IMPROVEMENTS IN OR RELATING TO STREET RAILWAYS
Year: 1884

page_text: I ALFRED JULIUS BOULT of 323 High Holborn in the county of Middlesex
Engineer do hereby declare the nature of the said invention for "IMPROVEMENTS
IN OR RELATING TO STREET RAILWAYS" (a communication from George Pardy of
Montgomery Street, San Francisco, California) to be as follows:-
My Invention relates to a new and useful system of operating street railroads
with compressed air, and has for its object :-
1st To provide a practical method by which the air may be used at lower
pressures than heretofore, so as to require all the advantages of economy, safety,
convenience, the non formation of ice in exhausting and increased efficiency
generally.
2nd To provide for the reduction of the weight, and bulkiness of the motor, so
as to make practical the application of compressed air as a motive power to operate
roads having light traffic, but frequent trips, and which could not be run with
profit, with such heavy and cumbersome machinery as is required when the motors
are charged to run long distances.
My invention consists mainly in the application of a storage and charging pipo
which carries the air below the surface of the road-bed all along the route, con-
tiguous to the track, and which through a system of valves attached to this pipe,
closely set together, within or near the track, is made practically (and absolutely
if needed) available for tapping to take a supply therefrom to replenish the
receivers upon the car, at any and all points in the route, or in other words, the
system is so arranged that the car is never removed from its source of supply and
has no determined distance to travel with each charge, and may therefore be con-
structed so as to have the minimum capacity, both as to storage room and pressure
of the air, instead of the maximum, as when the length of the journey to the charge
is absolute and fixed.
Compressed air motors have been run a definite distance without replenishing,
as from end to end of the route and back; and suggestions have been made to run
from station to station using a pipe connection between, but in all cases provisions

page_text: had to be made for carrying the heaviest possible load of passengers under the
most adverse circumstances likely to occur, such as those arising from very frequent
stoppages, bad condition of the track, accidental delays etc;-The definite points or
stations were not to be passed without refilling the receivers; and as the apparatus,
connected with refilling was inconvenient, and required much time to operate it
followed that the operation could not in practice be frequently repeated; and that
the refilling stations should be far apart, the stored air maintained at a high
pressure and the motor given so large a storage capacity as to be cumbersome and
unwieldy, and costly to operate and maintain, making the difficulties surrounding
the use of compressed air as a motive power for street railways, prevent its general
adoption.
No practical system has ever been devised so far as I am aware, by which the
motor could be resupplied with air at any and all points in the route; by which
the comparatively low pressure of air was made effectual and by which the great
bulkiness of the motors was so sensibly reduced.
In the present invention the maximum weight of the load and the contingencios
of the trip do not control, but have only the effect of limiting the distance the
motor will be capable of travelling without having recourse to the supply pipe,
constantly at hand, no definite stopping places are ordinarily necessary; in fact
those stoppages only which are of necessity caused by taking on and letting off
passengers or loading or unloading freight are the only ones which I propose to
make, it being calculated that these will be ample, in most cases, to give the
required opportunity to replenish the receivers.
Of course, where under this system, the great reductions of the weight of the
motor brings us into the difficulty of not having sufficient adhesion to the track,
to give the machine, when the carrying wheels are used as drivers, sufficient power
to go up grades or to haul other cars behind it, some provision must be made to
.overcome the difficulty, otherwise much of the usefulness of the plan would be
destroyed; therefore whenever the conditions demand it, I shall provide a central
slotted track between the rails, on top of which I will run driving wheels, and
below this track, in a channel way, other wheels to be drawn up tightly by levers
in such manner as that the track itself will be gripped with more or less force
between the faces of the upper and lower wheels, thus acquiring all the adhesion
that may be necessary.
The motor may be constructed as an open car after the style of the cable road
dummies, the air receivers being placed under the soats.
From these receivers which are connected together by a pipe a hose connection
is made which terminates in a metal nozzle in the end of which is fitted a valve
opening inwardly and closed by a spring and the pressure in the receivers.
The supply pipe is preferably laid underground near the track, large enough to
have in itself storage capacity sufficient to insure that the drawing off, of each
charge for the motors will not greatly decrease the pressure; five to six inches
diameter for roads running cars five minutes apart, whilst it should never be less
than four inches diameter, the larger the pipe within the limits the better.
This pipe is provided with right angle branches say every three hundred feet,
more or less, which lead to the centre of the track and terminate in valvular
outlets having an inwardly opening valve similar to the one on the end of the
nozzle, also held closed by the pressure behind it and a spring.
When the nozzle is coupled to the outlet of the pipe, the stems of the two valves
meet and are pressed apart by the operator and the air passes through from the
main into the receivers on the motor; in the act of uncoupling the nozzle the two
valves spring together again and both the nozzle and outlet from the main are
tightly closed.
The nozzle is subject to an upward pressure tending to blow it out of the
chamber as soon as the valve of the main opens, and to prevent this the nozzle
must be locked down when filling. A projection attached to the nozzle inserts
under a lip on the outlet of the main, which lip is slightly inclined so that by giving

page_text: the nozzle a slight turn just before the end of the nozzle becomes seated, the valves
will be spread apart by the action.
There is nothing however absolutely material and indispensable in the con-
struction of the nozzle or underground valve in the operation of this system, various
devices may be used, all that is necessary is, that the connection with the main
shall be quickly made in a convenient manner.
Where these valvular outlets occur on the main, I propose if found necessary or
desirable, to place reservoirs, so that a great volume of air may be immediately at
hand to draw from and a quicker operation in replenishing the receivers will be
effected.
When the route is a long one and it is desirable to avoid stopping the entire line,
when the service pipe gets out of order, there may be compressing engines at both
ends of the line so that a leaking portion of the pipe may be cut out by stop
valves until the repairs are done; with this arrangement two pressures may be used,
as for instance if the grades are heavy at one end of the route the pressure may
be say, one hundred pounds per square inch, whilst at the other end if the grades
be lighter it may be sufficient to carry sixty pounds pressure. A stop valve will
intervene between the two pressures.
Stop valves should be placed at frequent intervals on the pipe to give facilities
for locating leakages.
The air engine cylinders connect in ordinary manner with the driving wheels
(when these are used, otherwise they will connect directly with the carrying wheels
or their axles).
The wheels are supported on a strong axle which is borne in boxes supported on
a hanger which in turn, is carried on the axles of the carrying wheels. Under
these driving wheels are the grip wheels which run in a channel way made of
channel irons set edge to edge with a space between at top.
On the axle of the grip wheels and between them is a lever which is forked at
its upper end and straddles the axle of the drivers so as to connect above to the
hand lever This hand lever has its fulcrum on the axle of the driving wheels,
and its forward and backward movement effects through the lever a gripping or
releasing of the wheels from the channel irons.
The ordinary notched quadrant and pawl is used to hold the lover when set.
I do not however herein claim the devices for effecting adhesion to the track but
reserve the right to make them the subject matter for a future application for
letters patent. In front of the drivers may be a wire brush to keep the track
clean, for obstructions of any size would cause damage, It may be necessary to
provide for some spring in the drivers when obstructions occur, as for instance, let
the drivers have a rubber ring between periphery and hub, this construction is not
shown for it is not thought to be necessary; if proper attention is paid to obtaining
even thickness of channel iron, all along the route, no difficulty will occur.
The system of operation is as follows:
The storage and supply pipe being filled with air say at a pressure of one
hundred pounds per square inch, the motor's receivers are filled therefrom at the
dêpot at full pressure, on starting out, as it proceeds on its trip the air is used in
the engines either at full pressure direct from the receivers or may be reduced to
say thirty-pounds by passing it through the commonly known reducing valve.
When the conductor strikes the bell to stop for a passenger to get on or off the car,
the engineer stops at just where the next valve.of the supply pipe is located, or at
least within a few feet thereof, he then takes down his feeding nozzle and connects
it with one of the valved outlets of the supply pipe previously removing its cover,
(the cover may be made to move automatically if preferred;) the air rushes through
the pipe to fill the receivers, until the bells sound again to start, when the nozzle
is taken up and replaced on its stand, the valve in the outlet nozzle closing auto-
matically the engineer need not wait to get the final few pounds of pressure but
may start again with such pressure as he has obtained, in this way no unnecessary
delays occurs.

page_text: The floor upon which the engineer stands has a narrow slotted hole in it, several
feet long to allow the nozzle to be passed through to get at the valved outlets
below it.
The car or motor need not be required to travel over six or eight blocks, or even
a less distanco, where stops are frequent. Usually the ordinances of cities and
towns require the cars to stop only at crossings, in such cases, the valves need only
be placed there, though they may be placed every hundred feet, more or less, if
the cars are permitted to stop between crossings, for it is desirable to be able to
refill the receivors during every stop, so as to have great pressure when starting.
Several suggestions have been made to operate street railroads with compressed
air carried in a pipe. near the track, some of these have been totally impracticable
and nono have included within their scope the system herein proposed.
1
2004

page_text: PROVOLONES of relating to Street Kaшways.
39
I ALFRED JULIUS BOULT of 323 High Holborn, in the county of Middlesex,
Engineer do hereby declare the nature of this invention for "IMPROVEMENTS IN
OR RELATING TO STREET RAILWAYS (a communication from George Pardy of
San Francisco, California, United States of America, Solicitor of Patents) and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
This Invention relates to a new and useful system of operating street railroads
with compressed air and has for its object:
1st To provide a practical method by which the air may be used at lower
pressures than heretofore so as to acquire all the advantages of economy, safety,
convenience the non formation of ice in exhausting and increased efficiency
generally.
2nd To provide for the reduction of the weight and bulkiness of the motor so as
to make practical the application of compressed air as a motive power to operate
roads having light traffic but frequent trips and which could not be run with profit
with such heavy and cumbersome machinery as is required when the motors are
charged to run long distances.
This invention consists mainly in the application of a storage and charging pipe
which carries the air below the surface of the rond bed all along the route,
contiguous to the track and which through a system of valves attached to this pipe
closely set together within or near the track, is made practically (and absolutely
if needed) available for tapping to take a supply therefrom, to replenish the
receivers up on the car at any and all points in the route, or in other words, the
system is so arranged that the car is never removed from its source of supply, and
has no determined distance to travel with each charge and may therefore be
constructed so as to have the minimum capacity both as to storage room and
pressure of the air instead of the maximum as when the length of the journey to
the charge is absolute and fixed.
Compressed air motors have been run a definite distance without replenishing as
from end to end of the route and back, and suggestions have been made to run
from station to station using a pipe connection between, but in all cases provisions
had to be made for carrying the heaviest possible load of passengers under the
most adverse circumstances likely to occur, such as those arising from very
frequent stoppages, bad condition of the track, accidental delays, etc.
No practical system has ever been devised so far as I am aware by which the
motor could be supplied with air at any and all points in the route by which the
comparatively low pressures of air were made effectual and by which the great
bulkiness of the motor was so sensibly reduced.
In the present invention the maximum weight of the load and the contingencies
of the trip do not control but have only the effect of limiting the distance, the
motor will be capable of travelling without having recourse to the supply pipe
constantly at hand no definite stopping places are ordinarily necessary; in fact,
"

page_text: those stoppages only which are of necessity caused by taking on and letting off
passengers or loading or unloading froight are the only ones which it is proposed
to make, it being calculated that these will be ample in most cases to give tho
required opportunity to replenish the receivers.
Of course where under this system the great reductions of the weight of the
motor brings us into the difficulty of not having sufficient adhesion to the track to
give the machine when the carrying wheels are used as drivers sufficient power to
go up grades or to haul other cars behind it, some provision must be made
to overcome the difficulty otherwise much of the usefulness of the plan would be
destroyed therefore whenever the conditions demand it a central slotted track shall
be provided between the rails on top of which driving wheels will be run, and
below this track in a channel way, other wheels are drawn up tightly, by levers in
such manner as that the 'track itself will be gripped with more or less force
between the faces of the upper and lower wheels thus acquiring all the adhesion
that may be necessary.
In the accompanying drawing forming part of this Specification. Figure 1 is a
side elevation of the motor with the near wheels removed so as to show the Engine
Cylinders and including a sectional view of the channel way and supply pipe below
the track.
Figure 2 is a cross section of the channel way driving wheels and a part of the
motor so as to show its relation to the other parts.
Figure 3 is an enlarged sectional view of the valvular, outlet from the main pipe
and the valvular end of the refilling nozzle both coupled together as in the act of
refilling.
Figure 4 is an enlarged side view of the driving and gripping wheels.
Figure 5 is a sectional elovation of the same:
Figure 6 is a sectional view of valvular outlet and nozzle in a modified form.
In all the figures like letters of reference represent like parts.
A. figure 1 is a motor constructed as an open car after the style of the cable road
dummies, the air receivers B are placed under the Seats C and are indicated by
circles in figure 2 and dotted lines figure 1.
From these receivers which are connected together by a pipo D a hose con-
nection E is made which terminates in a metal nozzle in the end of which is
fitted a valve G opening inwardly and closed by a spring and the pressure in the
Receivers B. See Figure 3.
His a pipe preferably laid under ground near the track large enough to have in
itself storage capacity sufficient to ensure that the drawing off of each charge for
the motors will not greatly decrease the pressure.
5 to 6 inches diameter for roads
running cars five minutes apart, whilst it should never be less than four inches
diameter the larger the pipe the better.
This pipe is provided with right angle branches say every 3 hundred feet more
or less, which lead to the centre of the track and terminate in valvular outlets I
having an inwardly opening valve similar to the one on the end of the nozzle also
held closed by the pressure behind it and a Spring. When the nozzle is inserted in
the outlet of the pipe the air passes through from the main into the receivers on
the motor, in the act of withdrawing the nozzle, the two valves spring to their
seats and both the nozzle and outlet from the main are tightly closed.
The filling valve and nozzle shown in figures 1 and 3 are alike. There is a
double balanced valve G¹ in the Chamber between the main pipe H and the
Chamber I and a lever Y is used between the conical point "f" of the nozzle and
the valve stem which lever is swung back to open the valve when the point of the
nozzle strikes against the pin "Y" which projects from the lower end of the lever
into the Chamber I.
The check valve G is close to the point of the nozzle and necessarily below the
street surface when in position for refilling this makes the hole in the pavement so
large that it requires a cover. There is supplied a frame Z resting on a broad base
and supporting a stout metal ring level with the pavement and surrounding the

page_text: hole the nozzle is passed through it is fitted with a cap or cover as shewn in
dotted lines.
In figure 6 a modified form of this refilling valve and nozzle is shown. These
may be used without any cover to the hole in the pavement which is provided for
them, as the hole will be no larger than the diameter of the smallest part of the
nozzle and will be unobjectionable. In the figure E is the flexible hose, connecting
from the metallic part F to the Receivers B; C is a check valvo with a spring
behind it. The valve opens when a superior pressure from the main to that which
is in the receivers comes in contact with it and closes automatically by the action
of the Spring when the pressures are equalized The point of the nozzle "F" is of
steel conically shaped so as to be readily introduced into Chamber I and to act as a
wedge to push back the valve G which is set upon one side and projects its stem
into the chamber L. Both the nozzle and stem of the valve G will be properly.
packed and made air tight, and the nozzle will have a suitable rod with spade
handle on top to lift it by.
There is nothing however absolutely material and indispensable in the construc-
tion of the nozzle or underground valve in the operation of this system, various
devices may be used, all that is necessary is, that the connection with the main
shall be quickly made in a convenient manner.
Where these valvular outlets occur in the main, I propose if found necessary or
desirable to place reservoirs K, so that a great volume of air may be immediately
at hand to draw from and a quicker operation, in replenishing the receivers, will
be effected.
•
When the route is a long one and it is desirable to avoid stopping the entire line
when the service pipe gets out of order, there may be compressing engines at both
ends of the line so that a leaking portion of the pipe may be cut by stop valves
until the repairs are done; with this arrangement two pressures may be used as
for instance the. grades are heavy at one end of the route the pressure may be say,
one hundred pounds per square inch whilst at the other end if the grades be lighter
it may be sufficient to carry sixty pounds pressure a stop valve will intervene
.betwen the two pressures.
Stop valves should be placed at frequent intervals on the pipe to give facilities
for locating leakages.
N. N are the Air Engine Cylinders they connect in ordinary manner with the
driving wheels 00 (when these are used, otherwise they will connect directly with
the carrying wheels or their axles).
The wheels O. O. are supported in a strong axle P which is born in boxes Q
supported on the hanger R which in turn is carried on the axles of the carrying
wheels. Under these driving wheels are the grip wheels S S, which run in a
channel way T, made of channel irons, set edge to edge with a space between at
top (see figs. 2 and 5).
On the axle of the grip wheels and between thom is a lever V which is forked
at its upper end and straddles the axle of the drivers so as to connect above to the
hand lever V. This hand lever has its fulcrum on the axle of the driving wheels
as shown, and its forward and backward movement effects through the lever U,
a gripping of, or releasing of the wheels S from the channel irons.
The ordinary notched quadrant and pawl shown at W, is used to hold the
lever V when set. In front of the drivers may be a wire brush X to keep the
track clean for obstructions of any size would cause damage. It may be necessary
to provide for some spring in the Drivers when obstructions occur, as for instance,
let the drivers have a rubber ring between periphery and hub, this construction is
not shown for it is not thought to be necessary if proper attention is paid to
obtaining even thickness of chanuel iron, all along the route, no difficulty will
occur, .
The system of operating is as follows: The storage and supply pipe being filled
with air, say at a pressure of one hundred pounds per square inch the motor's
receivers are filled therefrom at the depot at full pressure, in starting out; as it

page_text: proceeds in its trip the air is used in the Engines either at full pressure direct
from the Receivers or may be reduced to say thirty pounds by passing. it through
the commonly known reducing valve When the Conductor strikes the bell to
stop for a passenger to get in or off the Car, the Engineer stops at just where the
next valve of the supply pipe is located or a least within few feet thereof; he
then takes down his feeding nozzle and connects it with one of the valved outlets
of the supply pipe the air rushes through the pipo to fill the receivers until the ball
sounds again to start, when the nozzle is taken up and replaced on its stand the
valve in the outlet and nozzle closing automatically The Engineer need not wait
to got the final few pounds of pressure but may start again with such pressure as
he has obtained in this way no unnecessary delay occurs. The floor upon which
the Engineer stands has a narrow slotted hole in it several feet long to allow the
nozzle to be passed through to get at the valved outlets below it.
The Car or motor need not be required to travel over 6 or 8 blocks or even a
loss distance where stops are frequent. Usually the ordinances of cities and towns
require the cars to stop only at crossings in such cases, the valves need only be
placed there though they may be placed every hundred feet, more or less, if the
Cars are permitted to stop between crossings for it is desirable to be able to refill
the receivers during every stop so as to have great pressure when starting.
Soveral suggestions have been made to operate Street railroads with compressed
air carried in a pipe near the track, some of these have been totally impracticable
and none have included within their scope the system herein proposed.
·
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed as communicated to me
by my foreign Correspondent I declare that what I claim is
1. In a low pressure pneumatic railway system the method of maintaining the
working pressure in a receiver on the motor which consists in frequently replenishing
the receiver with compressed air from a conduit at substantially any point along
the route while the Car is stopped as to receive or unload passengers or freight
substantially as described.
2. In pneumatic railway system the method of operating Motors which consists
first, in conducting and storing compressed air at comparatively low pressure in
Conduits provided with numerous valved outlets contiguous to the track; second
in replenishing the receivers on the motors at substantially any point along the
route with compressed air from said outlets while the Car is stopped, to load or
unload and finally applying the air to the engine substantially as described.
3. In pneumatic Railways the combination of a storage and supply conduit
provided with numerous valved outlets contiguous to the track and means for
connecting said outlets with the receivers on the motor substantially as described
thereby the receiver may be replenished with compressed air at substantially any
point along the route within the periods of rest occuring when loading or unloading
passengers or freight.
4. In pneumatic railroads the combination with a storage and supply pipe
conveying the compressed air along the route contiguous to the track of valved
outlets placed below the track connected with said pipe and arranged so as to be
accessible to refill the receivers on the motor at intermediate points on the route
substantially as and for the purpose herein described.
5. In pneumatic Street railroads the combination of a storage and supply pipe
conveying compressed air along the route contiguous to the track a series of.
underground valvular outlets attached thereto and a flexible pipe connection with
the receivers on the motor arranged so as to be coupled with the valvular outlets
substantially as and for the purpose described.
6. In pneumatic Street railroads the combination of a storage and supply pipe
conveying compressed air along the route à series of underground valvular outlets
therefrom and suitable mechanism substantially, such as described to connect said

page_text: outlets with the receivers on the motor without obstructing the Street as and for
the purpose described.
7. In pneumatic railroads in combination with a supply and storage pipe as
described and a motor having storage tanks, the flexible connection between the
two consisting of the rubber hose and metal nozzle with check valve therein as
and for the purpose described.
8. In pneumatic railways the combination of a storage and supply conduit
provided with valved outlets and a flexible connection for filling the receiver or a
motor adapted to be connected to the outlets both of which being.provided with
valves which are unseated by the act of attaching or connecting and closed
automatically when disconnected substantially as shewn.
9. In pneumatic railways a low pressure storing and supply conduit provided
with auxilliary storage reservoirs adjacent to the conduit, as set forth..
10. In pneumatic railways the combination of an air pipe passing along the
route and having valved outlets between the rails, a motor having an air receiver
and an elongated opening in its flooring, and a tubular connection with said receiver
adapted to be passed through said opening to connect with said valved outlets in
the act of replenishing the motor with air.
11. In pneumatic railways having a supply and storage pipe contiguous thereto
and a motor having an air storage tank a tubular valved connection attached to
said tank and adapted to be connected with valved outlets on said pipe by an
attendant standing upon the motor while said motor is at rest.
12. In pneumatic street surface railways an air supply and storage pipe passing
along the route having valved outlets therefrom at intermediate points, placed
below the road bed and adapted to permit the ordinary street traffic to pass over
them in combination with suitable means of connecting said outlets with the
receivers on the motor when at rest.
13. In pneumatic railways the combination of a supply and storage pipe
extending from end to end of route and having valvular outlets therefrom and stop
cocks at various points in its length with suitable air compressing machinery to
supply said pipe located at or near both ends so that sections of the pipe between
may be closed and repaired whilst operating the entire road and also that differing
pressures may be maintained in said pipe at opposite ends as described.
Dated this 5th day of August 1885.