IMPROVEMENTS APPLICABLE TO RAILWAYS AND RAILWAY CARRIAGES, AND IMPROVE. MENTS IN PAVING
Year: 1851

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
WARREN, of Montague Terrace, Mile Eud Road, in the County of Middlesex,
Gentleman, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Second day of Octo-
ber (One thousand eight hundred and fifty-one), in the fifteenth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said James Warren, my exors, adñiors, and assigns, Her especial
licence, full power, sole privilege and authority, that I, the said James
Warren, my exors, adors, and assigns, or such others as I, the said James
Warren, my exors, adiñors, or assigns, should at any time agree with, and no
others, from time to time and at all times during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
England, Wales, and the Town of Berwick-upon-Tweed, my Invention of
"IMPROVEMENTS APPLICABLE TO RAILWAYS AND RAILWAY CARRIAGES, AND IMPROVE.
MENTS IN PAVING;" in which said Letters Patent is contained a proviso that
I, the said James Warren, shall cause a particular description of the nature
of my said Invention, and in what manner the same is to be performed, by
an instrument in writing under my hand and seal, to be inrolled in Her said
Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent, as in
and by the same, reference being thereunto had, will more fully and at large

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
James Warren, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are fully described and
ascertained in and by the following statement thereof, reference being had to
the Drawings hereunto annexed, and to the figures and letters marked thereon,
that is to say:-
My Invention consists,―
First, of an improved sleeper of iron of a prismatic shape, having cross ribs,
for the purpose of giving additional strength, and also when used transversely
outside bridge ribs under the rail, so as to give an increased bearing for the
lower flange of the rail; between them wood, soft metal, or other suitable
material may be interposed, if thought desirable. The sleepers are packed
underneath in the ordinary way, for which method the form given to this
Invention will be found an improvement. The sleepers are pierced with
apertures of any convenient form to admit of the escape of moisture from
beneath; but where the ends are open, this arrangement may be dispensed
with. The sleepers are connected by tie rods of iron or by wooden sleepers,
or the two sleepers may be cast in one piece. The advantages of this
Invention are believed to be, great facility in packing, and consequently a
saving in the cost of maintenance, increased elasticity, thereby causing less
wear of rails, and durability.
Second, of improved forms of chair,by which the necessity for wooden keys
is dispensed with, which may be used with the improved or other sleepers,
and in one of which the action of the passing traffic causes it to bind on the
rail, and hold it more firmly; also, in a modification of this clip, which is
used at the joints of the rails when the ordinary chair is dispensed with. It
is bolted together, and holds the ends of the rail firmly together.
Third, in an improved pavement formed of a plate or plates of iron and
studs of wood or metal, either solid or hollow, the interstices between the
pegs or studs being filled in with concrete, asphalte, broken stone, gravel, &c.;
but I prefer to use, for ordinary road traffic, broken stone filled in or groute:
with asphalte. By the use of this pavement the cost of maintenance of a
road is much reduced, and a good foothold is given to horses.
Fourth, in a method of forming designs or letters on the above pavement
by the use of certain of the studs arranged in the required forms, these
studs being either made of a different material to the other, or their heads
differently formed and more prominent, so as to distinguish them from
the rest.
Fifth, in an improved locking buffer of which several forms are shown.

page_text: Many buffers having for their object the locking together of contiguous car-
riages have been already introduced, and I do not consider that the form of
the buffer and counterpart is new; but what is believed to be new, and an
improvement, consists in making the form A of clastic materials, as herein
described, so as to grasp the counterpart B, and while it admits of certain
play of the parts in contact, always regulates the pressure, so as to keep the
frames of the carriages in contact, thereby greatly reducing the oscillation
without interfering with the elasticity of the junction. The form A is com-
posed of metal springs hinged or jointed to the plate attached to the carriage,
so as to admit of motion on their joints. These springs are of a curved form,
and another pair of springs lie, the one on the top, the other below these first
pair of springs, and are hinged in a similar manner to the box covering the
buffer. The two pairs of springs are then bound together by means of vul-
canized india-rubber bands or elastic materials. I prefer the use of vulcanized
india-rubber bands for this purpose. The form B is of wood, iron, or other
material of a wedge form, and is attached to the carriage in contact with the
first. The action of the buffer is as follows:-The carriages being connected,
the part B is thereby inserted into the buffer A, and presses open the two
pairs of springs, which are kept in close contact with it by means of the
tensile force of the bands. Within the cup of buffer A a pad is placed to
receive the end of B, and deaden concussion. The other forms of the buffer A
ure here shewn. No. 2 is formed of bands of steel or other metal enclosing
india rubber or other suitable stuffing. The bands may be rivetted through
the cross bands to the india rubber, &c. and elastic bands bound round the
whole, if found necessary. No. 3 is a modification of No. 2, and formed of
similar materials, the cup being of an oblong form, greater in length than the
depth of the counterpart B, which is in contact with it; or the top and bottom
of this buffer may be open. By this arrangement the buffer B has free play
vertically, but is confined by the sides of the cup A from great lateral motion.
This form is particularly applicable to the upper portion of carriages in con-
junction with the ordinary or improved buffers on the frame. It may be
attached to a framing at or near the upper part of the carriage, by which
arrangement the carriage is strengthened. No. 4 is formed of a cup of india
rubber inserted into a cup of iron or other material. In contact with this is
a buffer of the same or other material, and of a semi-globular form. All these
several forms of locking buffers may be attached to the ordinary rods and
springs used in railway carriages, if thought desirable.
Sixth, of a sledge, van, or carriage, the lower part of which can be brought
in contact with the rails by means of suitable machinery within reach

page_text: of the breaksman, and which it is believed will form a very efficient and
powerful break.
Seventh, in the application of fire pumps of the ordinary kind, with the
necessary hose, air vessels, and apparatus, to an ordinary locomotive engine,
the engine being raised up on the rails at the spot where it is required to act,
so as to allow of the driving wheels revolving free from contact with the rails.
The pumps are thus alone worked. The pumping cylinders, &c. may be
attached to each or either end of the engine.
Eighth, in an improved self-acting tunnel or station signal, by the use of
which the accidents so frequently occurring from the stoppage of a train ata
station or tunnel may be in a great measure avoided. The signal is put in
motion by means of a wheel acted on by the flanges of the wheels of a train or
engine, or by a sledge attached to the last carriage; by a moveable rail
opened by the same means, or a jointed rail, which is depressed by the same
means, or by a cam attached to the last carriage. I prefer to use a moveable
rail for this purpose. The motion thus obtained is adjusted by means of any
suitable gearing to effect the object in view, by the exhibition of a signal to
indicate that a train has passed. At the further end of the tunnel or station a
counterpart is placed, which is put in motion by the same means as the first,
the motion thus obtained being communicated through the length of the
tunnel, &c. by means of wires or rods to the first signal apparatus, and
reverses the action of the first, and thus indicates that the train has passed
beyond the counterpart, and that the line is consequently free. Where a
sledge or cam is attached to the last carriage, this latter signal, viz., that
indicative of safety, can only be exhibited when every carriage has passed
beyond the exit signal apparatus. In the event of any carriage becoming
detached, the last carrying the cam, which alone acts on the apparatus, being
left behind, the engine and other carriages would pass the counterpart or exit
signal apparatus without causing it to reverse the signal of danger at the
entrance signal apparatus. This object may be accomplished in various ways.
I do not use any novelty in the machinery or gearing, each part of which has
frequently been in use before; but the novelty of my Invention consists in
the general arrangement of the apparatus, and in the use of the means
described for giving motion to this apparatus. I do not confine myself to the
use of the wheels, levers, &c. shewn in the Drawings, but any other suitable
contrivance may be used.
Ninth, in a self-acting fog alarm, which can be made to act in concert with
the tunnel or station signal, or independently in any desired situation, the object
of the Invention being to ring a bell, strike a gong, or discharge a detonating

page_text: compound by means of machinery acted on by a train of carriages in motion,
so as to give an alarm in foggy weather when the ordinary signals are not
visible. The alarm is put in motion by means of a wheel acted on by the
flanges of the wheels of a train or engine, or by a sledge or cam attached to
any carriage, or by a cam acted on by the same means, or a sliding rail, or a
jointed rail, as in the tunnel signal. The motion thus obtained is applied
through proper gear to the ringing of a bell, &c. When in conjunction with
the tunnel signal it is thrown into gear only when the danger signal is
exhibited. I prefer to use a wheel, as shewn, acted on by the wheels of the
train for this purpose.
Tenth, in a self-acting carriage break, having for its object the prevention
or retarding of a retrograde motion in the ascent of an incline. The break is
attached to the back of the carriage, and is hinged or jointed to the frame.
The novelty of this Invention consists in the application of this break to
railway carriages, but the form of the break is not new.
Eleventh, in a railway director, by means of which the engine-man may
run an engine into or out of a siding without the additional attendance of a
switchman. It is attached to the switches, and is put in motion by means of
a depressing cam or roller attached to the engine or tender, the cam or
roller being depressed or adjusted by suitable machinery within reach of the
engine-man. The cam acts on a jointed rail, or the roller attached to an arm
acts on a sliding rail, the motion thus obtained being transmitted through
proper gearing to the switch required to be moved. A counterpart may be
be used in connection with the director, which is placed at a sufficient distance
from the first, and reverses its action when the engine passes over, thereby
restoring the switch at its proper position. A forin of director is shewn,
which does not require a counterpart. The gearing, &c. used to transmit the
motion is not new, but of ordinary form. The novelty consists in the use of
the means above described for giving motion to the switch.
Twelfth, in an improved railway sledge break, having for its object the
gradual stopping of a train in motion. The first carriage is received on to the
sledge break, and the impetus carries the sledges and carriage along the rails,
at the same time winding up the counterweights first on the small part of
the barrel, and then gradually on to the larger part, by which means the
carriages are gradually brought to a state of rest. A pall, acting on a ratchet
wheel, prevents the return of the counterweights.

page_text: Figures 1, 2, and 3 are end views of three forms of the prismatic sleeper,
Figure 7 is a side view, and Figure S is a plan. a is the transverse rib;
b, b, are the side ribs supporting the lower flange of the rail d, between which
a piece of wood, soft metal, or other suitable substance, marked c, may be
interposed; c is a lug through the aperture, in which the tie rod passes.
Figures 4, 5, and 6 are sections shewing other forms of sleepers; Figure 9
is a side view, and Figure 10 is a plan of a sleeper, with grated sides;
Figure 11 is in two piecos, bolted together. a, a, are the ribs.
Figure 12 is a side view, Figure 13 an end view of a saddle-backed chair
attached to a prismatic sleeper; Figures 14 and 15 are sections of the
improved chair. b is one check cast on the sleeper; c is the moveable check,
which is keyed to the sleeper by means of the collar d; a is the internal rib
of the sleeper. Figure 16 is a section shewing the clip chair with both
cheeks moveable. b, c, are the moveable cheeks, which are tapered down-
wards;
a is the internal rib, which tapers upwards. The rail is seated on the
check, and the effect of the rail being pressed down will be to make the
two cheeks clip the rail more closely. A cottar dis passed through the
cheeks to prevent them rising. e is the cast-iron ring, which may be used to
give additional strength. Figure 16 shews a modification of this chair,
which forms a joint clip to be used at the junction of two rails. a, a, are the
cheeks, which are united by means of bolts. It may be formed of cast or
wrought iron, and of any length desired.
Figures 17, 18, 19, 20, are to a scale of one quarter of an inch to one inch,
Figure 21 to a scale of one eight of an inch to one inch.
Figure 17 is a plan, Figures 18, 19, and 20 are sections, of the composite
pavement. a, a, a, are the studs fixed on moveable; b, b, b, are apertures in the
cast-iron plates; c, c, is a wrought-iron plate through which the studs are passed;
d, d, is an iron plate on which the studs rest, or in which they are inserted.
Figure 21 shews the method of forming letters or designs by means of studs
distinguished from the rest by difference in form, color, or prominence. a, a,
are the ordinary studs, not forming part of the design; a¹, a¹, a¹, are studs
having the heads of a peculiar form, and ranged to form the letters J, W.
Figures 22, 23, 24, and 25 are to a scale of one eight of an inch to one
inch.
Figure 22 is a side elevation, Figure 23 is a plan and section, Figures 24
and 25 are end elevations of the two forms of buffer A and B. a, a, are
springs of metal hinged to the plate e. b, b, b, are elastic bands; dis of wood
or metal, and forces open the springs a, a, when the carriages to which they
are attached approach each other; c is a pad.

page_text: Figures 26, 27, 28, 29, 30, and 31 are to a scale of one inch to the foot.
Figure 26 is an end view of a railway carriage, shewing two other forms
of buffer attached; Figure 27 is a section of forms Nos. 2 and 3; Figure 28
is a side view of buffer No. 3.
a, a, a, a, are metal bands reflected into the
cup of the buffer, and having projections at their base fitting into the recess
formed to receive them in the plate g; b, b, is stuffing of elastic material; c is
the same, forming a pad to receive the end of d; e, e, e, e, are transverse
bands of metal attached to the band a, a, a, by rivets or other means; fis a
ring of metal to keep the ends of the bands a, a, in their places.
Figure 29 represents a plan and section of buffer No. 4. dare made of
india rubber cast to the form shewn.
Figure 30 is a side elevation, and Figure 31 an end view, of a cam carriage
formed with a sledge. a, a, is the framing to which the wheels, &c. are
fastened; b, b, is an internal frame to which the sledge d is attached. These
two frames are connected by the axis c. c is an upright rod on which a
screw is cut; y is the handle by which the rod e is made to revolve, and
thereby raise or lower the sledge; f is the shoe of the sledge.
Figure 32 is to a scale of half an inch to one foot. Figure 32 shews the
application of a fire-engine pump to an ordinary locomotive engine. a is the
pump; b, the connecting rod; c, a stud fixed on the driving wheel of the
engine; d is the air vessel; h, the hose.
Figures 33, 34, and 35 are to a scale of one inch to the foot.
Figure 33 is a plan, Figure 34 a side view, of the tunnel or station signal.
a is a sliding rail moving on a fixed axis b; c is a connecting rod attached at
one end of the rail a, at the other to the other to the lever d. The rod e, on
which a rack is fixed, is attached to the other end of the lever d, and is in
gear with a semicircle f, on the axis of which the signal is fixed, a counter-
weight n acting through a chain over the pulley o on the end of the rod c.
kis a flat rod on which is a projecting catch to receive the pall Z, to the other
arm of which pall the connecting wire m, communicating with the counterpart
signal at the other end of the tunnel, is attached. is attached to the end of
the lever by a connecting bar h. i is a stud working in a slot in : for the
purpose of keeping it always in its proper direction. The action of the wheel
of the engine is to force open the rail a, thereby raising the signal g to revolve
one quarter round, and indicate danger; at the same time the flat rod k is
drawn towards d, and the pall 7 falls beyond the projection on its upper face,
and prevents the return of the signal to its former position until the wire m,
acted upon by the counterpart, raises the pall, and permits the counterweight
n to descend, thereby restoring the rail and signal to their former positions..

page_text: Figure 35 is a view of a fog alarm. t is an axle put in motion by a wheel,
sliding rail, or other means; u is a disc on which the studs », v, v, are fixed,
which act on the cranks formed in the upright box c. To this rod is attached
the hammery, which, on the motion of the axis t, is thus made to strike upon
the gong or bell s.
Figure 36 is to a scale of one quarter of an inch to the foot. Figure 36
shews a general view of the tunnel signal, with its counterpart at the exit end
of the tunnel, and in connection with the fog alarm, which is thrown in gear
by the wire m, when the danger signal is exhibited, by means of the crank 1.
A wheel W is shewn attached to the axis t, the tire of which is covered with
wood or some other yielding material, and is acted on when in gear by the
wheels of the carriages, or by asledge attached to any carriage. The counter-
part or exit signal consists of a sliding rail p, attached to which is the rod or
chain q, to the end of which, after passing over the pulley s, the weight w is
attached. 2 is also attached to the crank r. The wheels of a train open the
rail pon its exit from the tunnel, thereby drawing the wire m, m, and releasing
the pall of the entrance signal. The counterweight w causes the sliding rail
p to return to its first position, close to the rail, as soon as the train has passed.
Figures 37, 38, 39, and 40 are to a scale of one inch to the foot.
Figure 37 is a plan, Figure 38 a side view; of another form of tunnel or
station signal. a, a, are rails hinged together; b connects the rails a, a, at
their junction with the lever c, which moves on a fixed axis. To this is
attached the rod or chain p, passing over the pulley d; and attached to the
counterweight W, on the same axis with the pulley d, is fixed a bevilled seg-
mente, working in gear with the horizontal wheel f. Ou the axis of fis fixed
the signal g. On the same axis with e and d is fixed a quadrant h. is a
falling catch having a slot to admit of the quadrant h. At the end of this slot
is fixed a small roller i. tis a stirrup iron attached to the end of the crank n,
and also to the counterweight w. The crank n communicates, by means of
the wire m, with the counterpart or exit tunnel signal. The action of this
machinery is as follows:-The jointed rods a, a, are depressed either by the
wheels of a train, or by a roller attached to the last carriage, and thereby
draw round the pulley d, which through the gearing causes the signal to'
revolve one quarter round, and indicate danger. At the same time the
quadrant revolves, so as to allow of the catch descending, which by this
means retains the signal in the position of danger until the passage of the train
out of the tunnel, when the counterpart draws the wire m, which raises the
stirrup 7, and the catch is raised so as to release the quadrant h, and allow
the counterweight w to draw the signal back to its first position.

page_text: Figure 39 is a side view, and Figure 40 a front view, of another form of fog
alarm. a is a wheel, loose on the axis b; the chain c is attached at one end
to b, and after passing over the pulley f the other end is attached to a
counterweight n. On the same axis as fis fixed the hammer h, which in
the motion off strikes on the bell or gong g. The wheels of a train acting on
the wheel a draw out the axis b, which returns immediately by the action
of the counterweight w, the alternate motions causing the hammers to strike
on the gong. The alarm is thrown out of gear by the wire m. When
attached to the tunnel signal the wire m is attached to the crank n, on the
same shaft with which is fastened the excentric upon which the shaft brests.
The red lines shew the position when the wire m is drawn back.
Figure 41 is a scale of one quarter inch to the foot. Figure 41 is a view of
part of a carriage, having a break B attached; a chain may be fixed to this
break for the purpose of drawing it up when not in use, or it may be attached
to apparatus within reach of the breaksman.
Figures 42, 43, 44, and 45 are to a scale of half an inch to the foot.
Figure 42 is a side view, Figure 43 a plan, of a railway director. a, a, aro
jointed rails, such as described in the tunnel signal; .attached to them is b,
which is jointed to the lever c revolving on the axle i; to the opposite end of
the lever is fixed the counterweight w. On the axis i the armhis fixed, which
is jointed to the connecting rod m, the other end of which is attached
to the crank Pi the rod o connects this crank with the switch points. A
quadrant d is fixed on the axis i; e is a falling catch; f is a stirrop iron,
which is attached to the crank g. The connecting wire A communicates with
acounterpart beyond the switch. The director is put in motion by the engine-
man lowering the cam r, turning the handle u; the roller s presses down the
rails a, a, as the engine passes over the director; the motion thus given to b
is communicated by the arm and wire m to the switch which is thus opened;
the catch e then falls on the quadrant d, and prevents any return until it is
released by the counterpart acting through the wire A to raise the catch
by means of the stirrup f, when the action of the counterweight w restores
the director to its first position, and allows of the closing of the switch.
Figure 44 is a plan, and Figure 45 an end view of another form of railway
director. a, a, is double sliding rail, moving on an axis e by means of the
rod b connected with the crankc; motion is communicated through the wirem
to the crank d, which is connected with the switch by the rod o. Attached
to the engine is a rod t, on which is fixed an arm 7, carrying a roller S; the
plate vis fixed on t, and carries two rollers p, p, which roll on a bed plate of a
curved form, in such a manner that when the arm r lies in the direction of the

page_text: line of rails it is raised up so as not to come in contact with the sliding rod, but
when the arm lies in a direction at right angles to the line of rails, then it is
lowered sufficiently to allow of the roller's coming in contact with one side or
the other of the rail a, a,by which means the switch is opened or shut as may
be desired.
Figures 46 and 47 are to a scale of one quarter of an inch to the foot.
Figure 46 is a side view, and Figure 47 a plan, of the railway sledge break.
a, a, is the sledge. bis a stop for the wheels. c, a stop for the buffers. c, a
carriage run into the sledge. R is a chain attached to the front of the sledge,
which passes round the pulley P and is coiled on the barrel s. p is a pall
falling on a ratchet wheel. D, D, are drums, on which the chains connected
with the counterweights w, w, are wound.
Second, the bridge ribs on the same, for the better seating of the lower flange
of the rail.
Third, the piercing or grating the sides of the iron sleeper with the apertures
to effect drainage.
Fourth, the invention of a form of chair, as shown, by which the use of the
ordinary railway key is dispensed with.
Fifth, the invention of a clip chair, which tightens on the rail by the action
of passing traffic.
Sixth, the joint clip, as herein described.
Seventh, the use in pavement of pegs of iron, wood, or other material, rest-
ing on or inserted in or attached to an iron bed plate, in conjunction with
suitable material to fill in between them, but not the use of such material
without tho pegs or plate.
Eighth, the application of such pegs to form designs or letters on the surface
of the pavement, as described.
Ninth, the elastic locking buffers, as described.
Tenth, the sledge van to be used as a break, as described.
Eleventh, the adaptation of pumps to an ordinary locomotive engine, so as
to convert it into a fire engine, as described.
Twelfth, the use of a wheel acted on by the wheels of a train of carriages or
engines, or by a sledge attached to the last carriage of a moveable rail opened
by the same means, and of a jointed rail depressed by the same means, or by a
cam attached to the last carriage,for the purpose of exhibiting signals on rail-
ways, and also the general arrangements described.

page_text: eight hundred and fifty-two.