1844.] 



|THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



389 



conire Jiaussf. These f^angways are raised by the current with the conire 

 liaiisse, and to put them hi place it is sufficient to turn a httle windlass. One 

 of the gangways 0, is shown raised against the stanchions which support 

 it, as it ought to be at the moment when the lock-keeper goes to let down 

 the rotitre hauases. 



P, P. Two gangways lying under the stanchions which support them, these 

 stanchions are bolted on to the two conire hausses, H I. i. i. The two highest 

 of four stanchions, to which are suspended the two iron gangways of the 

 cotitre hausses when down. /.-, /:. Two other stanchions, shorter so that the 

 handle of the little portable windlass can act without interfering with them. 



/. A hole in the stone work through which passes a funnel or pipe to be 

 filled, full of water, at the bottom of the pipe is a socket fitted with a plug, 

 which is opened after the pipe has been filled, when all the fine sand and 

 mud which may have passed through the cavity in the stone work, forming 

 the chamber of the windlass, is instantly driven forth ; this chamber is 

 otherwise in ordinary closed by a little iron cap, which is withdrawn before 

 the mud is driven forth ; this cap is a protection against the entrance of gravel 

 to the chamber of the windlass, at the bottom of the pipe there is a recess 

 hcdlowed out so as to allow the free passage of the indented extremity of the 

 iron bars, N and J. 



Q. Steps cut in the thickness of the masonry to descend to the gangway 

 of the contre hausses ; it is furnished with an iron hand-rail. 



R. Wooden frame under the upper portion of the stone apron ; itis to this 

 wooden frame the stakes or piles L are fixed. 



S, .S. Grooves contrived in the left hand buttress through which the axes 

 of the windlasses pass. These axes are moved by the lock keeper turning a 

 strong horizontal cross, by which means he pulls or pushes the horizontal 

 iron bars, J, N. 



T. Cavity in which the chain is lodged when it is coiled up by the clearing 

 of tlie contre hausses. 



V. Jointed planks or sheet piling. 



m. Iron work of the lower hinge, to the number of two on each hausse or 

 contre hausse. 



q. An iron ring fixed on each hausse to raise it with the fangs of a hook 

 directed by the cord attached to a little axle mounted on the two iron 

 stanchions on the back of the contre hausses. 



r. A hook which provisionally connects each hausse with its corresponding 

 contre hausse, before lifting the little iron plug placed at the foot of eacli 

 conire hausse, to prevent tlie water which passes through the plug hole to 

 fill the interval between the hausses and the raised contre hausses pushing 

 them back and destroying the gangway before the lock-keeper is prepared. 



There exists at the foot of each hausse iron plugs s s, fig. 1, which corre- 

 spond with those oi the contre hausses: they serve Istly, to throw the row^rc 

 hausses downwards that nothing may obstruct the notches d ; 2ndly to empty 

 the water, provisionally, which may pass through the joints of the conire 

 hausses, or even over or beyond them in order that this water may not present 

 obstacles to the raising of those lying down. 



Description of some of the Ironwork of the Barrages-mobiles, 



Fig. 5, plan showing the spring bolt which holds the contre hausses when 

 down, as seen in plan fig- 1. This and the following figures are designed 

 on a double scale. Fig. 6. Elevation of the same, and Fig. 7, transverse sec- 

 tion ; g, ties of iron uniting the two lines of stakes or piles L, M ; N, the 

 longitudinal bar of iron j ", spring-bolt or latch to retain the contre hausses 

 when down , ■•, chm or staple on which this spring-bolt is caught ; <• *, iron 

 bolts with eyes above to hold down the spring-bolt; "^ a small cleet of iron 

 fixedon the long bar N, to push the spring-bolt aside from the chin or staple ; 

 J, inclined plane to enable this bolt or latch to rise and fall ; s, iron bolts for 

 fixing the planks and hinges of the conire hausses to the ledges ; «, large iron 

 bolts for holding the chains oi ihe contre hausses ; '", other iron bolts for 

 holding the tie g ; ", spring of the bolt or latch. 



Fig. 8. Plan of a spring latch which can be used to replace the bolt for 

 retaining the gates when lying down. This kind of retaining power has 

 been used for many years in the flood-gates established on the river I'lsle, 

 at Colly, Melette, Fontpierre and Caillade. Fig. 9. Elevation of the same 

 latch, and fig. 10, section. '«, spring latch to retain the gates when lying 

 down; ", chin or staple on which this latch is caught; '<, iron bolt with 

 gimble to hold the end of the latch ; ' =, small cleet of iron fixed on the long 

 iron bar N, and intended to push the latch aside from the chin or staple ; 

 »", inclined plane which enables the latch to rise or fall in its movement 

 going and coming; > ', spring of latcli. 



M. Vanvilliers has made another Report in the name of the Committee 

 of Mechanical Arts, on the projects presented by M. Thenard, for the com- 

 bination of liis system of Barrage-mobiles, with large sieve-like sluices of (J5 

 feet opening, and large channels also of C5 feet opening. This Report we 

 propose to be the subject of a future paper, which is now being prepared by 

 M. Thenard, and which he has kindly undertaken to forward, wlien com- 

 plete, to Mr. Bermingham. 



ATMOSPHERIC SYSTEM— M. CHAMEROY. 

 M. Chameroy disposes of his locomotives, applicable to ourdouble line rail- 

 ways, in the following manner :— He places between the two ways a conduc- 

 tor or pipe, formed of iron plates and bitumen, submitted to a high pressure. 

 This conductor, which is of a diameter proportional to the impulsive force 

 that is required, is buried in the soil ; throughout its length, and at certain 

 distances, are established branches, which come and terminate at the centre 

 of each line ; these branches are composed of a cylindrical tube, to which is 

 attached a cock, the key of which carries a cog -pinion. On this cock is fixed 

 vertically a pipe, in the form of a hollow cone, flattened, and divided internally 

 by a transverse partition- This cone is surmounted by a cylindrical aspira- 

 tory tube, placed horizontally, and parallel to the line ; the diameter of this 

 tube is one-half less than that of the conductor; it is divided into two equal 

 parts by a transverse partition, which closes hermetically ; its length is about 

 a metre. At each of its extremities there is an external gear, and a hollow 

 cone pierceil by a certain quantity of holes. On one of the sides of the branch 

 a groove is placed back, in which slides a vertical rod ; the superior extremity 

 of this rod is furnished with a plate, and the inferior extremity with a hook, 

 which cogs with the pinion fixed to the cock. The inventor causes to travel 

 on these branches an articulated tube, which he attaches under the wagons, 

 by means of springs and chains. The length of this tube is that of the train ; 

 its diameter is equal to that of the conductor; it presents a longitudinal 

 opening, shut by a valve, with two parallel and juxta-posed partitions. Each 

 extremity of this tube is widened, and armed with a valve and lever. Under 

 the first and last wagon are fixed two moveable supports, placed obliquely, 

 and parallel to the wagons. 



Description of its Operation.:— Stationary, hydraulic, or steam-engines, are 

 established at a distance of 10,000 metres (about 6i miles), from each other 

 throughout the extent of the line to be worked ; these engines serve to work 

 pneumatic machines, which are put in communication with the conductor, or 

 pipe, placed between the two lines. When there is necessity to set a train in 

 motion, there is attached beneath the wagons a towing tube ; one of the 

 valves placed at the extremities of this tube is opened, whilst the other re- 

 mains shut, and that part of the towing tube which has the valve open must 

 be previously fixed in an aspiratory tube ; this process being adopted, and 

 after having effected a vacuum in the conductor, the cock of the branch in 

 which the towing tube is engaged is then oj.ened by hand. The communi- 

 cation is immediately established between the conductor and this towing tube 

 by the interior of the branch, and by the aspiratory tube. The atmospheric 

 pressure is immediately exercised in the fixed transversal partition of the as- 

 piratory tube, forming the basis ; it exerts itself, at the same time, through- 

 out the external surface of the valve formed of the towing tube, which forms 

 the point of resistance. This pressure determines the movement of the towing 

 tube, which slides in the gear, adapted to the aspiratory tube— at the same 

 time, the longitudinal valve of the towing tube opens for its passing on to 

 the branch to shut itself immediately afterwards. As soon as the posterior 



extremity of the train arrives at this branch, a support shuts off the cock 



and, at the same time, another support, fixed at the head of the first wagon, 

 causes the cock of the second branch to open, by pressing the hook ; at this 

 moment the vacuum ceases to be communicated to the towing tube by the first 

 branch, whilst it is produced by the second. The shutoff valve of the towing 

 tube then opens to slide over on to the first aspiratory tube ; this valve shuts 

 instantly by its own weight. The atmospheric pressure acting again, the 

 towing tube draws the train to which it is attached. To suspend the progress 

 of the train, they avoid opening Ihe cocks, by raising the supports ; to stop 

 or neutralise the spi'ed they employ breaks; to retrograde, they open the 

 valve of the towing tube which was shut, and shut the other valve which 

 was open. 



Chief Advantages of this System.— A single conductor, or pipe, of iron plates 

 and bitumen, will cost one-half less than a conductor of cast-iron. It will 

 perform the duty of a railway with a double line of rails. This conductor 

 being buried in the soil is out of the w;iy of injury. Its internal and external 

 maintenance amounts to nothing. This conductor forms a vast reservoir, 

 which serves to contain the element of the locomotive power, which can be 

 disposed of at will, either to give to loaded trains the greatest locomotive 

 pi'Wer, and the greatest possible speed, or for the ascent of the inclinei. He 

 can retrograde, diminish, or neutrali.se, Ibis power for de.scendiug the incines, 

 or for slopping the progress of the triiins— in fact, this power will not be 

 spent but for useful purposes. During Ihe stoppages, as well as when the 

 trains are in progress, the pneum;itic engines perform and store up constantly 

 into the conductor the locomotive power. The conductor being shut, and 

 subject to a high pressure of its ciuileut.s, there is no fear of the entrance of 

 air. Its position underground will permit its being laid on a level. It will 

 be possible to start many trains on the same line, and, for this reason, to send 

 assistant wagons. The nature of the towing tube, with articulations, will 

 permit the clearing of curves of 300 metres (984 feet), radius, and the jump- 

 ing motion of the wagons will be neutralised by the towing tube. M. Chame- 



31 



