A NEW MODE OP LOCOMOTION APPLICABLE TO RAILROAD AND OTHER WAYS
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, PIERRE
ARMAND LE COMTE DE FONTAINEMOREAU, of Skinner's Place, Size Lane, in
the City of London, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-first day of June, in the eighth year of Her reign, did
for Herself, Her heirs and successors, give and grant unto me, the said
Pierre Armand le Comte de Fontainemoreau, Her especial licence, full power,
sole privilege and authority, that I, the said Pierre Armand le Comte.de
Fontainemoreau, my executors, administrators, and assigns, or such others as
I, the said Pierre Armand le Comte de Fontainemoreau, my executors,
administrators, or assigns, should at any time agree with, and no others, from
time to time and at all times during the term of years therein expressed, should
and lawfully might make, use, exercise, and vend, within England, Wales,
and the Town of Berwick-upon-Tweed, and in all Her Majesty's Colonies
and Plantations abroad, and in the Islands of Jersey, Guernsey, Alderney,
Sark, and Man, the Invention of "A NEW MODE OP LOCOMOTION APPLICABLE TO
RAILROAD AND OTHER WAYS," communicated to me by a certain Foreigner
residing abroad; in which said Letters Patent there is contained a proviso
obliging me, the said Pierre Armand le Comte de Fontainemoreau, to par-
ticularly describe and ascertain the nature of the said Invention, and in what
manner the same is to be performed, by an instrument in writing under my
hand and seal, and to cause the same to be inrolled in Her said Majesty's
High Court of Chancery within six calendar months next and immediately

page_text: after the date of the said in part recited Letters Patent, as in and by the
same, reference being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Pierre Armand le Comte de Fontainemoreau, do hereby declare that the
nature of the said Invention, and the manner in which the same is to be
performed, are fully described and ascertained in and by the following descrip-
tion thereof, reference being had to the Drawings hereunto annexed, and to
the figures and letters marked thereon, that is to say:
The Invention consists in the construction and arrangement of a tube placed
in the direction of the railway in such manner as to supply air locomotives
running thercon with air as a motive power, by the maintenance of an air-tight
yet progressive constant communication between the said tube and the loco-
motives. The air may be used either in a compressed or rarefied state, and the
locomotives may be built either like those usually employed, but not incumbered
with boiler, water, fire, steam, and tender; that is to say, they only need two
cylinders with their rectilinear alternate movements, and the mechanism for the
transmission of the motion of the piston to the moving axis; or these locomotives
may be made similar to those having rotary engines. The tube placed upon
the whole length of the line is constantly filled with compressed air in one
method, with rarefied air in the other; the tube has at certain distances
orifices closed by ordinary valves, therefore it can be constructed with as much
facility as those used to conduct water, gas, &c. In one method the air is
compressed into the tube by means of a stationary power putting in action
pneumatic forcing pumps. The tube, the valves of which open inwards, will
do the service of a boiler, and should be as long as the railroad, and be con-
stantly supplying the locomotive with the compressed air necessary to its
motion, and, that during its rapid coarse. In the other method the air is
exhausted from the tube by means of stationary power, which work suction air
pumps, and the tube, the valves of which open outwards, will do the service of
a condenser, and the atmospheric air, in endeavouring to force an entrance, will
press upon the pistons and put them in motion, thus causing the locomotive to
run. This peculiar tube will afford a certainty of keeping, without any loss,
the compressed or rarefied air, and repairs will be easily executed without
interruption to the working. The engines will be in the best condition to last
a long time, and the stationary power for the air pumps can be either a water-
fall or course, a current of air, the force of the wind, steam, or cattle. I can
even make use of hydraulic rams, by which I compress the air and send it into
the tube as required in one method, or rarefy the air contained in the tube as
required in the other method.
It is casy to conceive that the stationary powers

page_text: may be made much less powerful, and therefore less costly, than those of the
present atmospheric railroads, since they are able to perform constantly and
without loss; they can, besides, be placed more or less distant from each other,
and also from the railroad, since by the system it is sufficient, if the vacuum be
perfect or if the pressure be strong enough in the tube, to cause the working
of the apparatus. It is easy to conceive, that on account of the equal adapta-
tion of power more or less distant from the place of action, and more or less
powerful, a great economy in the daily expenses is obtained; it will be casy
also to understand, that the engines of the locomotives being driven only by
the compressed air and not by heated air, will preserve the oil used to facilitato
their movements, and will last much longer for the service; it will also be
seen that the engineers of the stationary powers and the engine driver of the
locomotive will be perfectly independant of each other. In fact, the former
will only have to keep their powers in operation more or less rapidly, according
to the manometer placed under their eyes and in connection with the tube; the
latter, by means of a cock, which they can shut or open to regulate the egress
of the air, will be perfectly able to start the locomotives, to modify its speed, to
direct it backwards or forwards, or to stop it when required. In both methods
the engine drivers will be independent masters of their locomotives, as they are
now with regard to the steam locomotives, but without their danger. As the
two methods are nearly similar, I will only describe one of them completely,
and gives the Figures and Drawings relating to it. The only difference
between them is, that in the compressed air method the valves open inwards,
and in the other method they open outwards, the minor contrivances being
slightly modified to correspond. On that account I will give the preference to
that one which seems to me to be the most advantageous in its application,
videlicet, the compressed air method, because the other, by means of rarification,
cannot give a moving power greater than the atmosphere, whilst the system by
means of compression is not so limited, and can afford a moving power of
many atmospheres, and therefore I can, by its adoption, reduce the size of
the locomotive engines.
The Figures 1, 2, 3, and 4 represent in several views a length or piece
of the compressed reservoir air tube. Each length is provided with a square
orifice, to which a valve is adapted. Figure 1 is a longitudinal section ;
Figure 2 is a horizontal view; Figure 3 is a side view; Figure 4, a trans-
verse section of one end of the tube. These Figures represent also, under
several views, the valve, valve box a, and the mechanism by which that
valve is opened by pressing on the hammer b; that valve opens inwardly
in such a manner that the compressed air in the tube has a tendency to

page_text: keep it shut, and it is only when the hammer bis pressed downwards that
the valve opens to allow the air to escape from the tube. That tube is pro-
vided on both sides with two claws, by which it is fixed on the sleepers of the
rails. Figure 5 represents the valve on a double scale. Figure 6 is a section
of the distributing box; that box is furnished with a certain number of similar
valves, but smaller than that of Figure 5. It is furnished underneath and
in the middle of its length with an orifice, the flange of which a¹ is placed
upon the valve box a. It is from that orifice that the compressed air passes
from the tube into the distributing box. d is a strip of sheet iron, bent and
attached to one of the lips of the box. e is a leather strip attached to the other
lip. These two strips serve to cover the groove or gutter g, and to secure it
against rain, dust, snow, &c., for it is into this groove g that a kind of slide,
hollow underneath, glides, and is drawn conjointly with the locomotive. That
slide by its motion causes the valves to open at the moment it passes over
them, and the air which egresses from the valve is sent into the engines of the
locomotives by means of conductors herein-after mentioned. Figure 7 repre-
sents a side view of this box, and shews the openings through which the valves
can bo reached either to repair or replace them. Figure 8 represents à hori
zontal view of the same box. In the two last Figures I have not drawn the
covering d, e, represented in Figure 6. Figure 9 represents two of the doors
or openings of the distributing box. I have dispensed with these doors to
permit the two valves placed in the interior of the box, Figure 7, to be seen.
The distributing box is closed at each of its extremities, therefore, when the
valves are shut air-tight, the compressd air which it receives when the hammer
bis pressed does not escape but through the valves of the groove g, and that
only at the precise moment when the slide covers them, and when it is in
such a position as to receive that air and convey it to the machinery. The
Figures 10, 11, and 12, represent transverse sections of the hollow slide, scen
in an horizontal, end, and side view. This slide is of such a shape that in
passing through the groove g of the distributing box it causes the leather e of
the covering to open and to shut by itself as soon as the slide has passed.
The base of the slide in contact with the bottom of the channel g has a
longitudinal groove or cavity, shewn by dotted lines. This cavity is long
enough to cover three valves in a particular position, but in the other positions
which it takes in its course only two. The cavity is not cut through to the
extremities, in order that when placed in the main groove g, the air may
be retained in passing from the distributing box to the machinery. Figure 13
is a general section of a portion of the reservoir tute, of a portion of the dis-
tributing box, and of the slide, being all of them in their proper relative position.

page_text: The valve of the reservoir tube is opened to allow the compressed air to pass
from the reservoir tube into the distributing box during the passage of the
slide upon that box. Two of the valves of the distributing box which are
covered by the slide are also opened to permit the compressed air to pass
from the distributing box into the slide. In the top of the slide, and in the
middle of its length, is placed an eduction pipe, which cominunicates with
the cavity. To the flange of this pipe is bolted the pipe h, which is to conduct
the compressed air from the slide to the engines of the locomotive. That
pipe must have an elastic part, either of leather or of caoutchouc, or of a similar
substance, in order to enable it to yield to all the jerking of the carriage
without transmitting such motion to the slide which glides in the gutter g of
the distributing box in a perfectly uniform manner. Figures 14 and 15 are
horizontal and transverso views of the road, where are represented in the
respective positions the mechanism which puts the engines of the locomo-
tives in connection with the reservoir tube and the distributing box. The
connection of the distributing box with the reservoir tube, as well as the
connection of the boxes and of the tubes which lead to them, are there
seen. The sleepers and supporters of the rails serve also to support the tube
by means of wedges placed between them and the brackets or flaps of the
tube. To the flange of the orifice of the slide an angle piece e is fixed; to
this angle piece is screwed a plate j, which presses down the hammers f, f, of
the distributing box. This last plate is constructed in a manner capable of
being fixed more or less high, in order to regulate the pressure it has to
exercise upon the hammers f. f. The frame k, k, k, to which the apparatus
of the slide is attached is a part of the locomotive, and travels therefore with
it. Upon this frame is placed another frame, upright and ending on its
top with a pressure screw, by which the series of bow springs placed one
upon another may be compressed. These springs press upon a horizontal
board 7, which is guided by the standards of the frame, between which they
can be elevated or lowered. Towards the extremities of this board two flat
bars m, m, are fixed at right angles. These bars fit into sockets cut in the
slide, and transmit to it the pressure they receive from the springs. That
pressure, which can be regulated in a convenient manner by means of the top
screw, is necessary to prevent the slide from rising, on account of the pressuro
of compressed air which will escape through the valves under the slide, to bo
conducted, as I have before stated, to the engine on account of the pipe h.
These bars m, m, are elastic, in order that if the locomotive deviates a little
either to the right or to the left, in consequence of the play between the
flanges of the wheels and the rails, this flexibility will permit the slide to follow

page_text: in the groove without deranging its necessary position. I must add, that, in
order to complete the liberty of the slide, that it may always run into its groove
in a flat position, the sockets into which the pieces m, m, enter are larger
at their lips than at their bottoms. A pin which passes through the slide and
each bar m will prevent the slide from falling when a change of the rail is
being made; these pins are also used to raise the slide and the piece ; by
means of the lever n. The conductor of the locomotive will have only to
press upon this lever when he has enough air from the box if he desire to
stop, or when he reaches a declivity which would cause too great a velocity;
he presses also when he is obliged to run a space without distributing boxes
when changing the rails or taking a branch road. o, o, is a bar attached to
the locomotive for the purpose of pressing the hammers b, b, to allow the
compressed air to escape from the tube into the distributing box; its length is
to be such as to press down the hammer of each length a little before the slide
reaches it, and to set free the hammer a moment after the slide has passed
over the said length. It follows, that in proportion to the length of that bar
the longer will be the distributing boxes, and it would be less necessary to
place intermediate valves between the tube and the boxes.
The reciprocating engines of the ordinary locomotives may be, as I have
said, employed and put in motion by the compressed air, as they are now by
means of steam, by dispensing with the boiler, and substituting the slide and
mechanism herein-before described. But the rotary engines offer much
greater advantages than the reciprocating, namely:-first, the straight axletree,
less liable to breakage; secondly, they give to each stroke an even impulse;
thirdly, they require less room; fourthly, they can be severally applied to
each axletree, which will allow light locomotives to be built, as in that case
the whole of their weight serves to give the necessary adhesion to the forcer
wheels to drive the train without sliding; fifthly, they will give a result nearly
double, with the same expense of compressed air, as the engines renders
about eighty per cent. of the total force, whereas the reciprocating machinery
gives forty per cent.
I will not give the figures for the changing of rails and of the branches,
as I think it is sufficient to say that they can be constructed like the actual
railroads. In that part the tubes will pass under the ground, and the distri-
buting box will be done away with; the train will travel such space by the
force they had acquired. Where the distributing box is interrupted, either
by a change of rail, a branch, or a terminus, the groove will end by being
widened, and that contrivance will allow the slide to get into it without
jerk or trouble. On the great lines two rails will be necessary, one for

page_text: going, the other for returning. In that case it would be required that
the two reservoir tubes should be in communication by means of tubes
placed transversly at some distance one from the other, each of them being
provided with a shut-off valve to shut that communication if necessary.
Some shut-off valves must also be placed at certain distances in the reser-
voir tubes of compressed air, in case that some repairs should be necessary
for these tubes. By these means the part requiring repairs may be separated
from the other parts. These shut-off valves can be made like stoppers,
valves, or slides. By these means, if the valves of the air tube, by any
accident whatever, were broken, I would directly isolate that part of the
tube which should be out of order to repair it. The service, therefore,
could continue on the other parts of the way, and even the space where the
tube should be broken is out of order can be passed over by the train, on
account of the velocity which the train has received before. As a matter of
course, to obtain such a result, the shut-off valves must be near enough that the
train can pass over by its own impulse. I must also remark, that the pressure
would still balance in both of the extremities of the tube in which the passage
of the air is interrupted. That effect will take place whatever may be the
waste air which may occur in one or the other extremity, and whatever may
be also the supply of the compressed air coming from the stationary powers,
even if greater at one extremity than at the other. That equilibrium of
pressure will be necessarily established, because the air will pass from one
extremity to the other by getting over the isolated space through the tube of
the next rail through the transversal pipe by which the reservoir tubes are in
a state of constant communication.
If on the railroad there were some. means to ascend the declivities, very
great expenses in the construction of terraces, tunnels, viaducts, would be
avoided. The best mode would be that which, without offering any danger,
should begin to act on the train when it arrives at the foot of the hill, and
would push it up to the top without stopping or slackening its speed. I believe
that the air locomotives similar to those I have before described will attain that
end, as each of them has its own force and adherence by which they could
drag a certain weight without slipping upon the rails, and therefore they will
keep ascending the declivity in a manner similar to that of the additional horses
which are put to a carriage at the foot of a hill to enable it to ascend. In
the construction of railroads it may be required to construct declivities more or
less steep, which will necessitate one or more supplementary locomotives. In
case of double rails, my apparatus can be dispensed with upon the rail by

page_text: which the trains will descend. I can also dispense with the distributing boxes,
but I use the reservoir tube, because by it the direct communication of the
lower with the superior part of the tube of that rail will not be interrupted,
and the communication between this tube and that of the ascending rail will
be kept by some of the transversal tubes, and therefore the compressed air will
be easily obtained where it may be required. If the hill was such as would
require any supplementary locomotives, two, for example, it is evident that
three times more air will be spent than when working on a level, and therefore
it is very important that the air should be supplied with the greatest possible ease.
I place my supplementary locomotives as follows:-At the foot of the hill I
have a branch to the ascending rail, where the supplementary locomotives will
be stationed in waiting for the ascending train. The end of the branch rail
will be of a certain length, in order that the supplementary locomotives could
begin to be put in motion when the train is approaching, and to have obtained
nearly the velocity. of the train itself when the train should have passed the
branch. Then the locomotive will get on the ordinary rail and follow close to
the train, and will, when required, push it from behind. When they have
pushed it to the top of the hill they will come back to the same station
and wait until a fresh train should come. It is easy to understand that the
supplementary locomotives, similar to those of the train, will only use the
compressed air during the short time that they are assisting the train to
ascend; and to return down the hill to their usual station, they will require but
a small quantity of the compressed air to put them in motion, and they will
descend by their own gravity, though on certain declivities it will be neces-
sary to moderate. their velocity, either by using the atmospheric pressure
against the pistons of the engine, or by means of a brake.
While they
are waiting for a fresh train they will not use any of the compressed air.
To enable a train to pass the curve of a railroad similar to that I have
described, it is only necessary that the slide should have more room to move
into the groove 7 of the distributing box. I have calculated that a space of
0,020 of an inch will be sufficient for a curve, the radius of which would be
8,220,000 inches. By means of that room the slide will be able to slip freely
in the curved groove without being caught in it. As in my system it will be
necessary that the slide of the Figures 10, 11, 12, and 13, should slide with
the greatest rapidity into the groove g of the distributing box, that groove g
must therefore be always kept well oiled. To do so is necessary first to oil
the groove with a brush at the time when the distributing boxes are placed on
the rail. For after service I make vertical holes through the two extremities

page_text: of the slide from and to the front extremity; I put a canister in such a
way as to allow the oil to drop slowly; that oil will run under the slide as it
advances in the groove.
And having now described the nature of the Invention communicated to
mc, I wish it to be understood that I do not limit myself rigorously to the
precse details herein specified, but that I claim as new, the principle above
exemplified, videlicit, the regular, economical, and manageable supply of com-
pressed air to air locomotives on railways, by the means of a continuous tube
and distributing boxes furnished with self-acting valves, as above described;
also the maintenance of a continuous vacuum the whole length of the rails for
the same purpose, and by the same apparatus, slightly modified, as above
described.
In witness whereof, I, the said Pierre Armande le Comte de Fontaine-
moreau, have hereunto set my hand and seal, this Twenty-first day
of December, in the year of our Lord One thousand eight hundred