
the bar 31. The bar 31 is also provided with a collar 36, or similar enlargement,
which will engage the sleeve 32 when the bar moves in one direction and will
cause said sleeve to move along with the bar. The sleeve 33 is connected by means
of a rod 37 with a crank arm 38 on the axis of the valve 13, so that when motion is
imparted to the sleeve 32 it imparts a quarter turn, or a movement through an
angle of ninety degrees, to the valve 13, so as to open or close the same, according
to the direction in which the sleeve is moved.
The bar 31 is provided near its other end with a similar sleeve 39, loosely
mounted on the bar and provided with a dog 40 which is adapted to engage with
a notch or groove 41 in the bar, and to be released from such engagement by
contact with a fixed stop 42 located in its path of travel. The bar 31 is also
provided with a collar 43, which is adapted to engage the sleeve 39 in one direc-
tion and cause the same to move along with the bar.
The sleeve 39 is connected by a rod 44 with a crank arm 45 on the axis of the
valve 14, the said sleeve 39 is similarly connected by means of a rod 46 with a
crank arm 47 on the axis of the valve 18.
There is also provided in the path of the arm 30, or a projection therefrom, a
finger 48 which is secured to a rod 49 mounted to slide in a suitable guide or
guides 50, said rod being connected to an arm 51 secured to the axis of the
valve 22.
The operation of this portion of the apparatus is as follows:-
The normal position of the parts is that shown in Figure 2 of the drawings,
in which air under pressure is constantly passing from the tube 11 through the
tube 15 and branch 16 to the tube 10, the valve 14 being closed and the valve 13
open. When it is desired to dispatch a carrier, the same is introduced into the
The lever 20
terminal section 12 of the sending tube through the open valve 13.
is then moved so as to shift the valve 22 into a position to admit air under pressure
through the port 24 back of the piston 21. Motion is thus imparted to the piston,
the air on the other side thereof escaping through the port 23 and valve 22 to the
exhaust port. The motion of the piston 21 is imparted to the bar 31, and, as the
sleeve 32 is locked in position on said bar by reason of the engagement of the
dog 33 with the notch 34, said sleeve moves along with the bar and, through the
connecting rod 37 and crank arm 38, rotates the valve 13 through a space of ninety
degrees, thereby closing the same. As soon as this closing of the valve 13 has
been effected, the dog 33 comes in contact with the stop 35 and the sleeve is
released from its connection with the bar. The bar continues to move in the
same direction, whereupon the collar 43 comes into contact with the sleeves 39
and carrying the same along with it, moves the dog 40 clear of the stop 42. The
dog then engages the notch 41 of the bar 31 and the sleeve 39 is moved along with
said bar and, through the medium of the connecting rods 44 and 46 and the crank
arms 45 and 47, shifts the position of the valves 14 and 18. The valve 14 is so
turned as to establish communication between the outgoing tube 10 and its
terminal section 12, while the valve 16 is so turned as to divert the air into the
branch 17 and cause it to enter the terminal section 12 back of the carrier. The
carrier is thereby forced out of the terminal section through the valve 14 and into
the main tube 10, through which it proceeds to its destination.
The parts are now in the position shown in Figure 3, and as the stroke of the
piston 21 reaches its limit, the projection of the arm 30 comes in contact with
the finger 48, and, through the rod 49, shifts the valve 22 so as to restore said valve
to the position shown in Figure 2, thereby placing the port 23 in communication
with the air supply pipe 25, while the port 24 is placed in communication with
the exhaust. The piston 21 then moves back towards its original position, carry-

page_text: ing along with it the bar 31. During the initial portion of this movement, the
sleeve 39 travels along with the bar, and, by its connection with the valves 14
and 18, serves to close the former and to so turn the latter as to divert the air
current into the branch 16. After the valves 14 and 18 have been operated, the
dog 40 comes in contact with the stop 42 and the sleeve 39 is released from its
connection with the bar 31 and its motion ceases. As the motion of the bar 31
continues, the collar 36 comes in contact with the sleeve 32 and the dog 33 is
released from the stop 35 and re-engages the notch 34 of the bar 31. The move-
ment thus imparted to the sleeve 32 is transmitted to the valve 13 and opens the
same. At this time the piston 21 has completed its stroke and the mechanism
comes to rest in its original position as shown in Figure 2.
In
The receiving terminal is constructed in the manner shown in detail in
Figures 5 and 6 of the drawings. In the system as arranged in the diagram
shown in Figure 1, a receiving terminal is located immediately adjacent to the
sending terminal, being in line with and forming a continuation of the tube 11
and being located beyond the junction of the tube 15 therewith. This terminal
section, indicated at 52, is provided at its inner end, that is to say, the end
adjacent to the tube 11, with a valve 53, while at its outer or discharge end is
located a similar valve 54. These valves are adapted to be operated by a motor,
consisting, in the present instance, of a cylinder 55 having therein a piston 56,
the piston rod 57 of which is connected by arms 58 with an operating
rod 59 which connects with and operates the valves 53 and 54.
the construction shown, the valve 53 is provided with an eccentric pin or crank
arm 60, and the operating rod is provided at its adjacent end with a head 61
having therein an L-shaped slot 62, cne arm of which is vertical and the other
horizontal, as shown in dotted lines in Figure 5. At its opposite end the operating
rod 59 engages a corresponding eccentric pin or crank arm 63 on the valve 54, and
for this purpose is provided with a head 64 having therein an L-shaped slot 65
similar to the slot 62 but reversely arranged. From a point in the tube 52
adjacent to but inward from the valve 54 a tube or pipe 66 leads from the interior
of said tube 52 to the interior of the cylinder 55, opening into the same at its
outer end, or that end which lies adjacent to the valve 54. From the other end
of the cylinder 55 a pipe 67 leads to a valve casing 68, within which is a three-
way valve 69. From the valve casing 68 a pipe 70 leads to some suitable point
in the system where constant pressure is obtainable, as, for instance, to the
tube 15, as shown, while a second pipe 71 leads from said valve casing to the
terminal tube 52 at a point outside of the valve 53, the three-way valve 69 being
so constructed that by its means the pipe 67 may be placed in communication
with either of the pipes 70 or 71. The pipe 71 is provided with a check valve 72,
by means of which air is permitted to flow from the pipe 67 through the pipe 71
to the tube 52, while the flow of air in the opposite direction is automatically
prevented. In order to automatically operate the three-way valve 69, said valve
is provided with a crank arm 73, to which is connected a reciprocating rod 74
mounted to slide through a suitable aperture in a downward extension of one
of the arms 58, said rod 74 being provided with stops 75 and 76 adjustably
mounted thereon and adapted, when the arm 58 comes into contact with them, to
move said rod 74 and consequently the three-way valve 69 in one direction or
the other.
The receiving terminal thus constructed operates in the following manner;
The normal position of the parts is that shown in Figures 5 and 6 of the
drawings, and upon the arrival of a carrier at the terminal, said carrier, passing
through the valve 53, compresses the air contained in the tube 52 between the
closed valve 54 and the front end of the carrier. This compression is due to the
inertia of the carrier, and the air thus under compression passes through
the pipe 66 into the cylinder 55 and, acting upon the piston 58 therein, moves the
same towards the opposite end of the cylinder. During this movement of the
piston the air on the opposite side thereof in the cylinder escapes through the

page_text: pipe 67, check valve 72 and pipe 71 into the tube 52 behind the carrier. The
movement of the piston 56 is transmitted through the piston rod 57 and arms 58
to the operating rod 59, and said operating rod is moved toward the main tube 11.
During the initial part of this movement the vertical portion of the slot 62 in the
head 61 engages the crank pin 60 on the valve 53, and by such engagement
rotates said valve 53 through an arc of about ninety degrees, thereby closing
said valve. During this movement of the valve 53 and rod 59, the valve 54
remains stationary, the crank pin 63 thereof lying in the horizontal portion of
the slot 65 of the head 64. When, however, the valve 53 has been closed, its
crank pin 60 has assumed the position shown in dotted lines at the left in
Figure 5 and is then in line with the horizontal portion of the slot 62, so that
further movement in the same direction of the rod 59 does not cause any corre-
sponding movement of the valve 53, and said valve is held closed during such
further movement of said rod. At the same time, however, the head 64 has
moved to a point where the vertical wall of its slot 65 engages the crank pin 63
of the valve 54, and further movement of the rod 59 rotates the valve 54 through
an arc of about ninety degrees, thereby opening said valve and permitting the
carrier to pass out of the terminal. It will be noted that the valve 53 is closed
before the valve 54 is opened, so that little or no air escapes from the system and
there is at no time a free communication between the main tubes of the system
and the outer atmosphere. It will also be noted that the shifting of the valves
to permit the exit of the carrier is effected entirely by the variations of pressure
in the terminal caused by the movement of the carrier.
After the exit of the carrier the valves 53 and 54 are automatically returned to
their normal position in the following manner:
The arm 58, which slides upon the rod 74, comes into contact with the stop 75
on said rod as the piston 56 reaches the limit of its stroke to the left, and by
such contact it so shifts the three-way valve 69 as to establish communication
between the pipes 70 and 67, cutting off at the same time communication between
the pipes 71 and 67. By this means air under pressure is thus admitted from the
main pipes of the system to that end of the cylinder 55 opposite to the end with
which the pipe 66 communicates and as, in the mean while, the carrier has
passed out of the terminal, the piston 56 is moved to the right, the air escaping
freely on the right hand side of said piston from the cylinder 55 through the
pipe 66 to the open air. This movement of the piston 56, through the rod 59,
serves to first close the valve 54 and then to open the valve.53, and, at the end
of the movement of said piston, the arm 58 comes into contact with the stop 76
on the rod 74 and thereby moves the three-way valve 69 into the position shown
in Figure 5, which is its original or normal position, cutting off the air pressure
through the pipe 70 and establishing an equalizing pressure through the pipe 71
against the check valve 72 so as to maintain the piston 56 in its normal position,
as shown in full lines in said Figure 5, against the system pressure through the
pipe 66. It will be observed that the entire operation of the terminal, both as
to the shifting of the two valves to permit the exit of the carrier and their
return to their normal positions, is entirely automatic and is controlled by the
movement of the carrier itself.
In practice, the system comprising these receiving and sending terminals is
preferably organized substantially as shown in Figure 1 of the drawings, in which
the receiving and sending terminals are respectively represented by the reference
numerals 77 and 78, a pair of such terminals being located at each station, and
the two at one of the stations being directly connected in the manner described
in referring to Figures 2, 3 and 4, while those at the other station are connected
to a suitable pump, indicated by the numeral 79, through suitable tanks 80 and
connecting pipes, so that a continuous circulation is effected by the pump through-
out the entire system, the air being drawn from the receiving terminal at the
pumping station and forced into the sending terminal.
}
In case it should be necessary in order to maintain an efficient pressure through-

page_text: out the system, to employ relay fans, pumps or blowers at various points in the
system, the particular construction shown in Figures 5 and 6 and hereinbefore
set forth as adapted for use as a receiving terminal may be readily adapted for
use in permitting the carriers to pass the relay station. Such a construction is
shown in Figure 7 of the drawings and will be readily understood without
detailed description from a comparison with the construction shown in Figures 5
and 6 and the accompanying description. In said Figure 7, 81 indicates a section
of the main tube provided with separated valves 82 and 83, one of which is
normally closed and the other normally open, said valves being adapted to be
operated by a motor 84, which is controlled by the pressure created by the move-
ment of the carrier in the tube. A by-pass 85 extends from the main tube on
one side of the valved section 81 to the other side thereof and comprises a fan,
blower or pump 86. It will be seen that this fan, blower or pump acts as a relay
to cause a continuous flow of air through the main tube and to maintain the
pressure throughout the entire system at a point sufficiently high for proper
efficiency, withdrawing the air from the main tube on one side of the valve 82
and discharging it into the main tube on the other side of the valve 83. One of
the valves 82 or 83, is always closed, so that the air is prevented from passing
directly through the main tube instead of through the branch or by-pass 85
and the fan, blower or pump 86, but the construction is at the same time such
that, upon the traverse of a carrier through the tube, the valves 83 will be auto-
matically so moved as to permit the passage of the carrier and also automatically
returned to their normal positions, while at the same time they insure the proper
connection of the relay with the main tube at all times.
Any suitable form of carrier may be employed in the system just described,
but we prefer the particular form shown in Figures 8 and 9 of the drawings.
In this construction the carrier comprises a cylindrical body 87, provided with
any approved means for giving access to its interior in order that the goods or
packages may be inserted therein and withdrawn therefrom. This carrier is
provided with terminal heads 88, and each head is provided with a plurality of
wheels 89, arranged to rotate in planes which are radial to the longitudinal axis
of the carrier. These wheels are preferably five in number at each end of the
carrier, being of equal diameter with each other and projecting radially outward
to a point slightly beyond the extreme diameter of the body of the carrier. The
wheels at one end of the carrier are so arranged relatively to those at the other end
of the carrier that they alternate therewith, the line of travel of a wheel at one
end coming midway between the lines of travel of two adjacent wheels at the
other end. By reason of the number of wheels employed at each
end of the carrier, a bearing of the carrier upon a sufficient number of
wheels at one time is insured when during the movement of the carrier it
encounters a curve in the tube, and the number of such wheels, moreover, insures
the contact of such wheels only with the wall of the tube and prevents the body
of the carrier from coming into contact with said wall. Moreover, with such
a large number of wheels, no tracks or ways are required within the tube, the
carrier being free to rotate axially therein and adapt its position to the require-
ments of its movement. The alternate arrangement of the wheels at the opposite
ends of the carrier prevents the wheels from tracking and guards against the
danger of the wearing of grooves in the tube by reason of such tracking.
Considering the system as a whole, it will be noted that not only are the
receiving and discharge of the carrier entirely automatic, but the sending is
substantially so, calling only for the insertion of the carrier and the movement
of a hand lever. It will also be noted that effective provision is made for prevent-
ing the escape of air during the receiving and sending of a carrier, so that the
continuous circulation just referred to is unaffected by these operations, and the
pressure in the system is effectively maintained.
It is obvious that various modifications in the details of the construction set
forth
may
be made without departing from the principle of our invention. For

page_text: instance, we have shown a particular form of valve comprising a cylindrical body
adapted to rotate in a corresponding casing and arranged transversely of the
tube or tubes which it controls, its diameter being greater than the internal
diameter of the tube, and there being provided an opening or passage through
the body of the valve at a right angle to its axis, which opening or passage is of
a diameter equal to the internal diameter of the tube. This description applies,
of course, to the valves 13 and 14 and 53 and 54, the valve 18 being similar,
except that, it being a three-way valve, the body thereof is cut away, except a
single segment of sufficient size to close either one of the branches 16 and 17.
But it is obvious that, instead of this preferred form of valve, other well known
forms, either sliding or rotary, may be employed without modifying the funda-
mental principles of operation of the structure.
Moreover, while we have shown motors whereby the valves are operated
positively in both directions, both as to their opening and closing movement, it
is obvious that the system may be so modified as to rely upon gravity or spring
pressure to accomplish the return of the valves to their normal positions, the
motors being relied upon only to shift the valves from their normal positions to
those which they assume during the passage of the carrier. Again, although we
have shown in connection with each group of valves, whether located at the
receiving or sending terminals or at the relay stations, a single motor whereby
each group of valves is operated, it is obvious that separate motors may be
employed for each valve of the group, so that we do not wish to be understood
as limiting ourselves to the use of a single motor for each group of valves, although
such a construction possesses the obvious merits of simplicity and compactness,
as well as reduced cost.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is :-
1. In a pneumatic dispatch system, a sending terminal comprising a main tube
having two separated valves therein, an air supply tube having branches which
respectively communicate with the main tube at points inward of the valves
therein, and a three-way valve controlling the supply to said branches, whereby
the air may be delivered into the main tube at a point inward of the inner main
tube valve when said valve is closed, and whereby the air may be delivered at
a point inward of the outer main tube valve and between the two main tube
valves when the outer one thereof is closed and the inner one is open, substantially
as described.
2. In a pneumatic dispatch system, a sending terminal comprising a main tube
having two separated valves therein, the outer one normally open and the inner
one normally closed, an air supply tube having branches which respectively com-
municate with the main tube at points inward of the valves therein, a three-way
valve controlling the supply to said branches and normally open to the innermost
branch, and mechanism for closing the outer main tube valve, opening the inner
main tube valve, and so moving the three-way valve as to direct the air current
into the main tube section between the two valves therein, substantially as
described.
3. In a pneumatic dispatch system, a sending terminal comprising a main tube
having two separated valves therein, the outer one normally open and the inner
one normally closed, an air supply tube having branches which respectively com-
municate with the main tube at points inward of the valves therein, a three-way
valve controlling the supply branches and normally open to the inner branch,
and mechanism for first closing the outer main tube valve and then simultaneously
opening the inner main tube valve and so moving the three-way valve as to direct
the air supply into that portion of the main tube between said main tube valves,
substantially as described.
4. In a pneumatic dispatch system, a sending terminal comprising a main tube
having two separated valves therein, the outer one normally open and the inner

page_text: one normally closed, an air supply tube having branches which respectively
communicate with the main tube at points inward of the valves therein, a three-
way valve controlling the supply to said branches and normally open to the inner
branch, and automatic mechanism for first closing the outer main tube valve,
opening the inner main tube valve, and so shifting the three-way valve as to
deliver the air supply between the main tube valves, and for subsequently return-
ing said valves to their normal positions, substantially as described.
5. In a pneumatic dispatch system a sending terminal comprising a main tube
having two separated valves therein, the outer one normally open and the inner
one normally closed, an air supply tube having branches which respectively com-
municate with the main tube at points inward of the valves therein, a three-way
valve controlling the supply to said branches and normally open to the inner
branch, and automatic mechanism for first closing the outer main tube valve,
then simultaneously opening the inner main tube valve, and so shifting the
three-way valve as to divert the air supply into the main tube between the valves
therein, and for then returning first the inner main tube valve and three-way
valve, and then the outer main tube valve to their normal positions, substantially
as described.
6. In a pneumatic dispatch system, the combination, with the main tube and
separated valves therein, of an air supply tube having branches connected with
the main tube as described and having a three-way controlling valve, a recipro-
cating bar, a motor for actuating said bar once in each direction, and sleeves
loosely mounted on said bar, one of said sleeves being operatively connected with
the outer main tube valve and the other being operatively connected with the
inner main tube valve and three-way valve, and clutch mechanism for succes-
sively and dis-simultaneously connecting said sleeves with and disconnecting them
from said bar, substantially as described.
7. In a pneumatic dispatch system, the combination, with a dispatch tube
having valves for closing said tube, said valves being separated from each other
so as to admit the carrier between them, one being normally closed and the other
normally open, of a pressure chamber having a piston connected with the normally
open valve, and a pipe in direct and open connection with the dispatch tube near
the normally closed valve and with the said pressure chamber and adapted to
deliver the air compressed by the moving carrier to the piston thereof, whereby
to close said normally open valve after the passage of the carrier, substantially
as described.
8. In a pneumatic dispatch system the combination, with a dispatch tube having
valves for closing said tube, said valves being separated from one another so as
to admit the carrier between them, one being normally closed and the other
normally open, of a pressure chamber having a piston operatively connected with
said valves, a pipe in direct and open communication with the dispatch tube
near the normally closed valve and with the said pressure chamber and adapted
to deliver the air compressed by the moving carrier to the piston thereof, whereby
to close said normally open valve and open said normally closed valve during the
passage of the carrier, and means controlled by the movement of the carrier for
automatically returning said valves to their normal positions after the passage
of the carrier, substantially as described.
9. In a pneumatic dispatch system, the combination, with a dispatch tube,
of two gates or valves located at separated points therein, and a motor or motors
connected with said valves to operate the same and with the dispatch tube, said
motor or motors being actuated and controlled by the variations of pressure in the
main tube caused by the movement of the carrier to directly operate said valves,
substantially as described.
10. In a pneumatic dispatch system the combination, with a dispatch tube,
of two gates or valves located at separated points therein, one normally open and
the other normally closed, a motor operatively connected with said valves, a pipe
connecting said motor with the dispatch tube near the normally closed valve,

page_text: whereby the air compressed by the carrier actuated caid motor in one direction
to close the normally open valve and open the normally closed valve, and a con-
nection between said motor and the pressure system, whereby said motor is
automatically actuated to return said valves to their normal positions after the
passage of the carrier, substantially as described.
11. In a pneumatic dispatch system, the combination with a dispatch tube, of
two gates or valves located at separated points therein, one normally open and the
other normally closed, a motor operatively connected with said valves to suc-
cessively operate the same, a pipe connecting said motor with the dispatch tube
near the normally closed valve, whereby the compression of the air caused by the
movement of the carrier actuates said motor to first close the normally open valve
and then open the normally closed valve, and a connection between said motor
and the pressure system, whereby after the passage of the carrier said motor is
actuated to return first the normally closed and then the normally open valve to
their normal positions, substantially as described.
12. In a pneumatic dispatch system, the combination, with a dispatch tube,
of a branch tube or by-pass communicating at its ends with said dispatch tube,
a fan, blower or pump in said branch valves or gates in the dispatch tube between
the ends of the branch, one of said gates being normally open and the other
normally closed, and a motor having its piston operatively connected with said
valves and itself connected with the dispatch tube, whereby said valves are auto-
matically moved to permit the passage of a carrier and returned to their normal
positions without affecting the passage of the air through the branch, said motor
being actuated and controlled by the variations in pressure due to the movement
of the carrier, substantially as described.
13. In a pneumatic dispatch system, a carrier provided at each end with a
plurality of radially arranged bearing wheels of equal diameter, sufficient in
number to insure contact between two or more of said wheels and the dispatch
tube at each end of the carrier, substantially as described.
14. In a pneumatic dispatch system, a carrier provided at each end with a
plurality of radially arranged wheels of equal diameter, the wheels at one end
being arranged intermediately relatively to those at the other end, substantially
as described.
Dated this 25th day of Anril 1890.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicants.