IMPROVEMENTS IN APPARATUS FOR INCREASING THE SAFETY OF RAILWAY PASSENGERS AND TRAINS, SIGNALLING AND FORMING A COMMUNICATION EXTERNALLY AND INTERNALLY BETWEEN ALL PARTS OF SUCH TRAINS, LIGHTING, WARMING, AND SECURING THE DOORS OF THE CARRIAGES, AND INDICATING THEREIN AND AT THE STATIONS THE NAMES OF THE PLACES AT WHICH THE TRAIN STOPS
Year: 1865

page_text: LETTERS PATENT to Richard Howarth, of 13, Gloucester Crescent,
Paddington, in the County of Middlesex, for the Invention of
"IMPROVEMENTS IN APPARATUS FOR INCREASING THE SAFETY OF RAILWAY
PASSENGERS AND TRAINS, SIGNALLING AND FORMING A COMMUNICATION
EXTERNALLY AND INTERNALLY BETWEEN ALL PARTS OF SUCH TRAINS, LIGHTING,
WARMING, AND SECURING THE DOORS OF THE CARRIAGES, AND INDICATING
THEREIN AND AT THE STATIONS THE NAMES OF THE PLACES AT WHICH THE
TRAIN STOPS."
Sealed the 25th May 1866, and dated the 29th November 1865.
PROVISIONAL SPECIFICATION left by the said Richard Howarth at
the Office of the Commissioners of Patents, with his Petition, on the
29th November 1865.
I, RICHARD HOWARTH, of 13, Gloucester Crescent, Paddington, in
the County of Middlesex, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN APPARATUS FOR INCREASING THE SAFETY OF RAILWAY
PASSENGERS AND TRAINS, SIGNALLING AND FORMING A COMMUNICATION EXTERNALLY
AND INTERALLY BETWEEN ALL PARTS OF SUCH TRAINS, LIGHTING, WARMING, AND
SECURING THE DOORS OF THE CARRIAGES, AND INDICATING" THEREIN AND AT THE
STATIONS THE NAMES OF THE PLACES AT WHICH THE TRAIN STOPS," to be as
follows, that is to say:-
.
My first improvement consists in making the footboards of railway
carriages form a continuous platform or gangway along the sides of the
Price 8d1

page_text: train. To effect this, on both sides of the carriages I fit a number of
brackets or arms to turn radially and carry the footboards, which are
mounted thereon, in and out from and parallel with the sides of the
carriages and forwards at one end; the length of these footboards I make
equal to the distance between the buffer at one end and that at the other
end of the carriage, or nearly so, in order that the forward end of the foot-
board of one carriage may reach sufficiently near to the hinder end of the
footboard of the next carriage to enable the giard to step from one to the
other. The ends of these hoards are bevelled, so that one will slide under
the other when the compression of the buffers causes them to meet and
pass each other. Another plan which I propose to adopt in fitting these
footboards is to divide and bevel them as above described in the centre or
somewhere between the ends, and couple the ends of the whole together
by slots and spring studs, so that the guard by means of the lever, screw, or
other power may be able to move the entire platform when necessary. I
further propose to make the footboards of about the usual length, and hinge
rising and falling flaps at each end; these flaps may fold over and rest upon
the ends of the ordinary footboards when not in use, and be supported by
a stop hinge or otherwise when let down. The flaps are made of sufficient
length for the ends to pass each other when let down. Instead of fixing
the footboards upon the radiating brackets to move therewith in the
manner above described they may be hinged to rise and fall, and when
raised be supported on the radial brackets; in this case the footboards
could be raised and lowered and the brackets be turned endways and flat-
ways to the carriage side by longitudinal shafts, and still be fitted with the
folding ends above described.
My next improvement consists in the introduction of a coupling shaft and
levers along each side of the carriages, carrying rising and falling steps at
the doors, and securing the same thereby. I fit these shafts below the floor
line against the bottom frames, and in order that the entire series of shafts
on one side may be turned together I bend or crank them respectively at
cach end; the cranks on the ends of the shaft are inade short and rigid,
are fixed thereto in a vertical position, and are tied by short lateral con-
necting rods to longer and flexible cranks, which are fitted to turn upon
the buffer rods or upon studs at the end of the carriage; the coupling is
effected by joining the ends of these latter or flexible cranks together,
when upon turning any one of the shafts the steps will turn therewith,
while the flexible cranks, which may be made of flat blades of tempered
steel, will form a compensating coupling, and adjust itself to the varying

page_text: distance between the ends of the shafts caused by the expansion and com-
pression of the buffer springs. Another mode of coupling these shafts
may be effected by making them with horned and link ends, so that they
will always be in gear for turning each other whenever the carriages fitted
therewith are coupled in the ordinary way. The shafts are turned by the
guard, and are fitted with a lever or other equivalent for that purpose in the
vans. Upon these shafts, opposite or near each carriage door, I fix crank
step bearers, and hinge the step to rise and fall, making each step to
rest upon the bearers when down; and to secure the door from being
opened from within when turned up (the levers or bearers can be turned
down without letting down the steps), the steps when turned up being held
secure in that position by vertical rods which pass up the side of the
carriage and are connected at the top to rising and falling signal arms,
which arms are held by clutches and let down from a "pull" within the
carriage, which at the same time shoots a bolt into the door at the top.
The step when up shoots a bolt into the door at the bottom, and when let
down turns the continuous shaft, and thereby rings a bell in the guard's
van, or a number of belis along the train (in connection therewith), and at
the same time lowers the signal arm lamp cover of a lamp formed by or
fitted at each alternate window at the carriage sides. When this lamp or
bay window is lit with gas the tap is or may be moved by the rising and
falling arm, which when lowered turns the light "on," and when raised
turns it nearly but not quite "off;" the bell calls the attention of the
guard, and the lowered steps, projecting arms, and uncovered lamp indicate
the carriage and compartment where he is required on the "6-foot" or off
side of the train, while the door on the entrance side remains secured,
egress therefrom being prevented by the top bolt before mentioned. The
rising and falling lamp cover and signal arm clutch at the top of the
carriage on one side is coupled to that on the opposite side by a connecting
rod or wire over or in the roof, out of reach from within, so that when the
arms on either side of the carriages are set to operate on the "6-foot" side
of the train those on the entrance and exit side of the train are unaffected
by the pulls, except that when any one of the pulls on the "6-foot" side
has been operated it drops a bolt or clutch, which secures the entrance and
exit door of that particular compartment from being opened from within,
and thus prevents the escape of any one wishing to leave it, while all the
other steps on that side can be lowered by the guard simultaneously.
In some cases I propose to make the rising and falling footboards or
steps of an angular form like the letter L inverted. In such cases I make

page_text: them to fold downwards, still using the side shafts for turning them down
and up; when down, the short limb of the L auswers for an ordinary step
while the long limb is in a vertical position; the latter when turned up
into the horizontal position forms a broader footway, and affords the means
for the guard to pass quickly and more safely along the side of the train
thereon. I also propose to form an internal communication through the
train by making the seats to rise and fall, and a communication between
and through the compartments and ends of the carriages by sliding,
folding, revolving, or other doors, and by fitting rising and falling steps or
footboards at the ends of and between the carriages. I further propose to
use the range of outside steps when raised as the signal from the guards to
the enginemen to "start the train," and in addition thereto I also propose
to fix and use a 4-way lamp at the head of the carriage next to the engine,
or in such other position clear of or above the parts of the train that it can
be seen both by the enginemen and guards of that train and also by
those in charge of all approaching trains. I denominate this the "train
signal lamp," and cause it to be turned by means of a vertical shaft actuated
from the guard's van and in gear with the horizontal side shafts. This
train signal lamp is to be fitted with white, green, and red lenses on three
sides thereof respectively, while the fourth side is blank; the shaft which
acluates the same is so geared to the horizontal side shafts that when the
latter are turned so as to raise the door steps the blank side of the train
lamp is turned towards the engine and indicates that the train is now ready
to start; while the train is at a standstill the red lense, which is opposite to
the blank side, and can be seen from the back of the train, indicates to all
approaching trains the signal "stop;" again, when any one of the door
steps is let down by the pulls and the side horizontal shaft turned to
indicate "caution" to the engine driver, his duty being then to "slacken
speed," the attention of guards and all in the train is thereby called, when
it becomes the duty of the guard to ascertain the cause; he will now by
means of the continuous platform of footboards be able to traverse the
length of the train on "6-foot side," and by means of the side shafts to turn
the "train signal lamp" to "slacken speed," to "stop," or to "all right," as
the case may require, when the train will either immediately be brought
to a standstill (and the approaching trains each way signalled) or proceed
on its course.
Another improvement which I propose to effect relates to the mode of
lighting the carriages and signal lamps, and also warming the carriages by
water vessels in which the water is kept hot, or the carriages are otherwise

page_text: heated by gas; for this purpose I place compressible gas holders under
the seats, on the top under or between the carriages, or according to the
plan introduced by Mr. J. Newal, and referred to in his Patent Specifica-
tion No. 785, in the year of our Lord 1862. Instead of operating the
lamps and other train signals by the footboard shafts before described, the
said lamps and signals and other mechanism may be worked by horizontal
self-coupling or lever-coupling shafts running along the top of the carriages
fitted with pullies and chains or cords, and thus cominunicating motion to
the parts in connection therewith; this shaft may also be made hollow,
and thus be made to answer the purpose of a sound conductor or air-tight
tube for working the train signals and mechanism by pneumatic power.
When it is desirable to make the train signal lamp stationary I propose to
use revolving discs, or sliding plates, or vanes for indicating the different
signals, and to operate the same by the shafts and levers or pullies before
described. These rotating discs or sliding vanes may be made to indicate
by colours, letters, or words; by a disc of this kind, or by a revolving
lamp upon or near the engine or tender and to be worked by the guard,
the latter would be enabled to direct the engine driver and control the
motion of the trains from the van. I further propose to use a station
indicator disc similar to that above described, but of larger diameter, and
having the names of stations thereon in radial lines, in the interior of the
carriages, to indicate to the passengers the names of the stations at which
the train stops. These discs are to be fitted upon a spring ratchet rotating
ceutre so as to be self-rotating by releasing a catch bolt; the disc is placed
in a case having an aperture therein through which the name of the station
opposite which the train has stopped can be seen, and the next station at
which the train will stop is also indicated. These discs are intended to
be worked by means of a shaft aud pullies, as before described, along the
top or other part of the carriage; an indicator for the same purpose,
actuated in a similar way, may also be formed by a single roller or double
rollers with spring ratchet centres, round which rollers sheets or laths
coupled at the edges may be wound, and upon which the names of the
stopping stations may be indicated singly or in any number required. The
respective stations as the train passes them will be wound over the roller
and disappear, while the name at the top of the revolving sheet index,
and immediately in front of the roller, indicates the name of the station
opposite which the train is brought to a stand. A station stopping
indicator, either for the carriages or for the stations, may also be formed
by fitting a number of vanes turning upon horizontal centres and fitted

page_text: one above another in a suitable frame. At the terminal stations (or
intermediate ones if necessary) all the stations at which the train
about to start would stop could thus be indicate.l to, and mistakes
prevented on the part of the passengers intending to travel thereby, while
a similar index in the carriages would also prevent inuch of the confusion
which constantly arises from passengers entering and remaining in the
wrong trains. The times of arrival and departure, distances, and fares may
also be indicated opposite each station in the same frame if required,
and other information given thereby. The name vanes at the stations and
in the carriages could be all set by the station and platform attendants
upon the starting of each train, and the vanes be moved in the carriage
frames by the guards as the train approached the respective stations along
the line of railway.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Richard Howarth in the Great Seal Patent Office
on the 29th May 1866.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, RICHARD
HOWARTH, of 13, Gloucester Crescent, Paddington, in the County of
Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-ninth day of November, in the year of
our Lord One thousand eight hundred and sixty-five, in the twenty-ninth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said Richard Howarth, Her special licence that I, the
said Richard Howarth, my executors, administrators, and assigns, or such
others as I, the said Richard Howarth, my 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, an
Invention for "IMPROVEMENTS IN APPARATUS FOR INCREASING THE SAPETY OF
RAILWAY PASSENGERS AND TRAINS, SIGNALLING AND FORMING A COMMUNICATION
EXTERNALLY AND INTERNALLY BETWEEN ALL PARTS OF SUCH TRAINS, LIGHTING,
WARMING, AND SECURING THE DOORS OF THE CARRIAGES, AND INDICATING THEREIN
AND AT THE STATIONS THE NAMES OF THE PLACES AT WHICH THE TRAIN STOPS,"
upon the condition (amongst others) that I, the said Richard Howarth, my
"

page_text: executors or administrators, by an instrument in writing under my, 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
bé performed, and cause the same to be filed 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 I, the said Richard Howarth, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:
My first improvement consists in making the footboards of railway
carriages form a continuous platform or gangway along the sides of the
train. To effect this, on the sides of the carriages I fit a number of
brackets or arms to turn radially and carry the footboards (which are
mounted thereon) in and out from aud parallel with the sides of the said
carriages, forwards at one end and backwards at the other, to enable
persons to walk from one end of the train to the other, I make footboards to
extend at the ends. The extending ends of such footboards are bevelled,
so that one will slide over the other when the compression of the buffers
causes them to meet and pass each other. I prefer to make such foot-
beards, especially with narrow carriages, somewhat like grates or frame-
work, a little longer and as much wider than the carriage as will allow
them to form a gangway on either side, when moved laterally from the
central position. The bars of these framed platforms have bevil edges,
and are placed with their broad parts uppermost. They are fitted across
the carriage, above the framing, and below the floor; the ends are secured
together by long ribs of wood or iron; the length of the bars may be equal
to the width of the carriage only, and be divided in the centre, the two
halves being connected by spring couplings to draw them in when not
in use; upon the under framing there are a number of bevelled edged joists
with their narrowest parts uppermost, to form guides or slots in which the
bars above mentioned slide in and out readily; upon these joists the
carriage body is fixed and secured. Instead of fixing the footboards on
the radiating or sliding principle in the manner above described, they may
be hinged to rise and fall and be supported by sliding supports fitted under
the carriages. The mode of moving the said footboards or gangways is
herein-after described.
My next improvement consists in the introduction of a coupling shaft and
levers along each side of the carriage, carrying rising and falling steps at

page_text: the doors, and securing the same thereby. I fit these shafts below the
floor line against the bottom frames, and in order that the entire series of
shafts on one side may be turned together I bend or crank them
respectively at each end. The cranks at the ends are made short and rigid,
and are tied by short connecters to longer and flexible crank arms or
unions, which are fitted to turn upon the buffer rods or upon studs fixed upon
the ends of the carriage at an equal distance from the centre thereof, and
of one uniform height above the rails. The coupling is effected by joining
the extended moveable ends of these latter or flexible crank arms together,
when, upon turning any one of such shafts, the steps will turn therewith,
while the flexible crank arms, which may be made of flat blades of iron or
tempered steel, will form compensating couplings, adjusting themselves to
the varying distances between the ends of the shafts caused by the expan-
sion and contraction of the buffer springs.
Another mode of coupling these shafts consists in making them with
forked and link ends, so that they may be always in gear for turning each
other whenever the carriages fitted therewith are brought together and
coupled in the ordinary way. The shafts may be fitted on the tops of the
carriages when required for signalling purposes only; in such cases, instead
of making them with flexible cranks at each end as above described, I fit
one end of each shaft with a plate or disc, so that when the carriages are
coupled there is always & flexible arm in juxtaposition with a disc. The free
end of the flexible arm is fitted with a projecting pin or stud, and in the
disc there is a vertical slot to receive the same. The flexible arm extends
across the space between the carriages till it meets and is compressed
by the disc. The discs are fitted with different coloured lenses, and behind
these signal lamps are fixed. One range of shafts turns the disc plates and
lenses on the up side or end, and the other shaft those on the down side
or end of the train, whereby those in charge of the forward end can turn
any signal to the tail of the train, and thereby give different signals back.
wards to any other train and place, while those at the back part of the
train with equal facility can give different signals forwards. These top
shafts may be made hollow, for supplying gas to the lamps, and be coupled
together by long crank unions, fixed on both ends of the shafts, similar to
those described above. In such cases two of them are fitted with stud
pins and two of them with long vertical slots, similarly to the disc plates,
the latter being dispensed with when the shafts are used for gas only.
When these top shafts are employed for moving the footboards (forming the
gangway), the centre bosses at the back of the crank arm and disc plates

page_text: are made to form pullies, while those on the guard's van or break carriage
have tappits for actuating a spring bell ringing instrument fitted in the car-
riage compartments or other suitable parts of the train. To each of such
pullies one end of a belt, cord, chain, wire, rope, or cther suitable connectors
is secured, and then the other ends of the connecters are coiled round the
pullies any given number of coils, and the bottoms of the carriage and near
the centre two other pully guides are fitted to turn on stud pins. The
uncoiled ends of the connecters are passed round these pully guides, and the
ends of the four connecters are secured one to each corner of the sliding
grate or footboards forming the gangway. The length of these connecters
is sufficient to allow the shaft to turn a given number of revolutions before
it draws up the slack; after slack is wound tightly on the pulley of
either shaft the gangway will move in at one side and out at the other,
thereby forming a continuous gangway along the latter side; then by
turning the other line of shafts the gangway will be moved to form a
similar gangway at the other side of the train. When the shafts are turned
to leave the connecters slack and inoperative the shafts are free to revolve
for signalling and gas lighting purposes, and leave the gangway partly or
wholly in or out at either side of the train. The shafts are turned in the
guards' vans and other suitable places by levers, wheels, or equivalent
mechanism for that purpose. Upon the side shafts opposite each carriage.
door I fix step bearers, and hinge the step to rise and fall, making each step
to rest upon the bearers when down, and to secure the door from being
opened from within when turned up. To cach step a crank lever or clutch
box is secured to revolve with the shafts (the shaft levers and clutch box
can be turned back from the steps without letting them down. The steps
when turned up are held secure in that position by vertical rods which pass
up the sides of the carriage and are connected at their top ends to rising
and falling signal arms, which arms are held up by clutches and let down
from a pull within each compartment, which pull at the same time shoots
a bolt into the door at the top. The steps when up shoot a bolt into the
door at the bottom, then the shafts are free to turn from the step without
altering their position. When any step is let down the continuous line of
shafts are turned and all the bells connected therewith are rung at the same
time the signal arm lamp cover of a lamp formed by or fitted at each
window, or at alternate windows, or at other suitable places at the carriage
side, is lowered. Such lamps are fixed partly inside and partly outside of
the carriages so as to light either or both parts. By preference 1 would
make these lamps round, oval, or oblong in shape, and fix them one at each
;

page_text: corner of each carriage and another midway between each door near the
top of the carriage, so as to fit an orifice formed partly in the dividing
partitions and partly in the sides of the carriages, so that one light will
reflect in the two compartments and outside the carriage at the same time.
By this arrangement there is a light in each corner of the carriage. The
lamps may be lighted by gas or other illuminating material. If lighted by
gas a pipe may be fitted above or below, or the shafts may be made hollow
and employed for that purpose. In such cases the journals may be made
like an ordinary gas tap or of a globular form; the journal is made to form
a leaky tap, so that there will always remain a small light to avoid ro-
lighting; and when the shafts are turned all the lights on one side of the
carriage may at any time be increased or diminished as required. By
preference I would place the main supply pipe as low as possible in order
that the gas may ascend by its own buoyancy. This supply pipe may also
be inade large enough to form part of the gas holder Upon these pipes I
fix levers, pullies, or wheels for supporting the grate or footboards; if
levers are employed studs are fixed to the footboards for turning the tube,
so that when the gangway is formed on either side the gas may be turned
on or off as may be desirable. In like manner the wheels or pullies may
be made to perform the same functions. When carriages are fitted with
signal arm lamp covers the arms may be made to increase or diminish the
light as they are moved up or down, and also to ring the bells at the same
time, and thus call the attention of the guard and indicate on the 6-foot
side of the train the carriage or compartment where he is required, while
the door on the entrance side will remain secured by the drop bolt before'
mentioned. The rising and falling lamp covers and signal arms can
be set to operate on either side; they are connected by a rod, wire, or
chain out of reach from within, but can be operated by suitable pulls fitted
for that purpose.
All the footboards and platforms on either side can be
operated by the guard simultaneously. I further propose to employ the two
main gas supply mains or pipes for securing the carriage doors; in such cases I
fit a short bolt, lever, or clutch at the bottom of each door, and near each bolt
on the supply pipe I fix a tappit or eccentric, which when the pipe revolves
(to alter the light) will shoot up such bolt to secure the door, when by
turning the pipe backwards or forwards over the centre the fastening will
be released. To the sliding grate footboards I fix iron or other stansions
to carry one or more lines of handrails one above the other at the outer
edges of the gangway, leaving openings opposite each entrance and also
opposite the spaces between the coupled carriages; in these rails, which

page_text: are hollow, rods of iron are fitted to draw out and close the openings last
mentioned, thus forming a continuous handrail, which will when the
gangway is closed prevent the carriage doors from being opened. Another
mode of securing the doors when the openings in the handrail are left
unclosed consists in fixing a stantion so that the platform must be moved
a certain distance out before the edge of the door will clear. To give the
carriage doors a self-closing tendency, I fit them with rising and falling or
spring hinges; the springs I prefer for this purpose consist of a coil of
flat steel wound round or a rod or tube fitted in place of the hinge pins; the
top end of this spring I fasten to the door part of the upper hinge, and the
lower end of the spring to the door cheek part of the lower hinge, so that
by opening the door the springs will be compressed and close the door
when left free to act. In some cases I propose to make the rising and
falling footboards or steps of an angular form like the letter inverted;
these are fully explained in my Provisional Specification of this Invention.
I further propose to form an internal communication through the train by
making a portion of the seats to rise and fall, and making a communication
through each end of the carriages with rising and falling or sliding foot-
boards between them.
Another plan of establishing an internal communication through the
train consists in forming shells or tubes open at each end to receive the
entire body of the carriage. I make these shells or outer cases of suffi-
cient width to contain the body of the carriage, and leave a space at the
side sufficient for persons to pass along from end to end. The body of the
carriage in such cases is made to slide or swing from side to side of the
shell, so that the passage may be formed on either side. The modes of
mounting and moving the parts is herein-after explained. Instead of
using the disc lenses herein-before described, I propose when required to
fix a four-way revolving lamp at the head of the train near the engine,
or in such other position clear of and above the train so that it can
be seen by all in charge as well as from all approaching trains. This
lamp, which I designate the "train head signal lamp," I propose to operate
by shafts or suitable mechanism from the guard's van. It is to be fitted
with white, green, and red lenses on three sides and a blank on the
fourth. I further propose that this lamp shall be in connection with and
operated by the motion of the footboards, pulls, &c. In the guard's box
and other convenient parts of the train I fix a spring bell ringing instru-
ment resembling the striking part of a clock. Each of these instruments
is fitted with two stop catches, one under the control of the guard and the

page_text: other to operate by the shafts, footboards, and other moving parts herein
described.
The
I further propose to make use of gas conductors and gas-lighting media,
similar to that herein described, for warming the interior of the carriages,
in which case I make jets of gas act upon hollow metal containing air or
water. For heating by hot water I fix a metallic vessel at the ends
or other suitable parts of the carriage. These vessels I propose to make
in the form of cones placed with their smaller ends uppermost, where
there is an outlet for the hot weather to flow round the carriage and under
the scats, and thence returning to and entering the bottom of the cone,
which is fitted with an escape pipe at the top for the steam.
whole of the moving parts of the footboards, platforms, gangways,
signalling and lighting apparatus may be moved by the top shaft, in
which case the bottom side shaft may be dispensed with, and vice versa.
When the whafts are not required as gas conductors they may be used
for conducting sound, or as air-tight tubes for working the train me-
chanism for pneumatic power. Instead of making the train head signal
lamp to turn it may be a fixture, and be fitted with revolving or sliding
lenses or covers of different colours, and thus operate as above described.
In the guards' vans or at other convenient places I fit suitable screw
gearing in connection with the main shafts for turning the same.
I further propose to make and fit in each carriage a station name indi-
cator for shewing to the passengers the names of the respective stations at
which the train stops. These indicators, together with the modes of
operating them, are fully described in the explanation of the Drawings
herein-after contained. A framed indicator constructed upon a similar
plan may also be used at the stations for indicating to intended
all the stations at which the starting train will stop.
passengers
The modes of carrying out my said improvements in practice are
further explained and illustrated by reference to the accompanying
Drawings marked A and B respectively, and to which Drawings the
following explanation applies.
EXPLANATION OF THE DRAWINGS.
General explanation, Drawing A.-Fig. 1 represents a side elevation of
two railway passenger carriages, one partly in section, fitted with signalling,
lighting, door fastening, and moveable external gangway communications
according to my said Invention; Figs. 2 and 2ª are plan views of Fig. 1
in section; Fig. 3 is an end elevation of Figs. 1 and 2.

page_text: In Fig. 1, A, A, are horizontal shafts fitted to revolve in bearings on
the tops of the carriages, having a disc plate A¹ secured on one end of
each, provided with two lenses and a stud pin; on the other ends of these
shafts short crank arms or levers are secured. To these crank arms long
flat blades or arms A2 of iron or tempered steel are attached in such a
manner that their outer moveable ends extend diagonally to where they
meet the disc plates of the next carriages. The outer end of the flexible
lever is provided with au oblong hole or other suitable arrangement to fit
and couple the arms and disc plate of the two adjoining shaft ends together.
On each of these shafts a bevil wheel A3 is secured; B is a sinaller bevil
wheel fixed on to turn with a small shaft B', on the other end of which a
ratchet wheel B2 is secured and held clutched by a catch B³. The wheel
B is without teeth on the part which is nearest A3; when B³ clutches B
then the horizontal shaft and wheel A³ is free to revolve without turning the
wheel B. To B, B1, or B2, one end of a steel spring (or other instrument)
C, like a watch or clock spring, is fastened, and then coiled round in the
direction which the shaft B¹ is required to revolve; the other outer end of
the spring is secured to another fixed part by a tightening screw for regu-
lating the spring influence. Near each entrance cranks Ct, C1, or other
suitable appliances are fitted to turn on pivots between C¹, C¹, and the
catch B3; these are connecters C², C³. To the crank C¹ other connecters
C3, C3, are passed downwards to a spring D, draw bolt or bell-crank handle,
of sufficient power to draw B³ from its clutching position against B².
Fitted to pass to some convenient place inside each compartment there is
a draw bolt D1, the outward end of which prevents the spring exerting its
influence until D¹ is pulled inside. Then the spring D will actuate C³,
C², and C, and move B3 from B², so as to allow the teeth of B to move to
and gear into and revolve the larger wheel A³ and its shaft; D², D³, are lamps
fixed partly inside and partly outside on both sides of the carriages; the
end lamps are fixed in a position so that the disc plate lenses can be turned
opposite them for signalling as well as lighting purposes, and for illumi-
nating the outside as well as the inside. On the lamps a cover is fixed,
having a funnel DI with two outlets parallel with the carriage; both ends
of each outlet extend in diameter and have a cross bar near each with a
centre hole in each, in which a spindle slides horizontally, and carries a
cover D4 at each end for enclosing the outlets. The distance between D3
and D at each funnel is somewhat longer than the extreme length of the
enlarged outlets of the funnel D¹, so that when the train moves the
pressure of the air moves the forward cover D3 backwards and over its

page_text: outlet; then the backward cover D³ will be moved from its outlet to open
it, and all the heat, smoke, and foul air escape from the lamp. The bottoms
of the lamps are provided with perforated plates to support the lamp and
admit air for combustion; E, E, are a number of boards, all of which
except the end ones have two bevil edges framed and secured together
with the broad part uppermost to slide on the under framing E' and below
the carriage body floor E2. These framed boards, when drawn close at
one side of the carriage, extend out of the other side sufficient to enable
any person to pass along from one compartment to another; E2 and E3 are
two end boards, which carry turn up short flaps E4 at each end of the
opposite corner of each carriage; one of the blades E4 are secured to E3 by
hinges or flat blades of iron or tempered steel to hold their moveable ends
above E¹ on the next carriage, over which they extend to form a commu-
nication between the different carriages; F, F, are bevil-edge l joints fixed
parallel with their narrowest parts uppermost, and their ends secured to
the under framing E¹; on the top of these joints the carriage body is
secured. G, G, are thin flat steel connections, which have one of their
ends secured to the boss parts G₁, G', of A' and A2, round which G, G, are
coiled a given number of turns; then G and G pass in an oblique direc-
tion over flanged pully guides G2, G2, fixed to turn on studs near the
bottom and centre of the ends of the carriages to the outer parts of E3
and E³, where the other ends G, G, are secured, so that where the hori-
zontal shafts are revolved G, G, are wound an additional number of
times upon the boss part of A' and A2, and thereby draw inwards the
outer part of the sliding footboard, forming communications to which these
connecters are secured. H, H, in Figs. 1, 2, and 3, are hollow tubes fitted
to turn in bearings H¹ for supplying gas to the lamps and for carrying loose
pully blocks supporting H2, for enabling the gangway boards E to slide in
and out with greater ease; H3, H³, are tappits secured to H for shooting a
bolt or lever into or against the outside of each door to secure it; H is
the pully secured to the tube, with one end of a connecter attached to it
to wind round, its other end having a tightening screw attached to the
front edge of the moveable footboard; H5 is another similar pully,
having a similar connecter fastened to it, with its tightening screw end
fastened near the middle portion of end footboard E2, so that when the
gangway is moved inwards one of these connecters revolve the tube H,
and when the same gangway is moved outwards the tube H is revolved in
reverse direction. The journals of the tube H form a gas tap or a globular
or other suitable form, and fits in the bearing H. Through these journals

page_text: and the tube one or more holes are made, so that the gas may pass thereby
when the gangway is in any requisite position, and gaslight increased or
reduced when the gangway is moving round the periphery of the globe
opposite the holes; there is a small orifice in order to allow a small particle
of gas
to ass to the lamp at all times to prevent the light being extin-
guished. The upper half of the bearings H' is moveable, to be fastened
down.
In Figs. 1 and 2 I and I are the bell ringing instruments; in Figs. 1
and 3 1 and 1' are ratchet wheels attached to the ring and appliance. I in
Fig. 3 is a moveable catch for stopping the ringing; and 13 are levers
connected by wires 14 and I to 12. The boss parts of disc plate A¹ and
radial arm A of the guard's van and other convenient places, besides
forming pully blocks, are each provided with two studs or tappets, on
which their shafts turn in either direction and operate on 18, so as to
remove the catch I2 from clutching I, when the bell will be caused to
ring.
Drawing B-Fig. 1 is a side elevation of a railway carriage with bay
window, containing side light lamps, continuous shaft with a spring
crank coupling placed on the top, this shaft being made hollow for
conducting gas and having spherical tap journals for regulating the light.
The doors of the carriage are here shewn as fitted with station name
indicators. Fig. is an end elevation illustrating the mode of fitting the
carriage body within a shell or outer body, so that the former can be moved
laterally in the latter, and thus providing a covered gangway on both sides,
alternately or otherwise; Fig. 3 is an end elevation of another carriage,
shewn as fitted with an endless baud or sheet indicating the names of
the stations. In this elevation the under floor, which forms the side gang-
ways shewn at Fig. 2 entire, is shewn as divided into two parts lengthways,
so that one half can be moved out to form a side gangway independant of
the other, both being made self-closing by springs in the centre. Fig. 4
shews the mechanism for actuating the station name indicators; Fig. 5
represents a front view of station name indicator intended to shew all the
stations at which the train will stop in one colour, and those it will pass
without stopping at them in another colour or in blanks; Fig. 6 shews an
edge view of this indicator; Fig. 7 shews a front view of another form of
these indicators, of which Fig. 8 is an end view; Fig. 9 is a sectional view
through the centre of one of the continuous shaft bearings, and shews the
improved antifriction balls upon which the journals turn; Fig. 10 shews
the same bearing longitudinally, and also shews the antifriction ball collar

page_text: of the shaft for reducing the lateral friction; Fig. 11 and 12 are two repre-
sentations of the spherical tap journals for gas lighting.
Detailed explanation.-Figs. 1 and 2, A are the bay window side
lamps; these lamps are intended to light the inside and outside of the
-carriages, those on one side thereof being opposite the front and those
on the other opposite the back seats. A¹ are the spherical tap journals;
A2, the antifriction ball bearings; B, the hollow shafts for gas mains; B¹.
the branches. The mains are made in sectional lengths and coupled by
the spherical plug tap B2; the ends of the sectional lengths are formed
with half-lap dovetail joints, and when two of these ends are brought
together the hollow spherical plug which is first passed over one of them
is then moved on to the joint, the ends of the pipes are turned, and the
plug bored, so that the latter fits the former accurately; between the half
laps a little white lead, india-rubber, or other material may be placed to
make the joint gas-tight; a small hole is made through the ball and one
of the half laps of the tube; a set screw causes the spherical plug and tube
to revolve together; a lateral perforation in the sphere and tube forms a
passage for the gas; the spheres have a small groove or chaunel round their
zones to allow a small quantity of gas sufficient to keep the light in to pass
when the tap is turned off. The spherical plug or tap journal bearings
are made in two parts, forming a cap or shell when fastened together by
screw bolts or otherwise; both parts are hollow semi-globes somewhat larger
than the plugs. In these caps there is a thin lining of some suitable metallic
or compressable material, such as india-rubber or leather, pressed in to fill
the hollow and press closely round the spherical plug, so that the latter
will revolve freely in the shell or cups gas-tight. Turning the screw bolts
will tighten the caps and prevent any escape of gas from wear, and thus a
simple and effective tap is formed. C are spring steel crank unions
fastened to short cranks C¹, fixed one on each of the two shafts, and
have a stud pin C at their free ends. D are similar unions to C,
but have long vertical slots instead of studs in their free ends to receive
he stud pins of the arms on the adjoining carriage shafts. The
unions C and D are on different shafts, but at
the same end of
the carriage. The short cranks (C¹) on the guard's van also form
pullys D, to which an endless chain, belt, or other connecter D² is
secured for turning the shaft B; such connecters may hang loose, as shewn
at D³, or be attached to a small pully E, to which a crank handle E'
is fitted; this handle turns a small pully mounted upon an axle extending
.to.the inside of the compartment, as shewn by the dotted lines E2 in Fig. 1,

page_text: so that by turning the crank handle the shafts may be turned in either.
direction; when C, in Fig. 2, is turned towards the six-foot side of the line
the gass gives the greater light and heat than when turned towards D. In
like manner when D is turned towards C the gass light is reduced. By. these
crank unions the guard upon turning the side shafts upwards indicates
forward the all right signal for starting, and upon turning them down.
wards indicates the danger or stop signal, while the driver or others at
the front of the train may turn the six-foot side shafts to give the same.
or other signal backwards to any following train; F, in Fig. 1, are a
number of short rollers fitted to rotate horizontally inside the carriage doors,
a number of which rollers are near the bottom of the window, the two
outer ones F being a little higher than the others; near the bottom of the
door an equal number of similar pullies or rollers are also fitted. Upon
these rollers an endless band is mounted, and upon this band at equal
distances are printed the names of the stations. Upon the outer end of
the axle of pully F3 there is a small wheel G, which gears with and is
turned by a larger wheel G¹; this wheel has a drum H at one side con-
taining a flat steel spring, one end of which spring is fastened to the drum
and the other to the centre pin H', which carries a tightening handle; the
centre pin will turn loosely in the drum and wheel G; outside G¹ there
is a ratchet wheel I; I' is the catch fitted to a stud pin secured to large
wheel G. On the end of the axle G there is a catch plate I³ outside the
door. To prevent 12 from revolving there is a collar I3, with a catch at
one end and a weight at the other; between F and F there is an
opening covered with glass, through which the name of the station on the
endless band can be seen. By turning the handle H in the direction
shewn by the arrow the spring is wound tightly round the axle till it will
exert sufficient force when released to turn all the pullies and band a
certain distance regulated by the catch I, and shew the stations as they
are passed in rotation. At each station there is a stud, pully, or incline
J', the upper surface of which is a little higher than the lower part of the
lever end 13, so that when the latter passes Jithe lever moves and releases
the catch; the spring will now move the band and enable the station
name to apper opposite the glass covered aperture. In Fig. 1, K shews
another form of indicator which I propose to employ for shewing the
names of the stations in succession, and consists of a rotating disc. This
disc, which may be fitted in the door or other suitable part of the
carriage, has a spring drum similar to that last described. The periphery.
of this disc is divided into natches, the number of which is equal to the

page_text: stations the train will pass, and along the edge of each notch the name of
a station is printed or marked, the whole being enclosed in a case with an
opening therein at B¹ to shew one name at a time. Fitted to clutch this
disc there is a double-ended catch L, which turus upon a stud pin; one
end of L is jointed to a vertical pin L', which extends to the bottom of the
door and is heavy enough to pull the jointed end of the double catch L
down and cause the other end to press up against the disc, otherwise it
may be assisted by a spring L². Under L there is another pin L3,
jointed at its lower end to a long lever mounted upon a pin fixed to the
carriage framing; its longer end M' acts as a weight and extends diagonally
towards the back of the entrance side of the carriage. At each station
there is a stud, pully, or incline as before described, by which M is
lifted on leaving a station, when L' will pull down the jointed end of catch
L, and cause its other end to clutch the next notch on the periphery of
the disc indicator, while immediately after passing such station stud the
weighted end M will fall and lift its other end to place the jointed end of L
in position for clutching the next notch and move the next station name
opposite the opening K'. All the doors are fitted with similar indicators,
those on one side shewing the up and those on the other the down
stations. In order that the guards or others in charge of the train may
be able to change the position of the names of the indicators, I attach
to M of the lever or connection which passes over N, N, at the bottoms
of the carriages, or at O, O, near the top, and under either guides at the
ends of the lever M¹; these connections are fitted between all the levers
and carried to some convenient part of the train, where, when such con-
nections are pulled tight, all the levers are lifted and the catches moved
from the discs and back again by slackening such connections; the
bolts L³ at the same time are shot up into or outside of the doors
to secure them, and to unfasten them by lifting the said levers, so that by
so mounting them that they are lifted by studs or inclines as the train
enters a station, they may be all unfastened and refastened by the
gravitating power of the levers as the train leaves the station. In Figs. 1
and 3 are the top rollers fixed one at each side of each compartment
partition for hanging the broad endless sheet of station names; P1, P2, are
lever rollers for guiding the sheet and causing it to move close to the
partition; under the seat similar rollers are fitted, turned by the axle P4,
which extend beyond both sides of the carriage, where they are geared t
the shafts or self-acting mechanism; P³ are friction rollers which press
against the rollers P³, so as to insure the name sheet moving when the

page_text: rollers are turned. In Fig. 2, F are radial arms fixed two at each end and
inside the shell carriage, extending in bredth from G to G¹, and carrying
it so that G' will be placed close to G2, and form a passage near G longi-
tudinally through the carriage. At the ends of the shell carriage there are
two openings, one of which H is shewn with a railed gate, being closed by
the inner narrow body, and the other shewn between G¹ and G³ completely
open. These gates are hinged to turn inside the carriage and parallel
with the six-foot side of the train, and there to form a barrier and prevent
persons from leaving the train on that side. When arranging a starting
train of carriages I prefer to make the internal communication or passage
on the departure platform side so that the passengers may enter at that side
between the carriages; I, I, are the double outlet funnels to the lamps A;
these outlets open backwards and forwards and have a spindle through
their centres and carry a cover at each end. The distance between the
covers is a little longer than the extreme length between the two outlets,
so that when the carriage runs the forward cover will move towards and
close the fore outlet, and the other cover move from and open the after
outlet and allow the smoke, heat, &c. to escape therefrom; J is a spring
bell-ringing instrument at the end of the carriage; J₁ is its stopping part
clutched by a lever J2, the lower end of which is connected with another
lever K near one of the gas supply shafts, while its upper end is similarly
connected to a third lever near the other gas supply shaft, and when
either of these shafts are turned the tappets L will then approach the
levers, so that J2 will embrace J¹, and the spring set the instrument ready
for ringing the bell M; the lever catch J is pressed against J¹ by the
spring M. In Fig. 3, A and A' are the two divided parts of the open
frame or grate sliding gangway; B is a spring for drawing them into
their normal position when not in use; B' are the tightening screws; C is
a horizontal side shaft fitted below the gangway at the side of the carriage
in hearings secured to the under frame, upon each end of which shaft there
is a small wheel I), which works into a rack secured to and under the ends
of the gangway, for moving it outwards and inwards when no spring is
fitted. The other shaft is shewn hollow, and in lieu of wheels on the ends
has block pullies D', with flat steel bands D2 round them, the free ends of
which bands are secured to the gangway to move it; these wheels and
block pullies are provided with ratchet brace levers E and pannels E¹ to *urn
the gangway and handrail from the carriage; F are other catches, which
turn upon studs secured to the under framing for holding the gangway
wholly or partially out from the carriage by clutching the ratchet wheels

page_text: while the other catch E¹ is carried and actuated so as to turn the shafts C;
these shafts are fitted with loose rollers to carry the sliding platform, and
may be fitted with the spherical tap journals and bearings for gas conducting
purposes. In Figs. 2 and 3 N, N, are gasholders extending the length of
the carriage, fixed under the framing, of a depth and width to fill up the
vacant space. These gasholders are made of flexible material partly
enclosed in wooden frames or boxes, and are fitted with weights or spring
covers for forcing out the gas. In Fig. 2, N2 are similar gasholders over
and under the axles between the wheels and near the carriage ends. On
the outside of N in Fig. 3 there are steps opposite each entrance; the taps
N¹ of such gassholders may be made to supercede these steps In Fig. 4,
I shew the long endless band station name indicator; G¹ are the large
wheels; H its drum and spring motor; T, a ratchet wheel clutched
by a catch on G¹; 12, the catch plate clutched by a screw catch
Fig. 3 shewn in Fig. I, to be lifted by, the moveable studs fitted at
the station platforms. In Fig. 4, P represents a dividing partition
between two compartments; P4 are two of the long roller shafts of the
broad endless sheet names; Q are the wheels connecting the shafts and
rollers in the different compartments, so that one cross shaft R will move
both sheets together; S and S¹ are upright stansions carrying the hand-
rails, S being fixed opposite the opening side of the carriage doors secures
the door until the gangway and its handrail is moved a certain distance
outwards. About the centre of each door there is a bolt or staple S², with
a moveable connecter S³, coupled to another eye on the stansion S¹, which
on moving the gangway will cause such connections to open the doors on
that side, while the spring hinges will close them. In Fig. 5, A, A, A, are
the framed station name indicators, in which all the feather-edge name
plates B are fitted to turn; the number of these plates is equal to that of
the stations on the line; each plate has a pivot at each end to turn in A;
D), D, are two rollers with two sheets rolled upon each, containing the
names of all the stations in rotation for the up and the other for the down
trains and platforms. In Fig. 7 are wire stretchers with holes at each end,
in which oblong split rings B are placed, and attached to the stretchers
parallel therewith and at equal distances apart; B are other rings for
suspending the whole, and B2 for suspending them the other side upwards;
A1, A2, A3, &c., are endless name indicators nearly equal in length to that
of the stretchers, and when donbled equal in width to the distance between
A¹ and A2, and divides as at C, D, on the lower division D, or lower half of
the arm; half the names are marked, the name of the first stopping station

page_text: being at the top, and so on downwards in one colour; the other half part
then hangs down before C, the upper division or half part of the next
name plate, which is hung on the stretcher A¹; the upper half part of this
second plate is hidden, and also contains the name of the first station in
another colour in like manner; the lower half of the second sheet or plate
has the name of the second station, the third sheet or plate the third name,
&c., all in one colour on the upper half parts and in another colour on the
lower half parts, so that the stations at which the train will stop are all
shewn in one colour and those which the train will pass in another colour.
In Figs. 9 and 10, A is the shaft and B a collar turning close to the four
large balls C. In Fig. 11, B is the main gas supply tube or side shaft; C,
the side branch for forming a junction (when hollow) by flexible connections
for the lamps; D is a spherical journal or globe fitting and revolving in a
leather packing E; F is the outer shell of this journal or tap; G is the
moveable cup portion of the bearing screwed down by the set screws H, H.
Without restricting myself to the precise details of the mechanism
shewn upon the drawing, I claim as my Invention the form and mode of
coupling the shafts and gas supply pipes; the mode of signalling from the
back to the front of the train, and from the front to the back of the train,
and to other trains; the mode of lighting the inside and outside of the
carriages by the same lamp, and the mode of increasing and reducing such
lights; the modes of forming an internal and external communication be-
tween all parts of the trains while in motion, and the plan for moving the
external gangway to different positions and causing them to regulate the
lights; the plan of making the pipes into any number of ball cocks for
turning a number of the taps simultaneously; the form and mode of packing
the spherical taps; the mode of opening, closing, and securing the carriage
doors; the spring bell-ringing instrument; the station name indicators for
carriages and stations, as herein described in whole or in part, together with
such modifications of parts as varying circumstances in practice may
require.
In witness whereof, I, the said Richard Howarth, have hereunto set
my hand and seal, this Twenty-ninth day of May, in the year of
our Lord One thousand eight hundred and sixty-six.