AN IMPROVED APPARATUS FOR INDICATING AND REGISTERING THE VELOCITY OF AND MEASURING THE DISTANCES TRAVELLED BY RAILWAY TRAINS
Year: 1877

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for the Invention of
"AN IMPROVED APPARATUS FOR INDICATING AND REGISTERING THE VELOCITY
OF AND MEASURING THE DISTANCES TRAVELLED BY RAILWAY TRAINS." A com-
munication from abroad by Georg Göbel, of Darmstadt, Germany.
Sealed the 20th October 1877, and dated the 25th April 1877.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at the
Office of the Commissioners of Patents on the 25th April 1877.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "AN IMPROVED APPARATUS FOR INDICATING AND
REGISTERING THE VELOCITY OF AND MEASURING THE DISTANCES TRAVELLED BY
RAILWAY TRAINS." A communication from abroad by Georg Göbel, of Darmstadt,
Germany.
My Invention relates to an apparatus for indicating to the engine driver at every
moment the velocity of the train for graphically showing the velocity at every
moment in relation to the place where the train is at that moment, for giving the
engine driver at night or in foggy weather the time and the place where he is at
every moment, and thereby indicating to him whether he must accelerate or
diminish the velocity of the train.
The said apparatus is placed under the cover of the supporting board of the loco-
motive, and consists of the following principal parts: -
1. An accurate and strong clock with a clear dial plate.
2. An indicator of velocity for giving the engine driver at every moment the
speed of his train from 0 (stop) to the maximum speed per hour.
3. A counter showing the distance passed over from the starting station.
4. A writing apparatus graphically indicating upon a slip of paper the degree of
velocity of the train in relation to the place and time.
5. A table showing the track to be run over by the train with indication of the
distance, preferably in kilometres, from station to station. This table is arranged
over the said apparatus and protected by a glass. The engine driver is able by this
table and the counter to determine his position.

page_text: This new apparatus registers the time, place, velocity, and distance made by
a train.
The said apparatus is fixed under the cover of the supporting board of a loco-
motive. It is actuated by means of a toothed wheel fastened by a pin upon axis of
the front rolling wheels. The driving wheels by the rapid revolutions during their
slipping on the rail are not quite fit to transmit directly their movement on the
apparatus although they are placed nearer to the latter. The toothed wheel on the
said axis gears with a double sized wheel, and this latter moves the apparatus by
. means of a crank pin, levers, and bars.
The table of stations and distances hangs over the apparatus to enable the
engineer to look at it at any moment.
The rotating movement of the rolling wheel axis actuates the apparatus, not
directly by the alternate movement of the levers and bars, but by the working of
an intermediary air pump. This pump is double-acting. On both sides are the
suction and the pressure valves. The air furnished by the pump enters through
suitable channels a bell of steel, floating in quicksilver, containing the cast-iron case.
As soon as the locomotive and air pump begin to move, air streams under the steel
bell and raises it. The compressed air leaves the bell through a valve, the outlet of
which is automatically regulated according to the position of the bell, the outlet
increasing by the rising of the bell, that is to say, by the rising of the pressure.
The regulating of the outlet valve is effected by a small pivot arm. This arm is
guided in a slanting groove in a bar during the rising and sinking of the bell.
The lowest position of the bell corresponds to the lowest velocity or 0, and its
highest position to the highest velocity. The steel bell is provided on both sides of
its cover with guiding pins and slots. These guiding pins are connected by means
of links with levers fastened upon a horizontal axis. On this axis also is fastened a
lever with a counter weight that resists the rising of the bell. By this lever and
weight means are provided for regulating the pressure under the steel bell. The
said steel bell in its different positions indicates therefore different velocities of the
train.
The horizontal axis transmits its oscillation by means of the conical gearing to the
dial plate of the speed indicator.
The tyres of the rolling wheels are subject to reduction by use or otherwise, and
consequently the development of the latter on the rails becomes smaller than before.
The scale on the dial plate will then no longer accord with the real velocity. This
error is however easily rectified by changing the outlet opening of the valve upon
the steel bell. By raising or lowering the bar with its slanting groove the regulation
is obtained.
Any velocity of the train can be, as above specified, indicated upon a slip of paper
by the following mechanism, namely:-A clock that winds off by means of a ribbed
roller and a slip of paper rolled upon a cylinder. This paper slip is provided with
lines in its length and breadth.
A lever fastened upon a vertical axis oscillates in a horizontal direction, being
moved by conical gearing. It has on its fore end a socket provided with a pencil;
a weight causes the pencil to rest continually and surely upon the paper. Upon
the cross lines are printed numbers indicating intervals of velocity.
Under the dial plate of the speed indicator is a square opening in the plate
through which the numbers of a counter are seen. These numbers show the
distance preferably in kilometres the train has passed over since starting. A five-
numbered counter is employed to make one turn at every ten revolutions of the
rolling wheels. It is moved by a lever.
The counter is used in practice by comparison of the above-mentioned graphical
table, showing the stations and distances the locomotive has to run. In this table
numbers are marked on two lines, indicating the trip to and fro, and in equal
intervals corresponding with the numbers presented by the counter. And the
names of these stations are printed on, and their positions in relation to their
distances are marked with red lines.

page_text: By comparison of the numbers which at any moment are indicated by the counter,
the engine driver is able even at night and in foggy weather to ascertain the spot
he has reached, and whether he must shut off the steam or apply the brake.
If by a change of the rolling wheels, for instance, by turning them off or pro-
viding them with new tyres their circumference is diminished or increased, the
numbers on the table must be changed for others calculated in relation to the new
circumference of the wheels. Such tables can be kept at hand, but without
numbers.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robert Lake in the Great Seal Patent Office on the 25th
October 1877.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "AN IMPROVED APPARATUS FOR INDICATING
AND REGISTERING THE VELOCITY OF AND MEASURING THE DISTANCES TRAVELLED BY
RAILWAY TRAINS." A communication from abroad by Georg Göbel, of Darmstadt,
Germany.
My Invention relates to the construction of an apparatus for indicating at every
moment the velocity of a train to the engine driver, for graphically showing at
any moment the state of velocity in relation to the place where the train is at that
particular moment, and for showing at night or in foggy weather during a run
to the engine driver the time and the place where he is at any moment, and
thereby indicating to him whether he must accelerate or diminish the velocity of his
train.
The said apparatus is fixed below the roof of the driver's platform, and consists
essentially of the following parts, namely,―
1. Accurate and strong watchwork, with a clear dial plate.
2. An indicator of velocity, showing at every moment the state of speed of his
train from 0 (stop) to 80 kilometers per hour as a maximum.
3. A counter, showing the number of kilometers made from the starting station.
4. Writing mechanism for graphically indicating upon a sheet of paper the degree
of velocity of the train in relation to the place and time.
5. A tablet for showing the run to be made by the train, with an indication of
the distances in kilometers or otherwise from station to station. This tablet is fixed
above the said apparatus, and protected by a glass pano. The engine driver is
enabled by the said tablet and the counter to determine the place where he is.
This new apparatus registers the time, place, velocity, and the distance run by a
train.
Having thus specified the object and nature of my Invention, I will now proceed
with its description, referring for this purpose to the Drawing, in which,
Figure 1 shews the arrangement of the said apparatus on the locomotive and the
gear by which motion is communicated to it.
Figures 2, 3, 4, are a front and side view and a plan of the registering and
counting apparatus taken from the outside.
Figures 5 and 6 are longitudinal and horizontal sections showing the interior
arrangement of the said counting and registering apparatus.
Figure 7 shows the above-described tablet of the stations and their distances for
a given line of railway.
Figure 8 is a diagram of the velocities and stoppages of a run or journey made
by a train.
The said apparatus is set in motion by means of a pinion fastened by a key on
the leading axle of the engine. The leading axle is preferred for this purpose by
reason of its uniform motion, whereas the driving axle is subject to sudden slipping
on the rails in consequence of sudden admission of steam to the cylinders, especially

page_text: if the rails are wet or damp. The pinion A on the fore axle gears with a toothed
wheel B of double its diameter fastened on an auxiliary axle, and from this latter,
by means of the crank and pin c, the connecting and swinging rods D, D¹, the bell-
crank lever F, rod G, and lever H, motion is imparted to the apparatus I.
The aforesaid tablet with the stations and distances is fastened above the
apparatus, to enable the engine driver to examine the same at any moment.
Figure 2 shows the said apparatus with its front side turned towards the engine
driver. On the left side is seen the dial plate of the watch on the right side
above the dial plate of the indicator, and below the latter the mile or kilometer counter.
Figures 5 and 6 show the apparatus in all its details. The moving mechanism
beginning with the pinion A on the fore axle, and ending with the lever H at the
side wall of the driver's protecting screen, puts the apparatus in motion, not directly,
but by the aid of an intermediate air pump K, K, Figures 4 and 5. This pump is
double acting. On both sides of it the suction and pressure valves a, a¹, are seen
in Figure 4. The air supplied by the pump enters through the channels b, b¹, into
the floating bell of steel c, suspended like a gas holder in mercury, and occupying
the annular space of the casing d, d. The latter is filled with mercury to about
three-quarters of its height. As soon as the locomotive, and with it the air pump,
begins to move, air is pressed below the bell and lifts it. The compressed air leaves
the bell through a valve, the outlet of which is automatically regulated according
to the height of the said bell, the outlet opening increasing by the rising of the same,
that is to say, by the rising of the pressure.
The regulating of the outlet valve is effected by a small arm f projecting hori-
zontally from a pivot e fastened on the cover of the bell c, and partaking of the up-
and-down motion of the latter.
The lowest position of the bell corresponds with velocity 0, the highest to velocity
80 (kilometers), that is to say, with the presumed maximum velocity. The turning
motion of the pivot e regulating the opening of the outlet valve is effected by a
curved slot formed for this purpose in the piece g, which serves as a guide for the
projecting arm f during the up-and-down motion of the bell.
The said steel bell is provided, on both sides of its cover with closed slides h, with
slots, into which the pins of the links are loosely fitted; the latter impart their
motion to the levers i, i, oscillating on the axis l. A lever with a counter-
weight m is fastened on the same horizontal axis l, the said counterweight
balancing the pressure of the rising bell. The counterweight, when the bell is
in its lowest position, hangs vertically below the axis, and rises as the bell is
lifted, exerting the most powerful resistance to the motion of the bell as the
lever approaches its horizontal position. The pressure below the bell is accurately
regulated by the outlet valve and the action of this counterweight and lever m.
The different vertical positions of the bell therefore correspond with the different
velocities of the train up to the limit of 80 kilometers per hour.
The horizontal axis 1, 1, transmits its oscillating movement by means of the sector
and toothed wheel n, n, to the axis of the dial of the speed indicator, Figure 2.
The tyres of the wheels are diminished in size by wear on the rails, or by repeated
turning in the lathe, consequently their circumference, after the lapse of a certain
time, will be smaller than when they were new, and therefore the scale on the dial
of the velocity meter remains no longer in accordance with the actual velocity.
This difference is easily regulated by altering the outlet opening of the bell by
means of the valve. This result is effected by raising or lowering the bar g, so that
the curved slot in it alters the position of the arm fand pivot e, and regulates the
valve accordingly. This arrangement allows the continued use of the same equal
divisions on the dial plate of the speed indicator.
Every velocity of the train, up to 80 kilometers per hour, is drawn and indicated
upon a strip of paper by the following mechanism, that is to say, the clockwork
Owinds off to a speed of 57 millimeters per minute by means of a corrugated
roller p, a strip of paper that is rolled upon the cylinder q, q. This paper is
provided with longitudinal and lateral division lines.

page_text: The lever ?, fastened upon the vertical axis 8, oscillates horizontally, and
is put in motion by the conical gearing t, t. It is provided on one end with
a socket u, holding a pencil. The weight v presses the pencil continually
against the paper. Every position of the pencil between the beginning and
end of a total oscillation of the lever r corresponds with different velocities of
the train from 0 to 80 kilometers per hour. Upon the said paper, in a lateral
direction, cross lines are printed bearing the numbers from to 80, with intervals of
10 kilometres. When the locomotive is stopped, the said pencil will stand on the
first line drawn through the 0 point; when the engine has reached its maximum
velocity, the said pencil will stand on the line drawn through 80. This extreme
velocity will seldom be attained. The paper strip being continually and regularly
drawn by the clockwork, the pencil marks the stoppage of the engine by its
return into the longitudinal line 0; the increase of the velocity is marked by a
curve across the paper, and approaching the 80 kilometer line; continuation of the
same velocity is indicated by a line nearly parallel to the longitudinal direction of
the paper strip.
Decreasing velocity is marked by a curve, similar to that of the increase, returning
towards the O line, and diverging from the direction of the curve of the increase. A
diagram of this description, showing stoppages and increase and decrease of velocity,
is shewn in Figure 8. The superintendent officials, by means of this diagram, are
enabled to ascertain how long the train has stopped at a station, when it arrived,
when it left the station, what uniform velocity was maintained for any time, whether.
it varied its velocity; further, whether the change of velocity has been rapid or
not; and by an easy calculation of the average velocities can ascertain the very
place of the run where the variation of velocity took place.
Figure 2 shows, below the dial plate of the speed indicator, a square opening in
the side wall of the case, through which the numbers of a counter are seen. The
purpose of these numbers is to show the number of kilometers over which the train
has run.
A counter with five numbers makes one turn at every ten revolutions of
the fore wheels. It is moved by a lever x. If, for instance, the wheels have four
metres of circumference, the said counter makes one revolution to every 40 metres
of way of the locomotive.
If at the starting station the counter has been set to its point 0, the locomotive
will have made the first kilometer of its way as the counter shows the number 25,
the second kilometer at number 50, the third at 75, and so on. At numero 54,125
the locomotive will have gone through a distance of
54125
25
-
= 2,165 kilometers.
In order to use the counter in a practical manner, it must be used and compared
with the aforesaid graphical tablet of the stations and distances between them.
On this tablet, of which Figure 7 shows an example, there are marked on two
parallel lines, and at intervals corresponding with the numbers presented by the
counter, the names of the railway stations in proper positions relative to their
distances. The distances are marked by lines. By comparing the numbers, which
in any given moment are indicated by the counter with the line marked by the
pencil on the endless paper, the engine driver, even during the night and in
foggy weather, is enabled to ascertain exactly the part of the line he has reached,
and if it is time to shut off the steam or apply the brake.
If, in consequence of a change in the size of the rolling wheels, after they have
been put to the lathe, or had their tyres renewed, their circumference is either
enlarged or diminished, the numbers on the tablet must be exchanged for others
calculated in relation to the altered circumference of the wheels. This tablet has
therefore to be prepared without numbers, the same to be written or otherwise
put on it to suit the circumference of the wheels.
Figure 7 represents a tablet of this description. It is taken from the time table
of the Main Neckar Railway, and includes the trace from Frankfort-on-the-
Main to Heidelberg. On it may be read the following:-The train starting from
Frankfort in the evening at 9 h. 25, passed the station of Langen, as shown on the

page_text: counter, by number 332; it reached Darmstadt at number 670, Bensheim at
number 1213, Weinheim at number 1577. With number 1905 it is one kilometer
distant from station Friedrichsfeld, but only on the supposition that the fore
wheels have a circumference of exactly 4 metres.
Having thus fully described the said Invention as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim,
First. The use or application of an air pump for transmitting the movement of
the fore wheels of the locomotive to the said apparatus, as above set forth.
Second. The use or application of a steel bell immersed in mercury, and below
which air is forced, the outflow of the air being automatically regulated by a valve,
and which bell, by its position, indicates the degree of velocity of the locomotive or
train, as above set forth.
Third. The writing apparatus, in connection with the clockwork and the bell, and
which marks upon an endless paper a line indicating the speed of the train, as above
set forth.
Fourth. The use or application of a counting apparatus, which, if compared with
a station table, enables the engine driver to ascertain at any moment the part of
the railway over which the train is passing, as above set forth.
Fifth. The apparatus, consisting of the parts above described, .constructed,
combined, and arranged, as shown in the accompanying Drawing, and operating as
set forth for the purposes specified.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Twenty-fifth day of October, in the year of our Lord
One thousand eight hundred and seventy-seven.
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