Year: 1887

page_text: Date of Application, 20th Sept., 1887
Specification Accepted, 29th Nov., 1887
I, JOHN HAHN, residing at 1531, Singleton Street, in the city of St. Louis,
county of St. Louis and State of Missouri, one of the United States of America,
Machinist, do hereby declare the nature of this invention and in what manner the
same is to be performed to be particularly described and ascertained in and by the
following statement :-
Fig. 1, is a side elevation showing a locomotive having one of the actuated racks
applied to it.
Fig. 2, is a perspective sectional view in detail, showing the manner of connecting,
by a shackle one of the racks to a transverse sill beam of a locomotive or tender.
Figs. 3, 4, and, 5, are details of one of the spurred wheels used in the roadway
and adapted to engage with the said actuating racks.
Figs. 6, 7, and, 8, are views showing the manner of mounting the said racks,
together with the means for operating them, applied to the bed of a tender.
Fig. 9, is a sectional detail showing the manner of connecting the free end of one
of the said racks to a transverse supporting bar.
Fig. 10, is an elevation partly in section of the railroad gate and part of its
actuating mechanism, and also part of the actuating mechanism for the signals,
showing the gate erected.
Fig. 11, is a similar view of the parts shown in fig. 10, indicating the gate
collapsed below the level of the roadway. Fig. 12, is a top view of figs. 10, and, 11.

page_text: g. 15, is a vertical cross section through fig. 10, taken in the plane indicated by
dotted lines, a, a, thereon.
Fig. 14, is an enlarged cross section of the automatic catch which holds the gate
in the collapsed condition shown in fig. 11.
Fig. 15, is an elevation of the improved signal set for safety.
Figs. 16, 17, and, 18, are sectional views of the signal and actuating mechanism.
Figs. 19, 20, and, 21, are views of the sounding or alarm mechanism shown in
diametrical section in fig. 16.
Fig. 22, is an enlarged sectional view in detail showing the manner of suspending
two rack bars so as to allow vertical and lateral contraction.
Fig. 23, is a plan view in detail showing how the gate latches are actuated by the
sliding rack in the gate pit.
Fig. 24, is a detail of the spring catch, m, and its co-operating parts.
Fig. 25, is a plan view of a portion of a track showing the housings, H, H, and
the ropes for connecting the mechanism therein with the gate.
Fig. 26, is a sectional view taken through one of the housings.
Fig. 27, is a plan view of the improved switch.
Figs. 28, and, 29, are sectional views of the winding up and unwinding mechanism.
Fig. 30, is a perspective view of the end of a main track rail in section showing an
end view of one of the switch rails and its angular lever.
Fig. 31, is a vertical cross section through dotied line 25, of the fig. 30, showing
one end of the switch rail in full lines hugging the main track rail, and also showing
the switch rail in dotted lines, adjusted away from the main track rail.
Fig. 32, is a sectional detail of the take up device illustrated in a plan view,
figure, 27.
Fig. 33, shows a modification of the switch actuating device.
Fig. 34, is a side view of a freight car showing my improved brake shoe combined
with an adjustable rack.
Fig. 35, is a detail showing the brake shoe released from the axle.
Fig. 36, shows in detail the brake applied.
Fig. 37, is a perspective view of the hollow brake shoe indicated by broken parts,
the automatic oiler, and the device for carrying off the debris of the oil.
Fig. 38, is a top view of a car or railroad carriage showing the central brake
actuating device thereon.
Figs. 39, and 40, are details of the rack, its casing and transmitting gear.
Fig. 41, is a sectional view of a coupling for the line rope or chain.
Fig. 42, is an end view of the coupling showing the beveled split, grasping portions
of the locking device.
Fig. 43, shows in section a spring barrel take up for the line ropes or cables.
Fig. 44, is a detail of the front part of a carriage showing in vertical cross section
the rack which actuates the brakes.
The invention relates to certain novel improvements in railway gates, which are
adapted to be collapsed into a casing roadway by a moving train and under the
control of the Engineer on his locomotive or on a tender.
The invention further relates to certain novel improvements in devices for adjusting
and controlling the devices on the locomotive which are designed to operate the said
gate. The invention further relates to improvements in devices for operating railway
switches, which devices are also to be operated by means of devices carried by a
moving train and under the control of the Engineer.
The invention further relates to the construction of danger signals and means for
operating the same which are also under the control of the Engineer upon a moving
train.
The invention further relates to certain means for automatically applying the
brakes and simultaneously lubricating the axle.
The invention further relates to devices for effecting a coupling of the line rope
and to take up the slack thereof, and the invention finally relates to the peculiar
construction and combination of the various devices above mentioned whereby the

page_text: whole are adapted for joint operation and are under the control of the Engineer
as will be hereinafter fully explained.
In figure, 1, I have represented one of my improved actuating racks, A, applied to
the front part of a locomotive, for engaging a pinion in the roadway to operate the
gate, but I do not confine myself to this application, for the racks may be applied to
the bed of a tender, or to a freight car, or truck or coach. Each rack is arranged
longitudinally with its teeth down and its front ends curved upward, as shown in
figs. 1, &, 6. The rear end of each rack, A, is connected to a cross beam, B, which
may constitute part of the frame or bed of a locomotive a tender, or other carriage.
This connection consists of a clip, B1, rigidly secured to the said beam, having an
eye, a, formed as shown in fig. 2, with its end keyed to itself and linked to an eye, a',
formed on the upturned rear end of the rack, A.
A coupling of this kind is substantial, and it will allow the rack to be adjusted up
and down and laterally so as to compensate for wear and lost motion, the free or forward
ends of the racks when two are used as shown in figs. 7, and, 8, are supported upon a
horizontal cross bar, C, guided by hangers, b, and connected to the bar by means of
collared studs, b¹, the necks of which pass freely through slots made through the
racks, and said bar, C, as shown in fig. 9.
The racks, A, are also sustained and guided by means of curved rods, c, c, secured
at their ends to the car bed, upon which grooved wheels, c', are free to travel, from
which wheels the racks are suspended, as shown in figure, 8.
These rollers have any suitable upper bearing to prevent their being lifted from
their tracks.
Springs, e, are also employed in connection with the racks for keeping them down,
and springs, ³, are used for retracting the racks laterally so that normally they will
assume the parallel position shown in figure, 7. This construction is especially
designed for locomotive tenders. These racks, A, are vertically adjustable and are
raised out of action from certain spurred wheels between the rails on the road bed
and also caused to engage therewith, by means of a vertical screw threaded shaft, d',
provided with a hand wheel, and tapped through a nut which may be secured to the
tender bed, D, and connected by a swivel to the transverse supporting bar, C, at
the middle of its length as shown in fig. 8. I also employ two vertical shafts, d, d,
provided with hand wheels and connected by chains, d², d², to the collared studs, 61, 61.
By turning these shafts a person can wind the chains upon them and move the
racks laterally so as to bring them into alignment with the spur wheels, on the road
bed between the rails, when the said shafts are turned so as to unwind the chains, d³, d²,
the springs, c³, will retract the racks.
By reference to fig. 1, it will be seen that 1 omit the hand wheel of the long band
shaft, d, and employ a short shaft d, which is connected by an endless chain, ³, to a
vertical winding shaft, Q, located on the cab platform and in a convenient position
to the Engineer.
The front end of the rack, A, is raised and lowered by turning the hand shaft, Q,
on the platform of the cab to the right or left; the short screw shaft, d*, being
connected to the bar, C, similarly to the hand shaft, d, shown in figure, 8.
E, E, designate the main track rails; E', E', siding rails, and, E', E2, the switch
rails which latter are tied together and their tapered free ends are allowed to receive
lateral movement toward and from the main track rails.
The free or tapered ends of the said switch rails are shaped to lie snugly against
the inner sides of the main track rails when adjusted thereto, as indicated in figs. 27,
and 30. In figure, 27, the switch rails are represented as adjusted for a clear main
track.
F, designates a lever which is pivoted on an arm, %, and which has pivoted to it,
one end of the rod, e, the opposite end of which rod is pivoted to a short laterally
arranged lever, e', that is pivoted to the base of the rail, E, and also pivoted to the
tapered free end of one of the switch rails, E, at e². Thus it will be seen that by
vibrating the short lever, F, the said switch rails will also be vibrated and adjusted,
toward or from the main track rails as may be desired by the Engineer.

page_text: The end wise movement imparted to the rod, e, as described will impart sufficient
vibration to the free tapered ends of the switch rails, E, to effect a proper operation
thereto. It is obvious that the switch rails only require to be moved laterally a very
short distance, which movement is effected as above described. The short lever, F,
has a chain, connected to one of its arms, which chain passes through a case,"
enclosing suitable guides and is continued along the track a suitable distance and is
wound upon a flanged drum, g, keyed on a shaft, gl, bearing a spur wheel, g². This
spur wheel receives rotation from a spur wheel, 93, keyed on horizontal shaft, G³,
acting through an intermediate gear, g. This shaft, G, has its bearing in the
case, g, and a similar case, g, and also in a stool, g, and on this shaft are suitably
keyed two spur wheels g', which have their ends beveled as shown for the purpose
of insuring an easy and positive engagement of a rack, A, adjustably applied on
a car bed.
The case, g, encloses a winding drum and gearing like those in case, g, and the
drum, g, in case, g³, is connected by a chain, 2, to a sliding guide, go which impinges
against the inner side of a main track rail, and is connected by a rod, g" to a
follower, 3, in a case, g, rigidly fixed to the road bed and acted on by a tension
spring, g, as clearly shown in fig. 32, which device I denominate the take up for the
reason that after the shifting of the spring, g, being already compressed, will act
through the medium of the device above described, to turn the drums and take up
the slack in the connection, thus leaving the automatic switch mechanism in a
suitable position to be operated by a passing train.
The switch may be adjusted for a siding in any suitable manner. An ordinary
hand switch actuating device, L³, L, L, shown in fig. 27, may be adapted for
shifting the switch.
When toothed or rack bars, A, above referred to, are dispensed with I employ
adjustable bars on the locomotive or its tender which have no teeth, in which
case I employ the devices represented in fig. 33, which consists, of two levers, Q. Q,
jointed at, Z, and slotted lengthwise at, q, q; 5*, s, indicate longitudinal springs
which are connected with the levers, Q, as shown. The headed ends of the studs
passing through the slots of the levers will allow them to move lengthwise when
depressed by a passing train. It will thus be observed that as these levers are
depressed, the racks, I, will also be depressed and by the engagement of the latter
with the pinion, g", partly turn the same.
By these means the switch and its adjuncts are actuated by a direct frictional
contact of the said bar on a locomotive which when it is caused to impinge on either
one of the levers Q, will depress the joint, Z, and cause the rack, R, to rotate the
wheel, g, which is suitably connected to the winding up and unwinding devices
above described.
The springs,,, raise the said levers when they are relieved from pressure. The
levers, Q, should be at their angle, Z, only about four inches above the tread of said
rail. The side spurred wheels are especially designed for yard switching at slow
speed. The engineer need not stop his train or leave it for changing a switch, as the
devices are arranged in opposite directions in the road bed, or on the side thereof,
and do not interfere with each other as the laterally sliding rail is long enough to
connect at both ends with said devices and the tension springs will compensate for
retraction in either direction.
H, H, designate two cases or housings which afford bearings for a horizontal
transverse shaft, H¹, carrying at the middle of its length a spur wheel, H2, preferably
beveled as shown. The cases, H, H, enclose winding drums and trains of wheels and
on the drums are wound chains, H3, H³, which are carried along the track outside of
the rails and connected to the upturned ends of a horizontal rack, 1, of each gate
which rack is allowed to receive endwise movements in a pit, located outside of the
rails and across the road. This pit is narrow and of any desired length. It is formed
with a casing, 1, and of such depth as to receive a folding gate. Between the ends
of the sliding rack, I, and the ends of the casing are horizontal springs, 12, the object
of which is to hold the rack in the position indicated in fig. 10. "The rack teeth

page_text: engage with a spur wheel, 13, the short shaft of which is journaled in the sides of the
pit casing, and has one end of a chain, ³, secured to a drum, ho, keyed on it as shown
in fig. 13, the other end of which chain secured to the top horizontal rail, h², of a
gate, J. This gate rail is rigidly secured to the upper tubular sections of the
telescopic posts or pillars, J, J, the lowest or largest sections of which are mounted
on a substantial foundation and rigidly connected by means of a sill beam, ³, or its
equivalent. The posts, J¹, J', are composed of many tubular sections applied to slide
one within the other and the gate is rendered substantial, by means of diagonal
braces, pivoted at their outer ends so that the rail, h³, can approach the sill beam
and lie in the pit case level with the rear face of thefroadway as shown in figure, 11.
The coiled springs, J³, J³, inside of the telescopic posts shown in fig. 10, are for the
purpose of turning up or elevating the gate to the position shown in the figure last
referred to. In combination with the folding gate, and the elevating springs J³:
I employ near each end of the gate and below the level of the roadway, enclosed in
the case, I, a box, N³, which is connected to the shelf, N₁, by a pivotal rivet, ³.
Inside of each box, N³, is a bevel nose spring bolt, i, adapted to engage with a bevel
nose catch, i, when the gate is fully depressed by the means above described. The
two bolts,, are pivotally connected by a rod, Rx, so that when one is moved the
other is also moved. Depending from and secured to one side of each box, N³, is a
stud,, which passes freely through a slot made through the shelf, N, and which is
intended to be in alignment with the angular extensions, n², of the endwise sliding
rack bar I. Now it will be seen that when the bar, I, is moved by the depression of
a rack bar, A, in the direction toward the approaching train until one of its angular
extensions, n², strikes a stud, q", the two bolts and their boxes will be simultaneously
switched away from their respective catches, i, i, thus allowing the spring in the
telescopic pillars to raise the gates.
As the train leaves the gates, the Engineer will again depress a rack bar, A, and
cause the rack opposite angular extension, n², to strike the opposite studs, q" and
align the rack bar extension, n², again and simultaneously by the winding up of the
connection,, upon the drum ho, the gate will be collapsed and will be locked in this
position by the engagement of the catches, i, i.
Thus it will be seen that the Engineer can cause the gates at a road crossing to be
raised during the passage of a train, and can depress the gate again after crossing
the road.
It will be seen that a person on a moving locomotive tender or car can by simply
adjusting a rack, A, into alignment with the spur wheel, H2, depress the gate into pit
case below the surface of the roadway.
By reference to fig. 10, it will be seen that I provide the lowesi vertically movable
section of one of the telescopic posts, J¹, with a vertical rack, j, with which meshes a
pinion keyed on a shaft,, suitably journaled, and having a pitched tooth half
clutch, ja, keyed on it as shown in fig. 15, and engaging with a similar half clutch js,
keyed on a shaft, j³, which has its bearing in a base portion of a hollow post, K. It
will be seen that when the Engineer raises the gate above described, the rack, j, acting
through the medium of the spur wheel, j, shaft, and clutch will turn the shaft,
in one direction and with it a flanged drum, j6, that is keyed on it.
Around the flanged drum, jo, is wound a chain, k, provided with a tripping
weight, k, and carried nearly to the top of the post, K, passed over a grooved
pulley, k, which is keyed on a short shaft journaled in bearings fixed in the inside of
the post, K. The chain, k, is then carried up and passed over grooved pulley, 3, and
depending from its end is the weight, k¹.
On the shaft, of the pulley, k, is keyed a rag wheel, k³, around which is passed an
endless chain, k, which is carried up through the top of the post, K, and passed
around a rag wheel, , keyed on a horizontal shaft, t, which is journaled in the
centre of a hollow body, L, rigidly secured to the post, K, by means of a bracket
arm, K.
The other half or danger signal, L', of the body, L, is hinged to the upper edge
thereof, the hinge being provided with a coiled spring, t¹, the office of which is to

page_text: throw up the hemisphere, L', to the position shown in figs. 16, and, 17, indicating
danger, that is to say that a train of cars is approaching the crossing. The edge of
the hinged hemisphere, L', is provided with a spring catch, m, having a curved
engaging end, which when the hemisphere, L', is disclosed against its fellow, as shown
in figure, 15, by drawing down on the chain, m' indicated in fig. 16, will engage with
a pin, m² shown in figure, 24, and hold the said hemisphere closed when the drum, j,
is rotated so as to wind up the chain, k, and allow the tripping weight, K¹, to strike
the end of the catch, m. The catch will be released from its pin: m², and the
hemisphere L', will be thrown up by its spring, . The chain, m¹, shown in fig. 16, is
carried down outside of the post, K, and may be fastened to it in a convenient position
to be reached by an attendant.
N, indicates a channeled disk secured rigidly in the hemisphere, L, and receiving
centrally and freely through it the shaft, t. This disk has in its face a circular
channel, n³, and diametrically inclined channel, n. In close relation to the channeled
face of this disk, N, and keyed on the shaft, t, is another disk, N¹, provided on its
face with buckets or blades o the object of which is successively to lift balls, p, when
shaft, t, is rotated and allow them to fall through the channel, n', and strike the
hemisphere, 1, which is so constructed and mounted that it serves as a gong for
giving a ringing sound when so struck thus affording an audible indicator.
At a suitable elevation I screw to the post, K, a bracket, P, on which is a lamp or
lantern, P¹, provided with a vertically movable hood or shade, P2, which is opaque.
This shade is suspended by a chain, 7, which is passed freely through an eye attached
to the hemisphere, L', and carried down and attached to the post, K, at any suitable
point, so that when the signal L', is caused to assume the position indicated in
figs. 16, and, 17, the shade, p³, will be lifted and exposed to view the light of
the lamp thus giving signals at night in addition to the day visible and audible
signals.
D', designates a case, or housing which is suitably secured to the roof of the car,
or carriage, in which are guides for a rack, E, which is connected by ropes or
chains, H, that extend through the train of carriages, and are coupled together as I
will hereinafter explain.
By reference to fig. 39, it will be seen that inside of the case, D¹, I have a series
of spur wheels, a', a', adapted to engage with and to guide straightly a rack, E. The
spur wheel, a, is keyed on a vertical shaft, F, which may have a hand wheel, 6*, on
its upper end as shown in fig. 34, by which a person on the roof of a carriage
may turn this shaft. The lower part of shaft, F, is screw threaded and is
tapped through the bar, C, for the purpose of giving vertical movement thereto
and thereby adjusting one end of the rack, A, up and down for proper engagement
with a spur wheel on the roadway which actuates the switch as fully explained.
G, G, designate cases in each one of which is a convolute spring, c, secured to the
case or barrel at one end and to the shaft, C, at the other end. The object of the
spring is to wind up the line rope, H, and hold it under proper tension. This
compensating device accommodates itself to the lateral slacking and endwise motion
of a train of cars, and is provided with a spring actuated pressure slide, d*, which
bears on the rope or chain, H, and by frictional contact therewith serves as an
auxiliary in maintaining the tension of this rope. This device is represented
enlarged by fig. 43, and attached to the rope, H, and bolt, J. By reference to
fig. 41, it will be seen that I employ in combination with the rope, H, a coupling
therefor this coupling consists of a case or tube, J", having an eye on one end
which is pivoted to the rack bar Ex, and transversely slotted at, ex, et.
At, Z, gripping arms are pivoted to ears on the outer side of the tube or sheath,
J", and so connected to the contracted ends of grasping handles, Z, Z', which are
beveled at, e³, that by compressing these handles the hooking arms will be thrown out-
wardly. The sheath or tube, J" is adapted to receive a bolt, J, having a pointed
end and an annular groove,, posterior thereto as shown in dotted lines in fig. 41.
By this device a coupling or uncoupling of the line rope can be effected quickly and
the coupling when made is secure. The rack bar (or bars, A) is dovetailed transversely

page_text: and thus adapted to receive corresponding tenons, g³, which are formed on the
bottoms of chambered brake shoes or blocks, S". Each brake shoe, S", is scored out,
at, s, to fit snugly against the axle, R, of the truck wheel, T, or a friction collar may
be formed integral with or shrunk on the axle, R, to afford a breaking surface for the
shoe or block, ". This shoe is prevented from lateral displacement on its rack. A, by
means of a spring actuated bolt, *, having a finger piece, 1, extended through a
slot made through one end of the shoe, as shown in fig. 37. On the opposite sides of
the score, s, of this shoe are chambers, s', which may communicate with each other
below the wall of the scored portion, and which are provided with beveled sliding
covers,,, having spring catches, t", ".
For the purpose of automatically lubricating the axles or collars thorcon when the
shoe is caused to impinge against it, I combine with the shoe, S", an oil supply valve, v,
which consists of a stem having a button head and guided by ears fixed to the
block, S, in a feed channel, W, communicating with the oil receptacle, w. The button
head of this valve, u, protrudes into the scored space, s", so that when the rack, A, is
raised in the act of applying the brakes, the said head will impinge against the axle
(or a collar thereon) and be forced inward, thus allowing the oil in chamber, s¹, to
flow upon the axle.
When the brake shoe is depressed the spring, s², will retract the valve, v, and cut
off the oil supply. My object in supplying the oil as above described is mainly to
prevent undue heating and grinding of the brake shoe and axle.
In view of a hand wheel shown in fig. 34, on the shaft which is used for
raising and depressing the rack, A, I contemplate mounting the casing, D', upon
supports, D, rigidly secured to the carriage as shown in fig. 44, and using a
guide D, and a collar fixed to its upper end provided with a pivoted or folding
handle,, for the purpose above described.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what
I claim is
1. The combination with a car bed of a vertically movable rack, means for
moving this rack, one or more spur wheels keyed on a shaft located in the road
bed, and bearing a winding drum, a chain connecting this drum with a lever, and
a lever rod pivoted to a rail of the main track and also to a switch rail substantially
as described.
2. The combination with a switch rail, of a spur wheel keyed on a shaft bearing,
winding drums located in the road bed, and adjustable devices on a car bed for
actuating said devices, a chain connecting one of the said drums to a retracting
spring, a connecting rod and a chain connecting the other drum with a switch,
substantially as described.
3. The combination with the switch rails of a railway track of a vertically
movable bar, A, adjustably applied to a car bed, a spur wheel keyed on a shaft, G³,
on the road bed adapted to be actuated by said bar, A, when adjusted by the
Engineer, a winding drum connected to a lever, F, a lever pivoted to the main
track rail and also to a switch rail, a rod e, connecting said levers and retracting
spring, g, acting through the medium of chains and winding drums, substantially
as described.
4. The combination of vertically and laterally movable rack bars with their
link connections, to a carriage bed, the supporting cross bar for said racks, the
windlass shafts and a screw threaded elevating shaft, substantially as described.
5. The combination with a carriage of a vertically movable rack, linked to the
frame of said carriage, and provided with a raising device and a depressing spring,
substantially as described.
6. The combination with the racks, A, linked to the carriage frame, so that they
can receive vertical and lateral adjustment devices, depressing springs, and spreading
springs, substantially as described.
7. The combination with the carriage frame, of the laterally and. vertically

page_text: adjustable racks for the purpose described, the adjusting devices therefor, and the
suspension rods, and rolling supports substantially as and for the purpose described.
8. A shaft, H¹, on the road bed provided with a toothed wheel and winding drums,
vertically movable gates crossing the roadway, and chains, H³, connecting the said
winding drums with the mechanism for actuating the gates, and said shaft being
operated by a vertically movable rack adjustably applied to a railway carriage, and
under the control of the Engineer substantially as described.
9. The combination with the gate actuating devices in the road bed adapted to be
operated by the locomotive, of a gate having spring actuated telescopic posts braced
and adapted to fold in a pit casing, the spring actuated sliding rack connected to the
devices in the road bed, and provided with angular offsets and latching and unlatching
devices, substantially as described.
10. The combination of a gate having spring actuated telescopic posts, and
braced and adapted to fold into a pit below the level of the roadway with the spring
actuated sliding rack, connected to winding up and unwinding devices, on the
roadway and an automatic latching and unlatching device for said gate, substantially
as described.
11. The combination with a gate provided with spring actuated telescopic posts, of
latches, connected spring actuated bolts, provided with pivoted boxes, the depending
lugs, angular offsets on a sliding rack, a pinion engaging therewith a winding drum
on the pinion shaft, and a chain connecting the winding drum with the gate,
substantially as described.
12. The combination with a telescopic gate post, enclosing an elevating spring of
a rack applied to one of the vertically movable sections of the post, a chain, and
winding drum on a shaft journaled in a signal bearing post, a pinion engaging
with said rack, an intermediate clutch device, an alarm signal device fixed to said
post, a visible signal hinged to the alarm signal, a spring for throwing up the
signal or hemisphere a spring catch for fastening it shut, and a releasing device for
.this catch.
13. A railway gate having telescopic posts in combination with elevating
springs therefor, a locking device, and means for collapsing the said posts, substantially
as described.
14. The combination with a railway gate having telescopic posts, of a signalling
device, and means for connecting the latter with one of the movable sections of said
post, substantially as described.
15. The combination of the hinged hemispherical spring actuated signal with
the vertically movable shade, of a night signal and the flexible connection,
substantially as described.
16. The combination with a railway carriage of a vertically movable bar bearing a
brake shoe, of the rack, A, the threaded shaft, its pinion and the line rope connected to
said rack, substantially as described.
17. The combination with the shaft for raising and lowering the bar bearing the
brake, of the spur wheel keyed on this shaft, the end wise movable rack engaging said
wheel and guided in a case secured to the top of the car, the case, J, attached to said
rack and slotted as shown, a pointed bolt, J, annularly grooved, and the rope, H*, all
constructed and adapted to be operated with the spring actuated gripping device,
substantially as described.
18. The combination with the line rope, H³, on the top of the car, and the brake
shaft, F, bearing a spurred pinion, of the rack engaging therewith, a coupling device,
as described and the spring actuated tension device connected to the coupling pin or
bolt, J, and also to the line rope, substantially as described.
19. Á brake shoe chambered as described, in combination with a brake-bar,
fastening devices for the shoe and an automatic oil supply valve, substantially
as described.
20. A brake shoe chambered and provided with an oil supply valve as described,
in combination with a bar which is allowed to vibrate vertically and which is adjustable
by means substantially as described.

page_text: 21. The combination of a vertically vibrating bar pivoted to the bed of a railway
carriage, a brake shoe chambered and provided with an automatic supply valve and
devices for raising said bar as described.
22. The chambered brake shoe scored as described and provided with an
5 oil supply channel, in combination with a spring actuated valve in this channel
adapted to be opened by contact with the axle or a collar thereon, substantially
as described.