IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF ATMO- SPHERIC RAILWAYS
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JOSEPH
QUICK, of Sumner Street, Southwark, in the County of Surrey, Engineer, and
HENRY AUSTIN, of No. 10, Walbrook, in the City of London, Civil Engineer,
send greeting.
WHEREAS Her present most Excellent Majesty hath granted unto us
Her Letters Patent, bearing date at Westminster, the Thirty-first day of July,
in the ninth year of Her reign, for making, using, exercising, and vending
within that part of the United Kingdom of Great Britain and Ireland calletl
England, Her Dominion of Wales, and Town of Berwick-upon-Tweed,
and also in all Her said Majesty's Colonies and Plantations abroad, our
Invention of "IMPROVEMENTS IN THE CONSTRUCTION AND WORKING OF ATMO-
SPHERIC RAILWAYS;" subject to the usual proviso obliging us to particularly
describe and ascertain the nature of our said Invention, and in what manner
the same is to performed, by an instrument in writing under our hands
and seals, or under the hand and seal of one of us, and to cause the same to
be enrolled in the High Court of Chancery within six calendar months next
and immediately after, the date of the said Letters Patent.
NOW KNOW YE, that in compliance with the said proviso, we, the said
Joseph Quick and Henry Austin, do hereby declare and ascertain the nature
of our said Invention to consist in the several improvements herein-after
described in the construction and working of atmospheric railways.
And in further compliance with the said proviso, we, the said Joseph Quick
and Henry Austin, do hereby further particularly describe and ascertain the
nature of our said Invention, and in what manner the same is to be performed,

page_text: by the following statement thereof, reference being had to the Drawings
annexed, and to the letters and figures marked thereon (that is to say) :-
One part of our improvements consists in the method of obtaining a close
joint or valve at the opening or separation of the tube necessary for the passage
of the arm connecting the carriage and the piston. To effect this we take
advantage of the pressure of the external air upon the surface of the tube to
force into close contact the two sides or meeting surfaces of the valve, so as
to make them air-tight, which will be more readily understood by the following
description, and reference to the Drawing No. 1, namely: Figures 1, 2, 3,4,5,7,
in Drawing No. 1, represent different forms of tubes, with their valves or
meeting surfaces, with various modifications of the principle.
The tubes are formed of two or more segments or parts of sufficiently
thick material of suitable kind as to be rigid of themselves, and unaffected
under the external pressure of the atmosphere, but joined to each other with
an elastic or pliant material, or bolted together, as at C, in Figures 1, 2, 3,
and 4 of the Drawing No. 1, with an elastic or pliant material inserted
between the flanges, or otherwise connected, fitted, or placed together as to
form an air-tight elastic joint or meeting, allowing the segments or portions of
tube to open or separate to the required extent. After the tube has been
opened, and the valve separated, by the wheels attached to the piston rod, to
allow of the passage of the connecting arm, the weight of the segments or
portions of tube will cause them to resume their original position, and thus
close the valve, and the pressure of the atmosphere upon the external surface
of the segments or portions of tube, when the vacuum is formed within, will
force the sides so closely together as almost entirely to remove the incon-
venience of leakage at the meeting points, whereby so much loss of power now
occurs. The ends of each length of tube or cross joints shewn at min
Drawing No. 1 in the longitudinal elevation of the tube Figure 8, and the
Iongitudinal section, Figure 9, of that Drawing, must be similarly joined or
fitted with suitable elastic or pliant material to allow of the necessary motion
of the component parts of the tube, the joints being formed by flanges in the
manner shewn at m in Figures 8 and 9 of Drawing No. 1, or in any other
suitable manner. In addition to the elastic or pliant material between the
joints, as before described, the whole of the longitudinal and cross joints of the
tube may be covered with any suitable fabric made air-tight as a further secu-
rity against the admission of air, where necessary, as shown at C, in Figures
3 and 4 of Drawing No. 1.
Figures and 2 of Drawing No. 1 represent a circular tube formed of
three parts or segments of equal thickness, the bottom one fixed, the others

page_text: being bolted, hinged, or fitted thereto in the manner before described, or any
other suitable manner, and meeting with a valved opening at top, as shewn at
D in these Figures, such opening being closed in Figure 1 and open in
Figure 2.
Figures 3 and 4 of Drawing No. 1 represent a circular tube of two
segments or parts, of equal thickness, bolted, hinged, or fitted together at the
bottom in the manner before described, with the same valved opening at
top, and hung upon the centres, A, A, working in the fixed frames or
chairs B, B.
Figure 7 of Drawings No. 1 represents another modification of the same
principle, wherein the tube is formed of three parts of equal thickness, the
bottom flat, and two sides curved, hinged, bolted, or fitted together below in
manner before described, and having a similar valved opening at the top; and
it is obvious that there may be other forms or modifications of the principle
which will readily suggest themselves to any practical person.
Figure 5 of Drawing No. 1 represents a section of a tube of a square or
oblong form, the top of which is formed of a separate piece of equal thickness,
upon which the pressure of the atmosphere acts in keeping the valves or
openings at each side in close connection, so as to make them air-tight. The
proportion of the top to the sides is to be so arranged that the pressure of the
atmosphere on the top may compensate for that on the sides, and thus prevent
the tendency to force the sides inwards when a vacuum is formed, and to
counteract which in the tubes now in use the bottom part of the tube is cast
considerably thicker than the upper part. The elastic or pliant connection of
the separate plates of the valved top to this form of tube is formed in this
manner: The plates being of suitable length, and butting against each other,
are covered with a strip of leather, or other suitable elastic or pliant matterial,
protected and confined in its place by a thin plate of metal superposed and
riveted to the plates on each side, as shewn in Figure 6 of Drawing No. 1.
The connecting arms to the piston in Figure 5 of such Drawing pass up on
each side of the valved top, which is lifted up between them by rollers, as
shewn in such Figure by the dotted lines.
Another part of our improvements consists in the method next herein-after
described of forming the valves or meeting parts of the tubes so as to render
them air-tight by means of the pressure of the atmosphere on the tube, and
which we effect in the several following different ways:-
To a strip or lath of wood of suitable form and dimensions we fix a piece of
cloth, canvas, or other like or suitable material, along each edge, so as to form
a recipient or bag, in which is enclosed a portion of grease or other suitable

page_text: substance or composition, the cloth, canvas, or other material being sufficiently
porous as to become, on pressure being applied thereto, filled or saturated
through to the surface with the enclosed material, and one of each of these grease
bags or recipients. so arranged as aforesaid, are placed, riveted, or otherwise fixed
in the opposite recesses cast on the segments of the tube, as shewn at D in
Figures 1 and 2 of Drawing No. 1.
Figures 3 and 4 in Drawing No. 1 represent in the two recesses a similar
grease recipient or bag of similar fabric (enclosing grease or other suitable
substance or composition), either wholly closed, or provision made for the
supply of fresh material as it may be required. These grense recipients or
bags in their natural state, when not under pressure, project beyond the edge
of the segments of the tube, but become flattened on the pressure of the atmo-
sphere being exerted upon them, and the greasy matter, substance, or com-
position enclosed therein will by means of such pressure saturate the cloth or
canvass through to the surface, and thus assist in making the connection more
complete. The valve in Fig. 5 in Drawing No. 1 may be formed of one or
more simple strips of material of a soft and pliant nature, of any suitable
substance, of an elastic impervious nature of itself, or of cloth saturated as
before described.
Fig. 7 in Drawing No. 1 represents a modification of the valves already
described, but with the materials so disposed as to form a curved line, as
represented at D in this Figure, whereby the opposite parts overlap and form
a more intimate connection.
Another part of our improvements consists in the method of working several
separated lengths or sections of tubes on atmospheric lines simultaneously by
the same engine establishment, or whereby trains or carriages may be simul-
taneously propelled to and from any desirable number of intermediate points
or stations between two engine establishments.
Fig. 10 in Drawing No. 1 is a Diagram representing a short length or line
of atmospheric railway, with several intermediate stations, similar to the Black-
wall railway, in which it is desirable that carriages or trains should simul-
taneously start from the termini and the intermediate points or stations, to
avoid the delay and inconvenience that would be occasioned by the main trains
making so many stoppages. A is the engine establishment. B, B, the valved
tubes in the centre of each line of railway. C is a close tube (placed between the
lines, or in any other convenient position, (but in lieu of which another arrange-
ment may be made, which is described further on,) by means of which the vacuum
is formed in the valve tubes at the required points. D, D, D, are separating
valves in the working tubes, shewn to a larger scale in Figures 12 and 13 of

page_text: Drawing No. 1, and more particularly described further on. O and S are
valves in the branch tubes connecting the close and the valve tubes. E, E,
represent the trains of carriages at the termini, and F, F, F, the carriages at
the intermediate stations. The mode of working is as follows:-The engino
is employed the whole of its time exhausting the close tube and other reser-
voirs in connection therewith, of suitable number, capacity, and materials.
When the trains are at rest, the whole of the valves O and S are closed.
The trains and carriages being in the position shewn on the Diagram of this
Figure, ready for starting in the direction of the arrow to each line, and the
signal having been received in the telegraph room from the termini and inter-
mediate stations that the whole are in readiness, the return signal is given,
when the whole of the valves O are opened, and a vacuum thereby imme-
diately and simultaneously formed in front of the whole of the separate trains
and carriages, the valves S remaining close as before. As soon as each train
or carriage has passed the valve O nearest in front of it, the section of tube
through which it has travelled immediately becomes exhausted again, ready for
the train or carriage travelling in succession, by means of this valve still
remaining open. Thus the whole of the carriages are simultaneously pro-
pelled to their destinaion without stoppage, the trains from the termini leaving
a carriage at each of the desired intermediate stations, according to the prin
ciple adopted on the Blackwall Railway, which will make the return journey on
the same line. It is necessary, however, that all the trains or carriages for
the intermediate stations should stop short of the branch pipes and valves
situated at these stations, or, at any rate, it will be obvious to any practical
person, that they must be in that position before they will be in readiness for
the return journey, when the reverse operation will take place, the valves
marked S will be opened, the valves O remaining closed, and the trains will
then proceed precisely as before in the opposite direction. The separating
valves D, D, in the working tubes, shewn to a larger scale in Figures 12
and 13 in Drawing No. 1, are designed to act as such under all conditions,.
but at the same time to allow of the free passage of the pistons. In the space
G, Figures 12 and 13, Drawing No. 1, between the two valves H, H, the
tubes may be altogether disconnected, and guides only adopted for passing the
piston through from one section of the tube to the other.
It is in any case at
all times open to the atmosphere; and as when the trains are travelling there
will always be a vacuum in one or other of the separated sections of the tube,
one valve will consequently be kept close to its seat by the pressure of the
external atmosphere, and through it the other also.
however, passed the opening I of the branch tube, and
When the piston has,
approached the valve,

page_text: (whichever way it may be travelling,) the pressure of the portion of air between
the valve and the piston (there being at all times only a partial vacuum in the
tube) will tend to force open the nearest valve, which will cause the other to
turn down also out of the way by means of the connecting arm J and lever,
and the piston having travelled through, the weight W attached will bring the
valves back again to their original position. When desirable, these valves
may, however, be worked by band, by levers, or in any of the ordinary
ways. Instead of the carriages for the intermediate stations starting
from the termini connected with the through train, the following method of
working may be adopted, in order to avoid any inconvenience which may
arise from the delay that would be occasioned by the main train being so much
heavier than the carriages from the intermediate stations. The main through
train having started, the carriage for the furthest of the intermediate stations
may be started, when sufficient time has elapsed to allow the main train to
have travelled through the first section of tube, and so on with the rest of the
carriages for the several next succeeding intermediate stations.
Another improvement consists in the method of working any atmospheric
lines of railway, by means of the arrangements herein-after described, of close
tubes and valves in connection with the working or valve tubes, whereby the
distances between the engines may be very considerably lengthened, and thus
fewer engines and engine establishments required. The distance between the
engines has been hitherto proposed to be limited to three miles or thereabouts,
making one engine and engine establishment for each three miles of railway;
and this is chiefly in consequence of the great amount of leakage taking place
at the valve during the passage of the train over the section or length of pipe
in which the vacuum is formed.
The Diagram, Figure 11, in Drawing No. 1, represents the method in which
a length of twenty-one miles, or seven times the present working length of one
engine, may be worked, according to our improvements, by two engines only,
but having the leakage of the valve of a three miles length only going on at
the same time. The method of working is as follows:-The train being ready
to start from A, Figure 11, Drawing No. 1, a vacuum is formed in the section
of the pipe No. 1 in that Figure, by means of the close pipe No. 1 a, com-
municating with the engine X, by opening the valve a. On the train arriving
at the section of tube No. 2 direct communication with the engine X is
obtained by opening the valve b contiguous thereto. On the train entering
the section of tube No. 3 communication with the engine is obtained, and a
vacuum formed through the close tube No. 2 a, by opening the valve c.
On
the train entering No. 4 section of tube, communication with the engine X, X,

page_text: is established by opening the valve d communicating with the close tube
No. 3 a, and so on to the end. It will be easily seen, on reference to the
Diagram of said Figure 11, that return trains may be worked in the same
manner on the single line, by simply reversing the operation, and opening the
opposite valves, as before explained in Figure 10 of Drawing No. 1, and keep-
ing those closed which were before opened, and that a double line may also be
worked by the same engines precisely in the same manner. The principle
may be carried out on any length of line, and, by working in this method, an
engine is never essential at either end or terminus of the railway.
Another part of our improvements consists in the adoption of a combined
tube in two distinct compartments to form the close tube, and the working or
valve tube so arranged that the capacity of the latter may, when extra power
is required, be encreased as may be necessary by varying the position of the
division A between the two compartments of which such combined tube is com-
prised, as shewn in Figures 1 and 2 of Drawing No. 2. This combined tube
may at all times be adopted in lieu of the separate working tube and close
tube; but, for the sake of greater clearness, in the Diagrams of Figures 10 and 11
of Drawing No. 1 the methods of working herein explained are described
throughout as accomplished with the tubes separate. It will be obvious to any
practical person that the valves can be as readily placed in these combined
tubes as in the tubes when separate.
Figures 3, 4, 5, 6, Drawing No. 2, represent different forms of piston, of
which our improvements also consist, adopted by us in working the several
improvements herein-before described. Figure 3 is a form of piston for
travelling in both directions, without the necessity of turning it round. There
is a similar piston at each end of the piston rod, formed of parts so arranged as
to be capable of being brought closer together, and rendered smaller than the
tube through which it may be travelling, or extended to suit the enlarged.tubes
as may be necessary, by means of an arm rod and lever worked by the guard
or conductor, as shewn in Figures 3 and 5, Drawing No. 2. During travelling
the hind piston is in this manner at all times rendered smaller than the tube,
to avoid friction; and in cases of danger, or whenever it may be required,
the same may be accomplished in like manner with the front piston.
In working a line of railway according to Fig. 10, Drawing No. 1, and the
previous description thereof, if the carriages for the intermediate stations start
with the main or through train, the separate pistons attached to these carriages
would not be required to work. They should in that case be reduced to the size
less than the working tube, in order to avoid the unnecessary friction.
Or an
apparatus may be attached to the carriage for raising the pistons above the tubes,.
according to the present known plan. In this case the distance between the.

page_text: valves at the stations must be sufficiently great to allow of the carriages being
stopped between them, that the pistons may be lowered and passed into the
tube, in whichever direction the carriages are to travel.
Now whereas it will be obvious to any practical person that our several
improvements herein described in the construction and working of atmospheric
railways are in their details, and mode and manner of being used and applied
and carried out, so as to produce or effect the same results, capable of
various modifications, we do not intend to confine our said Invention to such
modifications thereof only as we have herein enumerated. But we have
described the mode and manner of using and applying our said Invention for the
purposes herein described as the most plain and simple, in our apprehensions,
to enable any practical person to apply the same. (And, except as herein-after
disclaimed) we make the following claim (that is to say), we claim :-
1st. The arrangement or construction of tubes, herein-before described, for
atmospheric railways formed of rigid segments or portions, so arranged, disposed,
hinged, hung, or fitted together, as, in manner before described, that the external
pressure of the atmosphere on a vacuum being formed within is so brought to
bear upon the valved openings or meeting surfaces of the tube as effectually
to close the same, without injury to any parts or part of the tube.
2nd. We claim the valves or meeting surfaces already described.
3rd. We claim the mode of constructing, arranging, and working atmospheric
railways, herein-before described, whereby trains and carriages may be simul-
taneously started from any number of intermediate points or stations between
two engine establishments, and drawn along on the same line, or whereby the
same object may be effected by one engine only.
4th. We claim the mode of constructing, arranging, and working atmospheric
railways, herein-before described, whereby the same may be worked at longer
intervals of working distance, with a less number of engines and engine
establishments, without additional length of valve leakage.
5th. We claim the combined tube herein-before described, and the application
thereof to atmospheric railways.
6th. We claim the new construction of pistons herein-before described, and
delineated in the Drawing No. 2, and the method or mode, herein-before
described, of reducing the pistons below the smallest size, and of enlarging the
same to fit any increased size of tube.
But, as we are aware that a mode has been proposed to employ the external
pressure of the atmosphere in keeping the valve or opening of the tube close,
we do not claim as part of our Invention the principle of external pressure of
the atmosphere to keep the valves or valved openings or meetings of the
tube herein-before described close.

page_text: And, further, we do not claim as part of our Invention the use or application
of elastic joints, or an elastic material to be inserted in the joints of the tubes,
as already described, being also aware that something of this kind has been
proposed.
Nor do we claim as part of our Invention the use or application of grease or
other substance or composition for securing the closing of the valve, as we
know that grease or composition for uniting or scaling up the valve has been
proposed, and is now in use.
And lastly, we do not claim as part of our Invention the use or application
of close pipes and reservoirs in working atmospheric railways, being also aware
that the use and application of close pipes and reservoirs in working atmo-
spheric railways has been proposed in various ways.
And such our said Invention being, to the best of our knowledge and belief,
entirely new, and never before used within that part of Her said Majesty's
United Kingdom of Great Britain and Ireland called England, Her said Dominion
of Wales, or Town of Berwick-upon-Tweed, or in Her said Majesty's Colonies or
Plantations abroad, and we do hereby declare this to be our Specification of the
same, and that we do verily believe this our said Specification doth comply in
all respects fully, and without reserve or disguise, with the proviso in the said
herein-before in part recited Letters Patent contained; wherefore we hereby
claim to maintain the exclusive right and privilege of or to our said Invention.
In witness whereof, I, the said Henry Austin, have hereunto set my
hand and seal, this Thirty-first day of January, in the year of our
Lord One thousand eight hundred and forty-six.