NEW OR IMPROVED APPARATUS FOR BRAKING AND SIGNALLING IN RAILWAY TRAINS, PART OR Aswan
Year: 1875

page_text: LETTERS PATENT to James Steel, of Glasgow, in the County of
Lanark, North Britain, for the Invention of "NEW OR IMPROVED
APPARATUS FOR BRAKING AND SIGNALLING IN RAILWAY TRAINS, PART OR
Aswan Dan "13
PARTS OF
MARCE AND TIME
APPLICABLE FOR OTHER PURPOSES.”
PROVISIONAL SPECIFICATION left by the said James Steel at the
Office of the Commissioners of Patents, with his Petition, on the
20th February 1875.
I, JAMES STEEL, of Glasgow, in the County of Lanark, North Britain,
do hereby declare the nature of the said Invention of "NEW OR
IMPROVED APPARATUS FOR BRAKING AND SIGNALLING IN RAILWAY TRAINS, PART
OR PARTS OF WHICH ARE APPLICABLE FOR OTHER PURPOSES," to be as follows,
that is to say:-
This Invention, which relates to new or improved brake apparatus for
railway trains, also for signalling therein, is a development of the
Invention for which Letters Patent were granted to the said James Steel.

page_text: numbered 74.
According to the present Invention the brake apparatus consists of
brake blocks suspended from links (the brake blocks being made
preferably of iron) each pair of which is connected transversely by a stay,
and applied to the outer side of the wheel tyres. The pairs of brako
blocks on a carriage or other vehicle are connected together longitudinally
by chains or links, and to the central part of these chains or links the
rod of a vertical piston working in a cylinder is attached. An air vessel
or receiver is provided, either surrounding the cylinder, or at one side
thereof, or it may be placed above or below the cylinder. When the
brakes are out of action they are so maintained by the weight of the
brake apparatus pulling down the piston, it being at the time in
equilibrium, or nearly so, by the air pressing on both its sides; and when
it is desired to apply the brakes the air is withdrawn from the
upper
of the piston which therefore allows the air below to expand and raise it
as in the apparatus set forth in the Specification filed under the Letters
Patent herein-before referred to, the result being that on the principle
known as "funicular action," the chains or links connecting the brako
blocks are pulled up from the horizontal to an angle at the centre, the
blocks therefore being tightly drawn against the wheels. The brake
cylinder is placed upon or it projects partly through the floor of the
carriage at its central part, the piston rod passing through a stuffing
box at the under side.
side
Under a modified arrangement the piston of the air cylinder is directly
coupled to a lever which actuates the brakes, so that as the piston is
either raised or lowered by the action of the compressed air, the brakes
are withdrawn or applied. The lower end of the cylinder is removable
and contains a stuffing box for holding a packing.
The packing sometimes used, and which constitutes a special feature
of this Invention, consists of one or more cup leathers placed at the
bottom of the stuffing box, the remaining portion of which is filled with
shot, lubricated with oil, spirit, or other unguent, the upper end of the
annular space constituting the stuffing box being covered with a plate
of metal or other material, or instead of shot a deep ring of metal may
be placed in the stuffing box, which acting upon the cup leather expands
it. An ordinary gland stuffing box may also be used, opening from the

page_text: outside of the cylinder, the gland preferably opening the cup leathers
upwards.
Another part of the Invention consists in constructing the pistons of
air brake cylinders with two cup leathers, one of which is inverted, the
two cup leathers being so placed that one contains the other.
The cup
leathers may be expanded by the aid of circular springs, and the space
between them and the solid body of the piston is also filled with shot to
distend the cup leather,
It is to be understood that the improved packing for stuffing boxes,
and the improved pistons are applicable to cylinders and pistons other
than those forming part of air brake apparatus,
A reducing valve is applied on the locomotive for regulating the
pressure of air throughout the apparatus.
Another feature of this Invention consists in the application of a fog
horn in lieu of a whistle for signalling in trains. The fog horn is actuated
by the passengers or guard allowing some of the air maintained in the
compressed state throughout the pipes in the train to escape into the fog
horn when it is desired to signal.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said James Steel in the Great Seal Patent Office on
the 19th August 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
STEEL, of Glasgow, in the County of Lanark, North Britain, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twentieth day of February, in the
year of our Lord One thousand eight hundred and seventy-five, in
the 38th year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said James Steel, Her special
license, that I, the said James Steel, my executors, administrators,
and assigns, or such others as I, the said James Steel, my executors,
administrators, and assigns, should at any time agree with, and no

page_text: others, from time to time and 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 "NEW OR IMPROVED
APPARATUS FOR BRAKING AND SIGNALLING IN RAILWAY TRAINS, PART OR PARTS OF
WHICH ARE APPLICABLE FOR OTHER PURPOSES," upon the condition (amongst
others) that I, the said James Steel, by an instrument in writing under
my hand and seal, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be per-
formed, 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 James Steel, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the 1
following statement, reference being had to the accompanying Drawings,
and to the letters and figures marked thereon, that is to say:
My said Invention, which relates to new or improved apparatus for
braking railway trains, and also for signalling therein, consists as regards
the brake apparatus of a vertical cylinder, the piston of which is attached a
by links or chains to brake blocks made of wood or iron. Each pair of
the said blocks is connected transversely by a stay, and they are applied
to the peripheries of the wheels at the sides nearest to the ends of the
carriage or other vehicle, that is to say, on the outer side of the wheels.
The vertical cylinder is surrounded by an air vessel or receiver, or the
air vessel or receiver may be situated at one side, or above, or beneath
the cylinder. When the brakes are out of action they are so main-
tained by the weight of the brake apparatus pulling down the piston (it
being at the time in equilibrium, or nearly so, by the air pressing equally
on both its sides). When it is desired to apply the brakes the air is
withdrawn from the upper side of the piston, and the air below. being
thereby allowed to expand and force the piston upwards the said upward
motion of the piston draws the brake blocks into frictional contact
with the wheel tyres.
The vertical cylinder is placed upon or projects partly through the s

page_text: Another part of my said Invention consists in constructing the pistons
of air brake cylinders with two cup leathers, one of which is inverted,
and contains, or is contained by the other, and these cup leathers are or-
may be expanded by the aid of circular springs or discs of metal. The
space between the leathers and the solid body of the piston is filled with.
shot to distend the leathers.
The Invention also relates to an arrangement of single-acting air
cylinder for applying the brakes to locomotive engine tenders, and a
reducing valve also placed on the locomotive for regulating the pressure
of air in the cylinders throughout the train constitutes another part of
the Invention.
As regards signalling in railway trains my said Invention consists in
the application of fog horns in lieu of the ordinary signalling whistle.
The fog horn is actuated by the passengers or guard allowing some of
the air maintained in the compressed state throughout the pipes in the
train to escape into the fog horn, whereby the same is sounded.
And in order that my said Invention may be properly understood I.
now proceed more particularly to set forth the system, mode, or manner
in or under which the same is or may be used or practically carried into
effect, reference being had to the annexed Sheets of Drawings and to the
letters and figures marked thereon, that is to say :-
The new or improved apparatus for braking and signalling in railway
trains, as constructed in accordance with my said Invention is illustrated
by the several Figures on Sheet 1 of the Drawings hereunto appended.
Figure 1, Sheet 1, is a part. longitudinal section of a railway carriage.
shewing the brake cylinder and its attachments in position.
Figure 1, Sheet 2 of the Drawings, is a detailed vertical section; and
Figure 2 a part plan of the cylinder and air vessel or receiver drawn to
an enlarged scale.
Figure 1, Sheet 2, also illustrates the improved arrangement or con-
struction of piston embraced by this Invention. As shewn more par-
ticularly on Sheet 2 the brake cylinder A is situate within the air vessel
or receiver B, and it communicates therewith by the annular space a at
the lower end of the cylinder. The cylinder and air receiver are closed
at their upper ends, whereat they are secured together by bolts passed
through the flanches b. The receiver B is supported upon and bolted to

page_text: beams C, which may either be the ordinary short beams placed between
the buffer springs, and extending parallel to the carriage frame under-
neath the flooring at the central part of the carriage, or special beams
may be provided for that purpose. The lower end of the receiver is
closed by a removable cover D, through which the piston rod E passes,
and a stuffing box c is formed in the moveable cover, the packing used
in which consists of a series of cup leathers & placed one within the
other, and surrounding the piston rod E. The cup leathers are retained
in position by an ordinary gland e, which presses them upwards, as shewn
at Figure 1, Sheet 2, of the Drawings.
.
Another arrangement for packing the piston rod E, and which con-
stitutes a special feature of my said Invention, is illustrated in detailed
vertical section at Figure 3, Sheet 2. Under this mode one or more cup
leathers fare placed at the bottom of the stuffing box, the remaining
portion of which is filled with shot g, lubricated with oil, spirit, or other
unguent. The upper end of the annular space constituting the stuffing
box is covered with a plate i of metal or other material, which is secured
in position by screws or equivalent means. Instead of shot a drop ring
of metal may be placed in the stuffing box of the cover I, which, acting
or pressing downwards upon the cup leather or leathers f, expands it or
them sufficiently to effect an air-tight packing for the piston rod E.
The piston F of the brake cylinder A is constructed with two cup
leathers hand k, one of which (the leatter k) is inverted, and contains
the other. The cup leathers are expanded, so as to bear closely around
the interior of the cylinder A, and so prevent the passage of air from the
upper to the under side of the piston, or vice versa, partly by the aid of
circular springs placed at the lower part of the cup leather h, and
partly by shot filled into the space between the cup leathers and the
solid body of the piston, or the springs may be dispensed with, and
shot alone employed for that purpose. The shot is preferably covered
with a ring m of metal or other material which, together with the
inverted cup leather k, is retained in position by the metal plate or
disc 11 secured to the body of the piston by a screw o or other equivalent
means.
At Figure 1, Sheet 1, of the Drawings, two arrangements are indicated,

page_text: The other arrangement illustrated at Figure 1, Sheet 1, for connecting.
the brake blocks p to the piston rod of the brake cylinder is constructed
on the principle known as "funicular action," and it consists in con-
necting the brake blocks at each side of the carriage together by a chain
or links t, the ends of which are secured to links I' attached to the brake
blocks. A cross tie or stay is employed to connect the blocks transversely
in the manner herein-before described, and the central portion of the
chain or links t from each side of the carriage is passed over a pulley or
roller &¹ centred on a pin at the lower end of the piston rod E. The
links I¹ besides being attached to the blocks p are or may be attached by
pins or studs to hangers P, which are suspended from the side frames of
the carriage and are free to move around the pins attaching them
thereto..
.
The air for operating the brakes is compressed into a receiver on the
locomotive engine (in the manner and by the means herein-after
described), from whence it is conducted through a pipe extending
throughout the entire length of the train. Sections of the air pipe are
placed preferably under the flooring of each carriage, as shewn at Q,
Sheets 1 and 2, and at each end of the carriage the pipe Q is turned
upwards and connected to an air chamber W, as shewn on Sheet 1. The
chambers W are formed with openings at each side to which con-
necting pipes extending between the chambers on ends of adjacent
carriages are coupled; one of these connecting pipes is shewn in detailed
vertical section at Figure 8, Shect 2 of the Drawings, and consists of a
T piece A which bears against a ring D of india-rubber or other elastic
material placed in the opening of the air chamber; into each T piece A
a metal tube B is screwed or otherwise fixed, and these T pieces and
tubes are connected together in pairs by a short length of flexible pipe;
the pipes so joined are held in position at both ends by levers C which
are attached to the air chambers and bear against the T pieces A,
pressing them upon the india-rubber or other rings D. The levers O
are rigidly held in position by pins E passed through heels F formed on
the levers, and also through curved guides fixed to the carriage ends, or
the levers may be secured by other equivalent means. One flexible
tube only is provided at the end of each carriage so that it is not
material which ends of the carriages are brought together in making up
a train, and on the last carriage or vehicle of the train the T or coupling
pieces of one flexible tube are inserted under the levers C, thereby

page_text: closing the air chamber and preventing the escape of the compressed
air from the apparatus. On each pipe Q a branch R is attached to
conduct the compressed air to the upper end of the cylinders A. and to
the air vessels or receivers B, into which receivers the compressed air
may either pass directly from the pipes R (the pipes under this arrange-
ment being provided with branches and ball or other valves opening
upwards, as indicated in dotted lines at S, Figure 1, Sheet 2), or the
branch and ball or other valve may be dispensed with, and compressed
air passed into the receiver B through the cylinder A, for which purpose
the cylinder may be provided with an opening at S¹ (Figure 1, Sheet 2),
into which a pipe T is screwed or otherwise fixed. The pipe T passes to
the outside of [the receiver B, and is there provided with a valve chest
and a ball or other valve opening upwards and communicating with
another pipe T through which the compressed air passes into the
receiver B.
•
When the brakes are out of action they are so maintained by the
weight of the brake apparatus pulling or keeping the piston down to
the lower end of the cylinder A, the piston being in equilibrium; that
is to say, the pressure of air on both sides of the piston is equal, or
nearly so, the weight on the upper side preponderating by virtue of the
difference in areas of the upper and under sides of the piston, due to the
sectional area of the piston rod. To enable or assist the brake apparatus
to pull down the piston the links by which the brake blocks are
suspended are inclined backwards from the wheels, as shewn on Sheet 1
of the Drawings, so that the blocks p acted upon by gravity and there-
fore falling towards the perpendicular position draw down the piston F.
When it is desired to apply the brakes, communication with the
compressed air receiver on the locomotive engine is cut off, and the com-
pressed air is withdrawn from the upper sides of the pistons F by opening
a cock on the locomotive engine or guard's van, or on both, whereby the
compressed air above the pistons escapes through the pipes Q into the
atmosphere, and the compressed air in each receiver B being thus
allowed to expand into the cylinders A raises the pistons F, which has
the effect of applying the brakes to the wheels of all the carriages con-
stituting the train. The brakes are withdrawn or thrown out of action
by closing communication of the pipe Q with the atmosphere, and
re-establishing its communication with the air receiver on the locomotive
engine, and the balance or equilibrium of pressure above and below the

page_text: pistons being thereby restored the pistons descend and release the brakes
as herein-before described. When the brakes are been so withdrawn or
released and the pistons F returned to the lower ends of the cylinders
any preponderance of air pressure in the upper part of the cylinders A
and pipe Q above that of the air in the receivers B which may occur,
lifts the valve W on each cylinder and permits of the passage of air
into the receiver B, until the pressure of air therein and in the upper
part of the cylinder is balanced or equalized.
In order to withdraw the pressure of air in the receivers B when the car-
riages composing the train are uncoupled, or at other required times, and so
prevent at such time the application of the brakes to the wheels of such
carriages, each receiver is provided with a relief cock x, shown in position.
at Figure 1, and in detail longitudinal section at Figure 9, Sheet 2 of the
Drawings. A spindle y passes through each cock x, and extends to
both sides of the carriage frame where handles are provided, by turning
one of which the compressed air in the receiver is allowed to escape into
the atmosphere.
On Sheet 3 of the Drawings, Figure 1 is a part side elevation and
part longitudinal section of a locomotive engine and tender, on which
the apparatus employed in compressing and storing the air for operating
the brakes is shewn applied. The tender is also shewn provided with an
arrangement of air cylinder for applying the brakes to the wheels
thereof. The apparatus for compressing the air consists of a steam
cylinder A, on the piston rod of which the piston or plunger of an air
pump B is also fixed. The engine A is supplied with steam from the loco-
motivo boiler through the pipe C, and the air compressed by the pump B
is conducted through a pipe E to a receiver D placed under the foot
plate of the engine, whence the air for supplying the brake cylinders
throughout the train passes upwards through the pipe F, thence through
a reducing valve G, illustrated more particularly in detailed vertical
section at Figure 2, Sheet 3. From the valve the air is conducted
through the pipes H and I, the junction J of which is flexible to an
air chamber K on the rearward end of the tender, and similar to the air
chambers W, herein-before described, as attached to the carriages, from
whence it passes through flexible coupling pipes to the air chamber W
on the first carriage, and thence through the pipe Q to the rearward end
of the train. The air compressing apparatus may either be situated in
the position shewn, or it may be placed on the opposite side of the

page_text: engine frame or attached to the side or top of the locomotive boiler, or
it may be secured in any other convenient position.
The reducing valve, more particularly seen at Figure 2, Sheet 3, is
employed to ensure an uniform pressure of air in the pipe connecting
the different brake cylinders, and also to secure a higher reserve air
pressure in the receiver D (which reserve pressure may be applied on an
emergency), and it consists of a chamber I¹ fitted into and forming part
of the line of pipes. Within the chamber I a vertical spindle L is
situated, at whose upper end the valve M is fixed, and the lower end of
the spindle is attached to a flexible diaphragm N, against the under side
of which a spring O, the strength of which is adjusted to the required
air pressure, bears. The area of the diaphragm N is greater than that
of the valve M, so that the air admitted to the chamber I¹ in the
direction of the arrows in passing through the valve M acts upon the
area of the diaphragm and the area of the valve in such a manner that
as the pressure increases the area of opening at the valve is diminished
by virtue of the greater area of the diaphragm, and thus the pressure on
the efflux side of the valve is reduced.
A two-way cock is placed in the pipe H at the efflux side of the valve,
by means of which the pressure of air from the receiver may either be
directed into the pipe communicating with the brake cylinders through-
out the train, or it may be entirely cut off therefrom, and the said pipe
brought into communication with the atmosphere when it is desired to
apply the brakes; or the pressure of air from the receiver itself may be
directed into the atmosphere at will..
The tender brake cylinder is supplied with air direct from the
receiver D through the pipe a and two-way cock b, and it is a single
acting cylinder, that is to say, the air is admitted to the upper end
thereof, and applies the brakes by forcing the piston c downwards, the
said piston being again raised to its position at the upper end of the
cylinder by counterweights applied at X, when the air pressure is
released by turning the cock 6 into communication with the atmosphere
and with the cylinder, its communication with the receiver being cut off.
The piston rod d is connected to a lever e situate on the brake shaft f,
at each end of which two cranks and h are also fixed and attached to
the brake blocks on both sides of the wheels, but when one side only of
each wheel is braked the upper cranks h are dispensed with. The lever e

page_text: is formed with a slotted end, as shewn on the Drawings, to which the
ordinary screw mechanism for operating the brakes by hand is attached,
by which means the brakes may be applied in the usual way without the
aid of the brake cylinder when desired.
The improvements in signalling in railway trains embraced by this
Invention are illustrated in position on a carriage at Figures 3 and 4
(Sheet 1) of the Drawings, and in detailed vertical section and side
clevation at Figures 9" and 10 respectively, Sheet 2.
As shewn more particularly on Sheet 2, the signalling apparatus con-
sists of a tubular T piece A which is screwed on to a junction piece B
attached to a vertical pipe C by a box nut or other equivalent coupling
at D. In the T piece A a conical or other arrangement of valve con-
structed to open downwards is placed at E, the spindle of which extends
upwards and is attached to a bell-crank lever F centred on a bracket G
fixed on the roof at one end of the carriage. The lever F is formed
with a horizontal arm T on which a weight is secured to hold the valve E
against its seat, or in lieu of the horizontal arm and weight a spring
surrounding the upper end of the valve spindle may be employed for
that
purpose. In the arms of the T piece A, above the valvo E, fog
horns H are fixed, as more particularly seen at Figure 4, Sheet 1, of the
Drawings. A cord J is attached to the lower extremity of the lever F
on each carriage, which cord extends along the roof and is provided
with branch cords which enter cach compartment of the carriage
through an opening in the roof at or near the centre of the com-
partment.
The branch cords are provided with rings or loops at their lower ends
and each of them is contained within a circular chamber attached to the
roof, the form of which in vertical section is shewn at Figure 11,
Sheet 2, of the Drawings. The lower ends of the chambers are closed
with glass discs a, which are held in position at the under side by the
lip on the chamber, and at the upper side by a lining c passed down
on the upper side of the disc.
When it is desired to communicate with the driver or guard of the
train the glass disc a is broken and the valve E drawn downwards by
pulling the cords. By this means compressed air from underneath the
valve E escapes into the fog horns H, whereby they are sounded and
the signal so effected.

page_text: The pipe C of the signalling apparatus communicates under the
arrangement of brake apparatus, shewn at Figure 1, Sheet 1, with one
of the compressed air chambers on the end of the carriage, and under
the arrangement of brake apparatus illustrated at Figures 3 and 4,
Sheet 1 (in which brake cylinders are placed at each end of the carriage
in lieu of at the centre), the pipe C communicates with the upper end
of one cylinder on each carriage, so that the brakes are applied simul-
taneously with the escape of air through the fog horns, and as under this
latter arrangement the air pipe which connects all the brake cylinders
throughout the train is carried along the roofs of the carriages a branch
(under the first arrangement unnecessary) is formed on the signalling
apparatus at L to which the said pipe is connected.
When the brake cylinders are placed at each end of the carriage they
are connected together above the pistons by flexible couplings, similar
to that shewn at Figure 8, Sheet 2.
The arrangement of signalling apparatus herein described may with
equal facility be operated either by the passengers or by the guard,
when by the former the broken glass is a ready means of detecting from
which compartment of the train the signal has proceeded.
Having now described the nature of my said Invention I desire to
observe that certain parts thereof, namely, the improved packing for
stuffing boxes and the improved pistons herein-before described in con-
nection with the cylinders of the brake apparatus, are applicable to
cylinders and pistons other than those forming part of the said air brake
apparatus, and it is therefore intended to employ the said piston and
packing in other cylinders, such, for example, as the cylinders of steam,
air, water, or other engines; and I desire further to observe that in lieu
of placing the air brake cylinder at the interior of the receiver, as
shewn on the Drawings, the said cylinder may be placed under, over, or
at one side of the receiver, if desired; what I claim as the. Invention
secured to me by the herein-before in part recited Letters Patent is,—
First. The arrangement and construction of brake apparatus con-
sisting of a vertical cylinder placed at the central part of each carriage
and provided with a receiver, either surrounding the cylinder or placed
above, below, or at one side thereof, into which compressed air for
actuating the brakes is conducted through chambers and pipes joined
by flexible couplings at each end of the carriages, substantially,

page_text: HCCID DOCTO ԱԵՏՆԵԱ ици спонд
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Drawings.
Second. The arrangement of mechanism consisting of the pipes T, T¹,
and valve w, whereby equilibrium of air pressure in the upper part of
the cylinders and in the air vessel or receiver is effected, as herein-before
described and shown at Figure 1, Sheet 2, of the Drawings.
Third. The arrangement of levers G by which the flexible couplings,
illustrated in vertical section at Figure 8, Sheet 2, are connected and dis-
connected, and the employment thereof in conjunction with the
arrangement of brake apparatus having the air cylinder at the centre of
the carriage, or with that in which the air cylinders are placed at each
end of the carriages, substantially as herein-before described.
Fourth. The arrangement by which the direct coupling of the piston
of each brake cylinder to the brake blocks at both ends of the carriage
is effected by means of the bell-crank levers G, links links H, H¹, and
cross ties or stays L, substantially as herein-before described and shewn
on Sheets 1 and 2 of the Drawings.
Fifth. The "funicular" acting mechanism for operating the brakes,
as herein-before described and shewn at Figure 1, Sheet 1, or any mere
modification thereof.
.
Sixth. The packing of the piston F consisting of cup leathers, springs,
and shot, substantially as herein-before described and shewn at Figure 1,
Sheet 2, and the employment thereof for purposes generally in which a
moveable piston is used.
Seventh. The several packings herein-before described and in part 2
illustrated at Figures 1 and 3, Sheet 2, of the Drawings, and the
employment thereof in the stuffing boxes of the brake cylinders and in
stuffing boxes generally.
Eighth. The cock or valve x, Figures 1 and 9, Sheet 2, for with-
drawing the air pressure from the receiver B, and so preventing the
application of the brakes when the carriages composing a train are
uncoupled, thereby leaving them free to be moved about, substantially
as herein-before described.
Ninth. The arrangement and construction of apparatus wherein a
cylinder placed vertically on the tender is employed for operating the

page_text: tender brakes by compressed air, substantially as herein-before described
and shewn on Sheet 3 of the Drawings.
Tenth. The use or employment of fog horns for signalling in trains
provided with brakes actuated by compressed air generally, and the
arrangement of signalling apparatus shewn at Figures 3 and 4, Sheet 1,
and at Figures 9 and 10, Sheet 2, of the Drawings, or any mere
modification thereof, whereby the passengers or guard in sounding the
horns H, also apply the brakes as herein-before described.
In witness whereof, I, the said James Steel, have hereunto set my
hand and seal, this Eighteenth day of August, One thousand
. eight hundred and seventy-five.