IMPROVEMENTS IN ATMOSPHERIC RAILWAYS
Year: 1864

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LETTERS PATENT to Alexander Alison, of No. 72, Sloane Street, Chelsea,
in the County of Middlesex, Gentleman, and James Halliwell, of No. 2,
Queen Street Place, in the City of London, Railway Contractor, for
the Invention of « IMPROVEMENTS IN ATMOSPHERIC RAILWAYS."
Sealed the 20th October 1864, and dated the 11th May 1864.
PROVISIONAL SPECIFICATION left by the said Alexander Alison and.
James Halliwell at the Office of the Commissioners of Patents, with
their 'Petition, on the 11th May 1864:
We, ALEXANDER ALISON, of No. 72, Sloane Street, Chelsea, in the County
of Middlesex, Gentleman, and JAMES HALLIWELL, of No. 2, Queen Street
Place, in the City of London, Railway Contractor, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN ATMOSPHERIC RAILWAYS,"
to be as follows:-
These improvements relate chiefly to the novel construction and arrange-
ment of the valve on the air tube, and mode of operating the same; to the'
use of a double-headed piston; to the mode of stopping the train at the
stations or intermediate points; and to the means adopted for shunting
the trains and crossing from one line to another.
The valve extending the entire length of the tube is composed of short
plates or links, and may be designated a "chain valve." These plates are
secured together by means of a strip or sole of leather or other suitable
material, which strip will effectually prevent the passage of air through the
гр--
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page_text: aperture of the tube. The ends of the plates or links which form sockets or
hinged joints may be secured together by means of pins. The said plates or
links are formed with longitudinal trough-shaped openings upon their upper
surface. The valve is removed from the aperture on the air tube to admit
the passage of the piston rod, and returned by means of a horizontal curved
bar so fixed on the piston rod that it passes through the said openings or
channels in the links. As the piston rod travels, the forward. end of this
curved bar which precedes the piston rod removes the successive links or
portions of the valve, and the rearward end returns the same to their original
position in whichever direction the train is moving. The valve is placed in a
chamber formed on the air tube. This chamber, which has an opening to
admit the passage of the piston rod, is so constructed as to freely permit the
lateral movement of the valve when acted upon by the curved bar. The top
of the top of the chamber which is formed to fit closely upon the valve is
adjustable for the purpose of keeping the valve tight. Guide pins may be inserted
in any convenient. manner for preventing the longitudinal movement of the
valve. A double-headed piston is employed, the heads or ends being placed
about eight feet apart. By this arrangement steadiness of the piston when
passing through the tube is secured, air is admitted to the space between the
heads, thereby preventing pressure upon the valve near the piston rod, and
the train may be more readily stopped. Valves may be formed in the piston
heads, or the piston heads may be formed to act as valves. While running
the train either one or both of the piston heads may be closed as found most
desirable. By employment of a double-headed piston the line may be worked
by increasing the pressure in the rear as well as by creating a vacuum in
front. The train may be readily stopped by opening the valve in the forward
piston head, thereby destroying the vacuum, or by opening the valve in the
rear piston head when power is obtained by pressure. When the power is
obtained partly by a vacuum and partly by increased pressure, the valves may
be simultaneously opened by any suitable and convenient device under the
control of the conductor. To further ensure the stoppage of the train valves
may be fixed in the tube at suitable distances along the line for the purpose
of destroying the vacuum in front of the piston, and creating a partial vacuum
in the rear. For shunting the train, and crossing from one line to another,
the air tube is sunk a few inches below the level of the top of the rails so
that the flanges of the wheels of the carriages may clear the valve box or
chamber on the said tube. A double slide valve box is used at the points, the
handle.of which operates the switches above ground, and a switch within the

page_text: air tube, which latter turns the piston heads in the direction desired, the
ordinary handle for shifting points being employed. To prevent the oscil-
lation of the piston carriage or train being communicated to the piston a
hinged joint is supplied to the piston rod. The air tube should also, rest
on sleepers disconnected with the sleepers of the rails to prevent any motion
being conveyed from the rails to the air tube.
These improvements admit, the successful working of lines with heavy
gradients, thereby greatly reducing the cost of construction. The plant is
Jess,expensive, the cost of repairs of the plant and permanent way is much
reduced, and the liability of serious accidents avoided.
A
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Alexander Alison and Jaines Halliwell in the Great Seal
Patent Office on the 10th November 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, ALEX-
ANDER ALISON, of No. 72, Sloane Street, Chelsea, in the County of Middlesex,
Gentleman, and JAMES HALLIWELL, of No. 2, Queen Street Place, in the
City of London, Railway Contractor, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent; bearing date, the Eleventh day of, May, in the year of our Lord One
thousand eight hundred and sixty-four, in the twenty-seventh year of Her
reign, did, for Herself, Her heirs, and successors, give and grant, unto us, the
said Alexander Alison and James Halliwell, Her special licence that we, the
said Alexander Alison and James Halliwell, our executors, administrators,
and assigns, or such. others as we, the said Alexander Alison and James
Halliwell, our executors, administrators, and assigns, should at any time agree
with, and no others; from time to time and at all times thereafter during the
term therein expressed,.should and lawfully might make, use,, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, au. Invention for "IMPROVEMENTS IN ATMOSPHERIC
RAILWAYS," upon the condition (amongst others) that we, the said Alexander
Alison and James Halliwell, our.executors or administrators, by an instru-
ment in writing under our, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention, and in
what manner the same was to be performed, and cause the same to be filed

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.
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that we, the said Alexander Alison and James
"Halliwell, do hereby declare the nature of our said Invention, and in what
"manner the same is to be performed, to be particularly described and
ascertained in and by the following statement, reference being had to the
accompanying Drawings, making a part of this Specification:-
These improvements relate chiefly to the novel construction and arrange-
ment of the valve on the air tube, and mode of operating the same; to the
use of a double-headed piston; to the mode of stopping the trains at the
stations or intermediate points; and to the means adopted for shunting
the trains and crossing from one line to another..
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a plan a view of the air tube, showing the line valve; Figure 2
a longitudinal section of said tube, showing the piston and other parts;
Figure 3 a transverse section of the same, showing the manner of connecting
the piston to the piston or driving carriage; Figure 4 is a transverse section
of the upper part of the tube, the line valve, and other parts; Figure 5 is a.
plan of the crossings or shunts for atmospheric railways; Figure 6 is a section
of the railway at a crossing, shewing the dip of the tube; Figure 7 a trans-
verse section on the line-X, X, Figure 5; Figure 8 a transverse section on
the line Y, Y; Figure 9 a transverse section on the line Z, Z, showing the
manner in which the tubes are arranged at the crossings. Like letters and
figures refer to corresponding parts in the several Figures.
The air tube A is made of cast iron or other suitable material, and may be
of any requisite size and convenient shape. The line valve B, Figures 1 and 4,
composed of links or plates a, connected by hinge or rule joints b, covers the
aperture d in the air tube. The links or plates a may be secured together by
means of pins at the joints b, if found desirable. A continuous strip or sole
of leather c, Figure 4, is fixed to the under side of the plates a, which
prevents the passage of air through the aperture d when covered by the line
valve B. The plates or links are constructed with a longitudinal groove in
their upper surfaces, as shown in Figure 1, forming a part of the channel C,
Figure 4. Through this channel the curved bar e, Figure 3, extending about
the length of the piston D passes, thereby removing the line valve B from
the aperture d, as shewn in Figure 1, in order to admit the passage of the
piston plate f, Figures 1, 2, and 3, in whichever direction the piston D is

page_text: moving. As the piston plate or rod passes along the tube, the rear end of the
curved bar e returns the line valve B to its original position on the aperture d,
which obviates the necessity of using for this purpose springs or other device
liable to become deranged in its working, suitable guides or stops may be
employed at intervals along the line to prevent any longitudinal movement of
said valve. The curved bar e which is only shewn in Figure 3 by a trans-
verse section, is secured at its ends to the bottom of the frame f. At the
centre it is bolted to the piston late f, and the bar g, as shewn in Figure 1.
The bar gis further connected to the curved bar e by a piece extending from
one to the other, both rear and front of the piston plate or bar f. The chief
object of the bar 9, is to give increased steadiness to the bar e, but in case
the latter were disabled, the former would remove the valve B from the
aperture d, to admit the passage of the piston plate f, and thereby prevent
any serious injury to the valve or other parts of the railway. The piston D,
which is shewn in Figure 2, is formed with two heads or ends E. These
heads are fixed in practice about eight feet apart, by which arrangement great
steadiness is given to the piston as it moves through the air tube A. And air
being admitted into the space between the heads E, by the removal of the
valve B from the successive portion of the aperture d, prevents pressure of air
upon the said valve near the piston, plate f, thereby lessening greatly the
amount of friction in the working parts of the Invention. The employment
of two piston heads also prevents the air admitted into the tube by the
renewal of the valve B from the aperture d, effecting the vacuum in front of
the piston, as well as the escape of air from the rear of the piston when the
latter is moved partially or entirely by means of compressed air. The heads E
of the piston shown in Figure 2, which are firmly secured together by means
of the plates h, are constructed of two metallic rings i, connected by three or
more bolts j. The packing used is formed of a thick band k, composed of
india-rubber or other elastic material. The boltsj pass through this band, by
which means the latter is kept in its proper position between the rings i. The
band has a covering of leather or other durable material to lessen the
friction, said covering being formed in pieces, and secured to the band k, near
each of the bolts j; and this band is provided with a similar lining. Each
head E is firmly fixed to a dome G, the latter being cast with or secured to
a block G', which is bolted to the plate h, as shewn in Figure 2. The domes G
are formed with apertures to admit the passage of air when the piston valves
are open. These valves, composed of a cone H, are operated by the guard or
conductor by means of a device shown in Figure 2, consisting of the rods l,

page_text: o, o¹, bell crank m, and hand wheel n. By closing the cone valve H, the
elastic band is so extended as to fit closely the interior surface of the air
tube, and by withdrawing said valve this band becomes contracted, so that the
leather covering will onlytcuch the tube where the bolts are located, thereby
lessening the friction, and consequently increasing the durability of the piston.
heads. The cone valve H is keyed on the rod ; which rod passes through
the block G¹, and is connected at its opposite end to the bell crank m. The
rod.o is connected to the rod o' either by a socket joint, or in any other
suitable and convenient manuer, the object being to raise or lower, the rod o¹
without rotating the same by turning the wheel n which is fixed to said rod,
as it may be desired to open or close the cone valve H. The ends or heads
of the piston may be formed to act as valves, but the mode of construction
described is considered preferable. One of the cone valves H may be, open
while the train is running, if at any time found desirable. But by the use of
two piston heads the moving power may be conveniently obtained either by
creating a vacuum in front of the piston; or by forcing the air in the rear, or
both means may be employed at the same time. The speed of the train may
generally be sufficiently controlled by simply adjusting the cone valves H.
When it is desired however to entirely stop the train, these valves may be
simultaneously withdrawn from the aperture in the dome G, permitting the..
air to ieadily pass through the piston, and breaks of ordinary construction may
at the same time be applied to the wheels of the carriages. To ensure the
more sudden stoppage of a train, which may for any reason be desirable, slide
valves. may be fixed at suitable distances along the line for the purpose ot
closing the tube either in front or rear of the train, by which means the
vacuum is destroyed, or the pressure of air is resisted. These valves may be
worked by any convenient device, it being desirable to have said device under
the immediate control of the guard or other person on the train, as the latter
is running on the line. The two curved plates I, Figure 3, one of which is
clearly shown in Figure 2, are firmly fixed to the bottom of the piston
carriage F. The four horizontal friction rollers r, have their bearings in
these plates, as shown in Figures 2 and 3. The two vertical. guide rollers s,
have their bearings in the frame f¹. When motion is given to the piston in
either direction, the rollers s press against the two forward rollers r,r, thereby
propelling the, carriage F to which the train is attached. Fixed to the
frame is the standard J, carrying the rods or spindles o. The spaces
between the plates h and fare filled with pieces, as shewn in Figure 3, the
whole being firmly secured. together as shewn. in Figure 2. The cap pieces

page_text: L, Figure 4, with the top of the tube A, constitutes the chamber u, in which
the line valve B works. A desirable form for the chamber u is shewn in
Figure 4, which chamber is made deeper at the ends than near the aperture d,
in order to prevent any binding of the line valve, as the latter is removed"
from the aperture d, and oue 'side is formed deeper than the other to admit
the piece that binds together the bar's e and g. The channel C, through which
the curved bare moves, is clearly shown in Figure 4. This channel is covered'
by a cap v, formed of leather or other yielding material, and confined on one
edge by the screw w. This cap is raised by the passage of the piston plate f
and may have weights near the unconfined edge to return it to its original:
position over the channel C. The sole or bed c of the valve is made of:"
leather or other material adaptéd for making a tight joint, without its move.
ment creating much friction, and the spaces a are filled with a yielding
substance, in order that the cap pieces L may be readily adjusted, as the parts'
wear by means of the screw bolts y. The plan adopted for joining two air
tubes A, so as to allow the shunting of the train, or the crossing of the train
from one line to another, is illustrated in Figure 5. The tube is divided at
the point M, the fork N being rounded off so as to form bell mouths to the
. branches, and a similar division is made at the point O in the valve B, and
aperture d. When the parts are thus constructed, the flanges of the forward
wheels of the propelling carriage which move some distance in advance of
the piston D, guide the latter into the desired line of tube, the points of the
railway line being shifted in the ordinary manner. If found desirable; how-
ever, a shifting tongue piece or guide may be placed in the air tube A.
This tube is sunk below the level of the rails as shown in Figure 6. The
horizontal line 1, 1, represents the level of the rails, and the curved line 2,2,*
the top of the tube A, and the curved line 3; 3, the bottom of said tube..
The tube A is thus sunk to allow the rails to come sufficiently near to form a'
crossing, leaving space for the piston plate'f to pass, as shown in Figure 5,
and to prevent the flanges of wheels coming in contact with the valve
chamber. The piston D readily follows the dip of the tube, the frame fi
being constructed and arranged to move vertically as well as laterally, inde-
pendent of the bottom of the piston or driving carriage F. These independent
movements prevent any jarring or oscillation of the piston carriage being
communicated to the piston D, thereby éffecting a great saving in the wear
of the parts, as well as in the running expences of the trains. The advantage
derived in using the guide rollers and s, over the use of plain rods is a great
diminution of friction consequent upon the irregular motion of the piston

page_text: carriage F. The tube A should rest on sleepers or supports disconnected with
the sleepers F, which sustain the rails z, as shown in Figure 7. This Figure.
shows the ordinary relative position of the tube A and rail z, line X, X,.
Figure 5, while Figure S shows the relative position at line Y, Y, near
the crossing, and Figure 9 the relative position of the different, parts at the
line Z, Z,where the lines cross each other. In practice however the timbers
Q, Figure 9,would be sustained at the ends nearest the tube A by supports
disconnected with said tube,as well as at the opposite end by the independent;
foundation R. A portion of these improvements may be applied advan-
tageously to other purposes, and so far as relates to the peculiar arrangement
and mode of operating the line valve B without essential modification. The
driving powerof the double-headed piston D,may be applied to lifting weights,
as well as propelling railway carriages, and the changes required are such as
will readily suggest themselves to those skilled in the mechanical arts. This
power may be applied with special advantage in raising coal or other minerals,.
as well as water from pits.
An atmospheric railway constructed upon the plan described, admits the
successful working of lines with steep gradients, thereby greatly decreasing
the cost of grading railways in hilly districts, while the cost of the requisite
permanent way and plant is much less than for a locomotive line. The injury
caused by the running of heavy locomotives on ordinary railways is entirely
avoided, thereby greatly decreasing the cost of repairs, while serious accidents
are rendered impossible.
.. Having thus particularly described and ascertained the nature of our
improvements, and shown a convenient manner of carrying the same into
practice, we wish it understood that we do not confine ourselves to the exact
details herein set forth, as these may be considerably modified without
departing from the spirit of our Invention; but, we claim,-
First, the line valve B,whether employed for railway or other purposes,
and when used in connection with the chamber u, or separate from said
chamber, constructed substantially as described.
Second, the curved bar e for removing the valve a from the aperture d, and
returning the same after the passage of the piston plate or rod f,substantially
as described.
Third, the double headed piston D, constructed and operated substantially
as described.
Fourth, the mode of stopping the train with or without the use of ordinary
breaks, substantially as described,

page_text: Fifth, we also claim the peculiar arrangement of parts whereby we are
enabled to cross from one line to another, or to shunt the trains on an
atmospheric railway, substantially as described.
In witness whereof, we have hereunto set our hands and seals, this
Ninth day of November, in the year of our Lord One thousand eight
hundred and sixty-four.
ALEXANDER ALISON. (L..s.)
JAMES HALLIWELL.
(L.S.)