CERTAIN IMPROVED MACHINERY AND APPARATUS FOR FACILITATING TRAVELLING AND TRANSPORT ON RAILWAYS, PARTS OF WHICH ARE ALSO APPLICABLE TO OTHER PURPOSES
Year: 1838

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
JOSEPH CURTIS, of Stamford Street, Blackfriars Road, in the County of Surrey,
Civil Engineer, send greeting.
WHEREAS Her most Gracious Majesty Queen Victoria, by Her Royal
Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Thirty-first day of August now last past, did, for Herself,
Her heirs and successors, give and grant unto me, the said William Joseph
Curtis, my executors, administrators, and assigns, Her especial license, full
power, sole privilege and authority, that 1, my executors, administrators, and
assigns, that I and they, by myself and themselves, or by my and their deputy
and deputies, servants and agents, or such others as I, my executors, adminis-
trators, or assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term of years therein expressed,
should and lawfully might make, use, exercise, and vend, my Invention of
"CERTAIN IMPROVED MACHINERY AND APPARATUS FOR FACILITATING TRAVELLING
AND TRANSPORT ON RAILWAYS, PARTS OF WHICH ARE ALSO APPLICABLE TO OTHER
PURPOSES," within that part of our United Kingdom of Great Britain and
Ireland called England, our Dominion of Wales, and Town of Berwick-
upon-Tweed, in such manner as to me, my executors, administrators, and
assigns, should seem meet; and that I, the said William Joseph Curtis, my
executors, administrators, and assigns, should and lawfully might have and
enjoy the whole profit, benefit, commodity and advantage from time to time
coming, growing, accruing, and arising, by reason of my said Inventions,
for and during the term of years therein mentioned, to hold, excrcise, and
A

page_text: enjoy the said license, powers, privileges, and advantages therein-before men-
tioned to be granted unto me, the said William Joseph Curtis, my exccutors,
administrators, and assigns, for the term of fourteen years from the date of the
said Letters Patent immediately ensuing; and in which Letters Patent is contained
a proviso obliging me, the said William Joseph Curtis, particularly to describe
and ascertain the nature of my said Inventions, and in what manner the same
is to be performed, by an instrument in writing under my hand and seal, to be
enrolled in Her Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that in compliance with the said last-mentioned proviso,
I, the said William Joseph Curtis, do hereby declare that the nature of my
said Inventions, and the manner in which the same are to be performed, is
particularly described and ascertained as follows, that is to say :-
No. 1. My first improved machinery and apparatus consists of the im-
proved switches shown in Plate 1, where Figure 1 is a plan, Figure 2 a cross
section, and Figure 3, a transverse section of switches for a single crossing.
The switches may be formed in various ways, whether by bolting two of the
ordinary railway bars together at suitable distances from each other, and
curving one or more of the bars to suit the radius of the fixed line with which
it agrees, or by the following method, which I consider superior to any other,
viz, rivetting the bars, whether two or more, to a flat plate C. The size of
plate I find best is half inch thick, ten or twelve inches wide, and fifteen feet
long; the bars, having a section to correspond with the rails, are rivetted to
this plate C, one being bent to correspond with the curve or cross line, and
the other straight, to correspond with the main line (if straight); or should
both lines be curved, then both bars are curved to correspond with their
respective lines. Upon the back or under side the centres f, and the stud
plates 9, 9, are rivetted. The best shape is to make them round, with a flat
face or flange, and the studs welded into them; the shape is shown by the
dotted lines in the plan, and the side view in the other two Figures. The bed
planks A are formed of oak planks, three inches thick I find sufficient; and at
regular distances the stud plates i, i, are let into the oak bed planks, rising about
one eighth of an inch above the surface, so that the iron plates ride
upon the
iron surfaces of the stud plates with less friction than if they were level with the
timber. Towards each extremity of the stud plates studs are raised, which con-
fine the switches within their limits of motion and form supports against which
they rest, and thus acquire. a certain degree of solidity whilst the trains pass
over them. The oak planks are then let into the longitudinal timbers of the
railway, if formed upon that plan, or bolted to, timber of sufficient solidity,

page_text: and united in the usual way with the rails, if the system of stone blocks and
iron chairs be employed. A plate K forms the centre plate for the centre
studs to work in; a hole is bored in it to suit the pin, and it is then bolted to
the bed planks, and thus the switches are secured at that end. Two radius
bars h, h, connect the switches in the usual manner; the longer rod passes to
the lever l, by which the movement of the switch is effected; the lever l, shewn
in the plan, acts in the manner of a treadle, and the upright bar o as a string
or holding bar. Thus a man depresses the end of the lever by pressing his
foot upon the flat part, and laying hold by the cross head p, of the upright
bar o, he exerts a force as if were lifting a weight, by which means his weight
and muscular force are brought into action at the same time, and he is able to
lift the counterbalance weight m, of nearly three hundred weight, with great
ease. Thus I am enabled to avail myself of a very heavy counterbalance weight
to keep the switch open, an object which I could not so easily obtain by any
other method. The upright bar o is flexible, and formed like a spring with a
notch or stud, which shuts under the lower side of the lever 1, when the switch
is open or right for the line, and prevents the possibility of the train opening it
as it passes over it. The counterbalance weight is enclosed in the usual way in
the ground box n. d, d, d¹, d, are the rails of the line, and the cross line
at the head of the switch; and e, e, the rails at the foot of the switch. I make
the oak bed planks long enough, so that about eighteen inches or two feet of
the rails at each end lie upon it, thus making the whole steady and secure. A
band lever may be employed instead of the treadle, or any other suitable means
to work the switch. Also, if the crossing be a compound one, or any number
of turn-outs take place from one line, then each plate has rivetted to it as
many bars as there are separate lines, and each bar must be bent or otherwise,
as before explained. The safety guard rail Q, shown in the Figures, is contrived
with the view of preventing an engine or train running off the rails by the
switches being placed wrong. As has been before observed, the balance weight
keeps the switch right for the line, but whilst right for the line it is wrong for
the cross line; in this case, if an engine were to pass along the switch of the
cross line, the wheel would impinge. against the guard rail Q, push the switch
over, and make it right for that line, and when it has passed over the switch
will shut again by the reaction of the counterbalance, and keep it right for the
main line, as before stated.
No. 2. A modification of these switches is shown in Figures 4 and 5, where
Figure 4 is a plan, and Figure 5 the end view or cross section of the same.
The main features of this arrangement are the same as that described in No. 1,
the bars being bent to the curves of the respective lines to which they belong,

page_text: and the same clearance spaces left; the principal difference between the two
is, that in the latter case the switch has a movement transversely to the line,
and not moving from a centre, as before. The bars are bolted to a cross frame
of timber A, held together by bolts passing through the frame, and the trans-
verse movement of the frame is produced by the levers 1, 1, 1, fixed upon the
lying shaft f; to these levers are attached the connecting links h, h, h, con-
nected with joints fixed in the transverse frame, then, by moving the long
hand lever l, l, either of the bars of the switch is brought into contact with the
main or cross lines at will. Stopping pieces n, n, n, are placed to confine
the movement of the switch. As in the case of No. 1, m is a cast-iron
standard for the lever to work against, and holes are made in the segment
for a pin to be inserted to confine the lever in the usual way. D, D, D', D',
are the bars of the switch; d, d, di, d', the bars of the line and cross line, and
e, e, the bars of the line at the foot of switch.
No. 3. My third improved machinery or apparatus consists in the adapta-
tion of my before described switches for points or crossings, and the gearing by
which these switches are worked. Figure 6 is a plan of a crossing and
its gearing; Figure 7, a side view, partly shown in section; and Figure 8, a
front view of the indicator, crank, and standard &c. The same letters refer
to the same parts, so far as they are shown in the respective plans. The
switches A, A, are made in the same way, and are the same in every respect
as those described and shown under Figure 1, excepting that they are shorter;
the length, whatever it may be, being determined by the distance for clearance
between the rails, which may be fixed upon by the engineer. I find three
inches, as before stated, sufficient. The point of contact for the foot of the
switch may be at the point where the inner edges of the rails intersect each
other, or at any place between that point and the point where the outer edges
of the rails intersect each other; then measure from this point until the rails
open to three inches, or the space required for clearance, which gives the place
for the head or centre end of the switch; stud or joggle pieces i, i, are placed,
as before described, to confine the switches within their limits of motion. The
variation of the switches is effected in the manner following:-Two guide
boxes of cast-iron are placed opposite each switch, in the position shewn in
Figure 6.
These boxes have glands 9, 9, which slide within them; the
rods e, e, are connected with the switches by studs, as before described under
Figure 1, by one end, and the other ends are connected with the sliding
glands g, g, by a centre pin shown by dotted lines in the plan; the two glands
are longitudinally connected with each other by the connecting links h, h,
which are partly formed of gas pipe, the screw ends of which serve the purpose

page_text: of adjusting screws. The links are united to the glands by vertical joints, as
shown; and at the centre a double joint is formed, through which the crank pin K
passes, and completes the connection; the centre standard / has a pin fixed in its
centre upon which the crank m works; and upon the same pin the stem n' of
the indicator n likewise works. When it is desired to shift the switches, a man
takes hold of the handle p of the crank m, and gives the crank a half turn, as
shown by the dotted semicircle in Figure 7, and the indicator at the same
time performs a quadrant, as shown by the dotted line, likewise in Figure 7:
This movement of the cranks causes the glands to traverse along their respec-
tive guide boxes, and the rods assume the positions shown by the dotted straight
lines in Figure 6, thus bringing the switches in contact with the diagonal or
cross lines.
When the switches are laid for the cross lines, the indicator lies
upon the ground and allows the train to pass over it; but when right for the
line, as shown in the Drawing, the indicator stands upright, and indicates to
the engine man that the crossings are correct. This indicator is formed of a
flat disc like a target, and may be seen at sufficient distance for the engine
man to pull up if the switches are wrong. The indicator is held in its
upright position by its lower end working, as before stated, upon the centre
pin of the standard l, and it has a tail q formed upon its lower end which
abuts against the side of the standard when upright, then the chain o, fixed
to the stem n', and the crank m confines the indicator in its upright position
so long as the switches are right for the line, as shown in the plans. A rack
and pinion, or a socket lever, or any other suitable movement may be employed
instead of the crank movement described; but I prefer this to all others,
because the crank is dead at the centre, whichever way it may be laid, which
guarantees the security of the switches as the train passes over them.
Figure 9 is a modification of the same Invention, where the switches are
formed in the one case of two bars placed back to back to suit the different
inclination of the rails, and in the other, of a single bar when the rail is the
same on both sides; but whether a double switch be used as shown in
Figure 6, or that shown here, I recommend that in all cases the head or
centre of the switch be placed as shewn in this Figure, because whichever way
the switch is laid it is held in its place by the fixed stud pieces i, i; so that a
train passing over the switches has a tendency by its action to push the rails
out to keep the switches the more steady. By comparing Figure 9 with
Figure 6, this will be well understood. h, h, is the connecting link worked by
the bell crank m, which crank may be connected with a lever, cam, crank, or
eccentric, by means of the link n. The rod slides through the guides fififf,
which answers the purpose of the guide boxes and glands in Figures 6 and 7.

page_text: these guide pieces, as well as the guide boxes, are fixed in any usual, secure,
and suitable manner. By the movement of the bell crank, the connecting link h
is moved towards the right hand, and the rods e, e, are made to occupy the
position indicated by the dotted lines, the switches are then thrown into gear
with the other or cross lines. Figure. 10 is the same modification upon a
more complex plan; two lines are represented crossing one: it is thus
evident that this system may be adapted for any number. of lines crossing
another, and this gearing may be applied in cases. where an engineer may
prefer to employ moving or shifting rails for a line or lines to cross over
another without cutting the main line. This plan will be understood by
reference to the description of the last Figure; the parts are for the most
part the same, and as they occur are indicated by the same letters. Figure 11
is a plan, and Figure 12 is a cross section and end view of an adaptation
of my switches to form the points of a double crossing, where M, M, shew
the main lines, and y, y, one. pair of cross lines, and 2, 2, another pair
of cross lines; the intersections of the cross lines is shown by the dotted lines.
Thus, the bars D, D, of the switches, make the connection. with M, M, or the
main line, and the bars D', D', alternately make the connection with y, y,
and 2,; the switches are formed in the same way as those before described,
and joggle or stud pieces i,i, i, i, are provided. to limit the motion of the
switches, as before described. B shows the circular case in which the upright
shaft of the hand crank or lever works; upon the lower end of the upright shaft
a three-pronged crank is formed, and to one of these cranks or prongs the
connecting link h is united by a pin joint; each of the prongs catches into the
latch e as it passes over it, so that when the centre prong is held in the latch
as shown in the Drawing, the main line M, M, is complete, as drawn, but
when the handle is moved to the one side or the other, and the switch made to
complete either of the cross lines y or z, then the prong C, y, or C, z, is held
in the latch and retains the switch in its position; the latch C is depressed by
a man placing his foot upon the spring .S, which, when released, raises the
latch again; the rods h, h, connect the switches together. as in Figure 1, and
the switches are based upon timber, as before described, or are placed in
a cast-iron bed plate, or finished in any other usual and suitable manner; the
centre studs ff, work in cast-iron bed plates as in Figure 1.
No. 4. My next improved machinery and apparatus consists of a brake for
arresting the progress of an engine, and which may also be applied for clearing
the line of impediments placed or lying upon it. The best form of this brake
is shown in Plate 2, where Figure one is a side view, and Figure 2 an end
view of the same. It may be placed either in front, as shewn, or behind the

page_text: in
engine, but I prefer the front of the engine, because it is made then to act as a
means of clearing the line, as above stated. A shaft is placed across the fram-
ing C of the engine, and upon this shaft are fixed the two legs or levers E, E,
and to the lower ends of the levers are attached the shoes D, D, by the pins O; O,
of the connecting rod O', but, in cases where the connecting rod, O¹ would
not clear the timbering of the bridges, of the line, it may be omitted, and
the joints made by pins only; the cross bar may be either omitted or placed
higher; the parellel rods F, F, are used to keep the lower, surfaces of the
shoes parellel with the rails, and to give them a certain degree of steadyness;
the shoe is formed either of wrought or cast.iron, or of timber shod with iron,
with a flange upon its inner edge to correspond with the, flanges of the, wheels;
the back end is formed to the curve of the contiguous wheel, so that when it is
gear it impinges against it, and the flange of the wheel enters the groove s
formed in the shoe, and thus very materially adds to the stability of the
apparatus; the groove is shown clearly at S, in Figure 3, where A is an upper
plan of the shoe, and B the under side plan of the same; a rubbing piece of
wrought iron, or other metal, may be introduced into the under side of the
shoe, and secured by rivets, or other means, which can be renewed as it
becomes worn out by the friction of the rails when in contact with them. A
crank G is fastened upon one end of the cross shaft l, to which is connected
the link H, the other end of this link is connected with the lever I, working
upon the pivot K, by which the engineer can work the brake as circumstances
may. require; the cross shaft is connected by the carriage n to the frame C, in
the usual way, and the pin m makes likewise the connection of the parelle!
rod F at its upper end, and the pin p. at its lower end; the lever I may be
substituted by a screw, which may be made to act in a line with the connecting
rod H, for the purpose of working the apparatus, or any other fit and suitable
leverage may be adopted. When the engineer observes any thing upon the line
he is desirous to move with the brake, he depresses the shoes to within-a very.
short distance of the rail, which distance may be denoted by a stop placed upon
an arched segment, against which the lever I may work, or by any of the usual
means for the same purpose; and when he is desirous to stop the engine, he causes
the brake to come-into contact with the rails by moving the lever I further for-
wards, and if to stop the engine as short as possible, the lever is thrown forward
until it occupies the place shown by the dotted line, when the apparatus assumes
the position shown by the red lines in Figure 1, the effect of which is to raise
the engine a space equal to that included between the black and red lines q; q'.
The force required on the part of the engineer to produce this effect is very
trifling, because the momentum of the engines forces the shoe into gear as

page_text: soon as it is brought firmly into contact with the rails; the springs, by their
reaction, still keep the wheels upon rails, but the weight being transferred for
the most part to the brake, the tractive power of the driving wheels B is very
much reduced; at the same time such an extensive rubbing surface is brought
into action, that it will be sufficient to bring the engine to a dead stop,
although the steam may not be shut off. It is evident, by examining the
Figures, that any degree of retardation may be produced between that necessary
to bring up the engine and that slightly to check its velocity as in descending
inclined planes &c., by moving the lever more or less forward, and the lever-
age must be also sufficiently powerful, of whatever kind it may be formed, so
that the shoes may be drawn out of gear without stopping the engine.
No. 5. My next improved machinery or apparatus consists of an apparatus
to prevent collisions between trains upon the same line of rails; this apparatus
is shewn in Plate 2, where Figure 4 is a side view of the apparatus with an
engine in contact with it; Figure 5 a side view, with the apparatus attached to
the last carriage of a train, and Figure 6 is a plan of the same. The sledge or
retarder A is formed like a wedge with its superior end turned up, upon the
inner side flanges are formed so as to keep it upon the rails; the two sides
are united together by the cross bar F, the plate f, and the cross pieces f¹‚f',
and the sides are set to the same guage as the rails, so that an engine may
run upon it without difficulty; to the cross bar F, two buffers E, E, are fixed,
which correspond with other buffers formed upon the front frame of
the engine, so that when the engine comes in contact with the retarder
these buffers receive the concussion. The plate f is used in order to
unite the sledge as near to the point as possible, and still to allow a free
passage to the flanges of the wheels; to the cross pieces f¹, f¹, the spring
pieces g, g, are fixed, which form shafts for the wheels D, D, upon which
the apparatus is carried when out of gear; h is a counterbalance weight
to counterpoise the weight of the sledge, so that a man can move it along the
line, like a truck, with great facility; the coupling i is formed for the purpose
of connecting the sledge with the train, in the usual way, by means of the
joint m and pin l. The retarder or apparatus, when out of action and con-
nected with a train, is attached to the last carriage, as shewn in Figure 5;
then the sledge rides free above the rails, and is suspended by the spring
pieces g, g; but should an accident happen, which would stop the train, one
of the conductors immediately detaches the retarder, and runs back with it
and places it five or six hundred yards behind the broken-down train; then,
should not the engineer of the following train observe the train before him and
stop his engine, the engine would run into the retarder and would become a

page_text: sledge; the driving wheels, if not stopped by the great resistance which would
now be opposed to them, would skid round in the retarder, and would have
no power to move forwards: no violent concussion would take place, but
the engine would slide along a certain short distance in the retarder, when
the train would be brought to a stand still; a hanging frame C¹ must be
formed from the engine frame C, and the buffers, usually placed upon the
head board, transferred to the lower frame, or other buffers K placed there.
As I do not consider it would be the best plan to make the superior end
of the retarder A so high as to meet the buffers placed on the head board
in the usual manner, the flange of the sledge A may be either continued
all along, as drawn, or may be made in detached pieces at certain intervals
in the length, as may be found the best. In the case of a swift train over-
taking a slow one in a fog or at night, the swift engine would run into the
retarder, and the same effect upon the engine and train would be produced, as
before stated; viz., that it would be brought to a stand, and the only effect
produced to the slow train, behind which the retarder was travelling, would be
that it would be torn away from its fastenings; for the purpose, therefore, of
meeting a case of this nature, it will be advisable to make the fastening such
that it may be torn away without the last carriage being subjected to any
violent shock; with this view the pin 1 may be of oak or hard wood strong
enough to drag the retarder, but sufficiently weak to give way in the case
mentioned.
No. 6. My next improved machinery or apparatus is my animal locomotive
or machine for multiplying the velocity of beasts of burden; three modifications
of this Invention are shown in Plate 3.
Figure 1 is a side view, and Figure 2 a front view of a machine in which
an animal produces motion in the machine by his weight and the muscular
force of his fore legs alone. This is effected thus: upon the shaft of the driving
wheels B, cranks D are formed in the same manner as for a locomotive,
excepting that the cranks are opposite, and not at right angles to each other
as in a locomotive; to the cranks are attached the connecting links G, G,
and to these are likewise connected the treadles E, E. The horse or other
animal I then alternately depresses the treadles E, E, by his fore legs, and
thus the wheels B, B, are turned round in the same way as in a steam engine
or in a grinder's barrow; the effective force of the animal is increased by using
the strap or band I which passes over his back, thus enabling him to exert the
muscular force of his fore legs as in the act of lifting or getting up; the power-
ful and broad belly band K is secured to the framing, and is placed to catch
the animal in the case of his falling or the treadles breaking; the partition

page_text: ;
board L is placed between the legs to prevent the animal, by any chance,
placing his foot upon the wrong treadle. A is the paving of the machine
C, the passive wheels; F, the joints upon which the treadles move, and are
fixed to the cross framing of the machine, as shown the same letters apply
to both Figures, and the description, so..far as the parts are shown in each,
applies likewise. Another modification of this machine is shewn in Figures 3
and 4, in which the animal exerts the force due to his muscular power alone,
as in the act of drawing a load. Figure 3 is a side view, and Figure 4 a plan
of the machine; cranks D, D, are formed upon the shaft of the driving
wheels B, B, as in the last described. machine, and connecting rods G, G,
are connected with the cranks, as before, but. the rods are now placed in a
horizontal position, and are connected with the vertical links G, G; to the
lower ends of the vertical links G¹, G, are attached the front ends of the
treadle bars E, E, and the after ends of the bars E, E, are attached to the
vertical links M, M; thus the treadles are suspended the vertical links G¹
and M; upon the bars E, E, boards are fixed upon which the animal stands,
and exerts his force as in the act of walking and drawing. Another method to
support the ends of the treadles will be to use friction wheels instead of the
hanging links M, M, but I prefer the method drawn; a board may be
placed to separate the legs of the animal, as shewn in L, in Figure 1; the
animal is yoked in a collar, and the drag chains I are fastened to the framing,
so that the horse, as drawn, is in the same position as if placed in a cart;
a platform P is placed forward for the animal to. rest bis fore legs upon,
a shutter a partition upon hinges L, so that the animal in the act of working
shall always step upon the treadles; this partition shuts down when the animal
is placed in the machine or withdrawn from it, the treadle bars E, E, pass
under the platform P, as shown by the dotted lines, and pass to the hanging
links G, G, as shown; the dark foot-marks H, H,, H, H, in Figure 4, denote
the position of the feet of the animal upon the treadles and platform.. A is
the framing; C, C, the. passive wheels, and the rails throughout the plate are
denoted by the red shading.
and
No. 7. My next improved apparatus is shown in Figure 5. In this instance
the horse is represented as in the act of drawing upon the common road, and is
yoked, as in a cart, between the shafts or springs B; the shafts or springs B
are raised or depressed by means of the screw F and handle E; a cross
piece G connects the two shafts or springs together, and a nut is fixed into
the cross piece in which the screw F works; the toe of the screw works in the
fixed cross piece K, and thus, by turning the screw, the rise or fall in
the springs B is produced; a powerful girth passes round the animal as

page_text: far forward as possible, and is fastened to the shafts, as shewn, so that when
the animal has started the machine by his weight and force, as in starting
a load in a cart, the springs or shafts are gradually screwed up as the velocity
of the animal. increases so as to carry a certain proportion of the horse's or
animal's weight which becomes then transferred to the machine, and the
horse will take longer steps and longer springs or leaps, as in galloping, in
the same way as a man upon a velocipede. Any other suitable method may
be adopted to fix or sling the animal than that drawn, either by a spring,
like a coach spring, fixed to suitable framing placed over the horse's back,
with any screw or lever method to produce the object of relieving the horse of
his weight as his velocity increases, which is the particular object of this
combination. The machine may be made as drawn, or the horse or other
animal may be placed in front of the carriage, which is the better method.
Figures 6 and 7 is a substitution for the crank motion shewn and described
in Figures 1, 2, 3, and 4, in which Figures it is necessary that the animal
should time the movement of his feet conformably with the position of the
cranks; but substituting the ratchet motion shewn, it will be immaterial
whether a long or short step is taken, or both feet applied at once, the
requisite movement of the driving wheel will be produced; the action is as
follows-B is the shaft of the driving wheels; C, a ratchet wheel fixed
upon it; D, the crank or sheave of the ratchet, working loose upon the
shaft; E, the paul taking into the ratchets, united by a pin, in the usual way,
to the sheave or crank D; F is the tail of the sheave upon which the counter-
balance A is fixed; the distance of the weight from the centre of the shaft B
is regulated by the weight of the connecting rod G, and the treadles con-
nected with the fore end of the sheave, and this is kept in its place by the
set screw S; the weight of the counterbalance and its leverage must be such
as to bring back the treadle the moment the animal has lifted his foot;
when the sheave goes back and the paul falls into another ratchet, the animal
again applies his feet and force to the treadle, and a new impulse is given to
the wheels. Figure 6 is a section, and Figure 7 a place of this contrivance;
Figures 8, 9, and 10, are three views of a compound variation of the above-
described method to produce a rotary motion from a reciprocating one, by
which a forward or backward motion may be produced by merely changing
the pauls from the forward or backward ratchets: the general construction
of the ratchets and sheaves is the same as in the last-described Figures, but
here two ratchets and sheaves, one right hand and the other left hand, are
placed side by side upon the shaft, and the connecting links G, G, upon opposite
sides of the shaft B, are connected with the same treadle, so that by throwing

page_text: into gear with the ratchets either the left hand or right hand pauls, a forward
or backward movement is produced upon the machine; the pauls are con-
nected together by the lever 1, 1, and the jointed rods m, m, so that by a
simple movement of the lever K the one ratchet is withdrawn and the other
thrown into gear, or, when the lever K is vertical, both pauls are disengaged.
The apparatus, as shewn in the Drawing, is adapted for the particular machine
shewn in Figures 1 and 2, where the action of the animal is a vertical action.
To apply it for the modification shewn in Figures 3 and 4, when the action
of the animal is horizontal, either the crank or sheave D must be made at
right angles to the tail F, so as to allow the counter-balance weight A to act
by its gravity, and the horizontal treadles must be connected at once with the
crank or sheave D must be still vertical, as above described, and the connecting
rods G connected with the vertical links G', G', as shewn in Figures 3 and 4,
the counter action of the treadles may be produced by a spring or other suitable
method, likewise the change from a forward to a backward motion, and "vice
versa," may be effected by making both ratchets and sheaves or cranks loose
upon the shaft, and placing on each side clutches, sliding upon the shaft in the
usual way, and throwing the one or the other clutch into gear with the right
or left hand ratchet and sheave or crank as it may be desirable: the same
letters refer to the same parts of the various Figures, as each is respectively
shewn in the Drawing. Figure 8 is a side view and section; Figure 9,
an end view, and Figure 10 a plan of same; Figures 11 and 12 is a modifi-
cation by which an increased or diminished leverage may be produced upon
the crank or wheels, when the machine is either at rest or in motion, so
that a longer lever may be applied when most force is required, videlizet,
at starting the machine, and a reduced leverage and more rapid movement of
the wheels when the carriage is in motion. The general form of the ratchets
and counterbalance is the same as that before described; but the crank end
is made longer, so that the end of the connecting link G, which is fixed to
the crank D in the former cases by a pin joint, slides along the crank and
approaches to or recedes from the centre of the shaft by means of the screw I
and sliding nut K, so that by turning the handle H, the nut K is brought,
by means of the screw I, to the extreme end of the lever D, and the link G
then occupies the position shewn by the dotted line. Then, as the velocity
increases, the nut is advanced by the same means towards the centre, the
leverage is diminished, and consequently the velocity of the wheels is increased
by the same movement of the animal's feet. Figure 12 is an end view of the
lever D, link G, nut K, and screw I. Figure 13 is a modification of the same
Invention, the only variation being in the form of the lever D, and the sliding

page_text: nut or apparatus K. Here the lever is a solid lever, and the nut K a hollow
socket sliding along the lever. This is moved forwards or backwards by the
handle H. The spring I is formed at its lower end into a bell crank, and fixed
to the stem of the handle by a pin joint, which, when the spring is compressed
and brought close to the handle, as it will be when a man grasps the handle
and spring in his hand, lifts the latch in the lower end, which latch fits into
the notches n, n, n, and the socket and connecting link may then be advanced
or drawn back along the lever. When the spring and handle is let go, the
latch falls into the notch, when the nut or socket K is held securely upon
the lever. The variation is thus evidently produced, as in the last Figure,
and the link G made to occupy any position, with respect to the lever, as may
be desired. Figure 14 is an end view of the same Figure, lever D, handle H,
spring I, latch M.
No. 8. My next improved machinery or apparatus consists of a machine
to place or replace an engine or carriage upon the rail. This machine is an
adaptation of the hydraulic press for the purpose of a lifting jack. Figure 1,
Plate 4, is a side view, one half shewn in section; Figure 2 a plan partly
shewn in section; and Figure 3 an end view partly shewn in section. The
same letters refer to the same parts of the machine in each Plan, and the
description refers to each Figure, so far as the parts are shewn in each. A is
the end rail of the framing of an engine or carriage which may be required
to be placed, upon the rails; B, two cylinders or tubes of wrought iron or
other metal furnished with stuffing boxes and leathers in the manner usually
employed in hydraulic presses. Rams or pistons C, C, work in these tubes in
the usual way, and the upper ends of the rams are provided with notched ends
or otherwise, as may be found convenient. E is a force pump fixed horizontal
upon the plank L. e, is a metal block in which the channels are formed for
the channel's valves and adjusting screws, the general arrangement of which
valves and screws is the same as in the hydraulic press; but I form it in this
manner in order to avoid the use of connecting pipes and the usual fittings,
which would be very liable to be broken or deranged. F is the plunger of
the force pump E, worked by the bell-cranked lever G; H, a cistern to hold
water to supply the pump, which is introduced into the pump through the
lying valve, which is kept in its place by a spring in the usual manner.
When the pump is set to work, the water lifts the vertical valves d, d, and
passing through channels, clearly shewn in Figures 1 and 2 in section, enters
the cylinders or tubes B, B, and thus raises the rams or pistons C, C. The
water may be prevented entering either of the cylinders, as may be desired, by

page_text: screwing down the screws S, S, over either of the vertical valves, when the
entire force of the pump will then pass by the free valve, and enter the cylin-
der to which it belongs. This adjustment may be necessary to keep the
engine or carriage level, and the same adjustment may be made by stopping
the pump, and letting out the water from the waste holès P, P, by screwing
back either of the adjusting screws O, O. The two barrels B, B, are fixed
upon a strong plank about four feet asunder, and the basement plate connect-
ing them together is formed of a wrought-iron plate rolled, with a rib down
the middle. This rib is bored to the requisite distance from each end, and
thus the channel is formed for the water from the pump to the cylinder.
The cylinders are formed with flanch ends, and the joints made with the base-
ment plate in the usual way, either with a rust joint, or lead, or other jointing.
The upper plank L slides upon the long plank M, which is laid across the
rails, and the projecting end supported with blocks of timber or in any other
ready and convenient manner. The plank M has fixed down the centre the
notched plate n, the centre of which sinks about an inch and half below the
surface, thus forming a longitudinal groove, within which slides a bar of iron
fixed to the under side of the plank L; thus the upper plank L is steadied,
and cannot get out of position. When the engine or carriage is lifted, the
bar K is hooked into the link i, and the toe of the bar inserted into one of
the notches of the plate n; then a man bearing down the end of the bar
drags the apparatus and engine or carriage towards him, the whole sliding
upon the plank M. When the engine or carriage is adjusted over the rails,
the adjusting screws are screwed back, and the water escapes through the
waste holes p, p, when the rams descending the engine or carriage is placed
upon the rails.
This object being effected the water is thrown out of the
cistern H, and the apparatus placed in the tender or other place provided for
it. In some cases a single cylinder and ram may be employed with a vertical
pump, and for other purposes besides that described; likewise the cylinders may
be substituted by screws, the other general arrangements being the same; also
pipes or fittings for the water chanels, or other suitable way than that shewn.
No. 9. My next improved machinery or apparatus consists of a machine or
apparatus for making signals, the peculiarity of which consists in conveying
the signal a mile or any convenient distance from the station, the object being
that the engineer may pass the signal post, and have distance and time suffi-
place for stopping. The
rient to stop the train before reaching the station or
machine for a light is shewn in Figure 4. A is a lamp-post; C, a lantern
of any peculiar shape, with bulls'-eyes on three sides, or it may be formed of

page_text: glass, like a street lamp, or in any other manner; C is the lamp with reflectors
behind the light in the usual way; B is a shade supported upon the vertical
rod e, passing through the post, and united by a joint at its lower end with the
bell crank F, to which is likewise suspended the ball or weight M. To the
other end of the crank Fa joint is attached with which is connected a strong
wire-g, which-is led like a bell wire, by proper-connections, to the crab-h,
placed in a room of or near the station house. The wire or a chain or rope
united to its end is fastened to the barrel of the crab h, which coils round the
barrel; then, when a man turns round the handle k, by means of the pinion
fixed on the handle shaft, and the barrel wheel denoted by the circle n, the
barrel is turned round, and the chain or rope or wire is coiled round the
barrel, the wire drawn in, and the crank F made to occupy the place shewn
by the dotted line, when the verticle rod e and shade Bare raised, and the
light concealed. The counterbalance M is employed to keep the connecting
line g always stretched. In places where gas is employed a large gas-burner
may be substituted for the lamp, and the rod e made to communicate with a
stopcock, so that by raising or depressing the rod, the gas may be turned on
or off; then a small concealed jet of gas may be always burning, so as to
inflame the larger jet when the rod is raised by the apparatus.
Thus a
powerful light may be used when needed, and when not required the gas may
not be wasted. The apparatus, as drawn, is a night signal, or to be use
when the weather is so dark that other signals cannot be seen; but for a day
signal, it is merely necessary to employ a post, so as to raise ä vane or vanes
like a telegraph; a spar, for example, fixed at the top of the lantern. When
it is required to use the telegraph a man may make the necessary and self-
evident connection between the rode and the link of the telegraph, which
link being made with a bell crank, when the rod e is raised, may cause the
telegraph link to lie horizontally, and when the rod e is depressed to stand
vertically, or the apparatus may be formed double, so as to work both tele-
graph and the lamp at once, whether by day or night.
No. 10 My next improved machinery or apparatus is a hydrostatic chair
or seat to destroy the vibration of the railway carriages shewn in Figures 9
and 10. This consists of the outer case C, formed with.a double bottom,.
dividing it into two parts, the upper in which the seal floats, and the under
forming a receptacle for the superfluous water. The inner case or box B has
a space all round it of about an inch clear, and the top of the outer case and
the bottom of the inner floating box is bound round with a loose hemp gasket
or other suitable packing to prevent the sides of the cases from touching, and
to act as guides for the seat. The seat is raised by a person pumping up the

page_text: water from the lower or waste box D by means of the syringe D; the seat is
lowered by the cock f being opened by the wire or string g, and allowing
the water to flow out into the waste box; the waste pipe i is placed as high
as it is proper the water should rise in the upper box without overflowing,
so that the water returns by it to the waste box. The cases or boxes may be
made of any suitable materials, but I consider sheet iron the best. Figure 9
is a section and side view, and Figure 10 a front view. A is the seat formed
in the same way as a chair or other seat; h is the section pipe of the syringe;
and the line n denotes the floor of the carriage.
:
No. 11. My next improved machinery or apparatus is a machine or ap-
paratus by which a carriage may be taken up and attached to a train without
stopping the train. Figure 11 is a side view and section, and Figure 12 a
front view. A is the fore wheel of the carriage to be taken up; x, the
axle. Upon the axle is placed the sheave F; within which, coils the rope C.
The sheave runs loose upon the axle, and is thrown in and out of gear with it
by the clutch D, worked by the lever e. The end of the rope is made fast to
the sheave, and the rope coils over itself: The rope may be of any convenient
length; about 100 yards I consider sufficient. B. B, are two supports depend-
ing from the framing of the carriage to support the axle more steadily; L is
the framing of the last carriage of the train. To; the side of the framing
is fixed the hook K. A post h is placed at a proper distance, upon which is
fixed the hook or bolt i. The ring g, fastened to the end of the rope c',
is then hooked upon the bolt i, the hook K of the passing carriage hooks into
the ring, and carries away the rope, which then drags the carriage to which the
pulley is attached along with it; but the carriage is dragged after the train by
a velocity so much slower than the train as is due to the quantity of rope.
uncoiled for every revolution of the wheel A; for example, if the train passed
over 5 yards, and the rope uncoiled 4 yards, the space passed over by the
carriage at starting would be one yard, or one fifth the velocity of the train;
but the velocity of the carriage is encreasing as the coil of rope; becomes.
less, and it moves slower than the train until all the rope is unwound; then,
afterwards, the rope winds upon the axle, when the carriage then moves
at a greater velocity than the train, and in the same proportion as the rope.
coils up, when it at last overtakes the train....Then, when it has arrived close
up to the last carriage, a bolt is fixed into the drag link, and the clutch is
thrown out of gear, and the carriage is then united to the train the same as
the rest. In this instance the sheave and apparatus is applied to the carriage,
but it may likewise be applied to the engine or, tender; and the best place
to fix it would be outside the wheels, lengthening the shaft, and hanging the

page_text: sheave upon it. And as regards the operation of taking on the coach, the
link or ring i of the rope will hook into the hook K, instead of the ring into
the hook, as before described, and the rope C will coil round the reverse way
to that shewn in the Drawing. The carriage is of course placed in a siding,
and it enters the line by a switch in the usual way.
No. 12. My next improved machinery or apparatus is a machine or
apparatus for connecting or disconnecting a train with a ground rope whilst
the
rope is in motion.
Figure 13 is a side view, and Figure 14 a front view. C is the cable or
rope; A, the fore wheels of the leading carriage; B, the framing of the
carriage. A stage is fixed to the front of the carriage, upon which is erected
the standard or frame f. f. A verticle bar of iron D is connected with the
train by the link g, and suspended to the frame by the chain g', which coils
round the barrel i. The lower part of the bar is formed into a kind of broad
hook, the under side being formed like a latch, and the face rounded longi-
tudinally, and hollowed to receive the rope. When the rope is detached it
occupies the position shewn by the dotted lines; and the bar D, when about
to hoop up the rope, occupies the position shewn by the red lines in Figure 13.
Then, by turning the handle h, the bar is lifted up, and brings the rope with
it, which is then tightly held or jammed, as in clams, between the broad hook
of the bar and the pieces e fixed to the framing. At first the rope slides
through the clams, and prevents concussion; but as the train gets into
motion the sliding is less and less, until the train attains the full velocity of
the rope. A ratchet is placed upon the axle of the windlass, so as to hold up
the bar; but, in order instantaneously to disengage the rope, a bar k is pro-
vided, which works on a joint l, so that at any moment the bar D may be
thrown on one side, shown by the red lines in Figure 14, when the rope drops
down, and the velocity of the train it checked by the drags or brake in the
usual way. The fingers p', p', are placed in order that the rope may be pre-
vented following the hook of the bar D when the rope is required to be
thrown down. The upper part of the standard f is formed rounding in such
way as to allow full play to the upper end of the bar D.
No. 13. My next improved machinery and apparatus is a wheel adapted to
run upon the common road or upon the rails of a railway.
Figure 15 is a side view, and Figure 16 a cross section, of the wheel. The
wheel is formed, as shewn, as if the conical railway wheel were placed outside
of the common wheel. If the wheel be formed of wood, the fellies should be
broad enough to take both tires. The outside tire may be the same as that used
for a railwa
and the road tire the same as usual. I consider 1inches

page_text: sufficient difference in the radius of the two wheels." The best mode.to fix the
spokes will be, as shewn, alternately to cross them. The nave would be best
of cast iron, in the 'usual way. The only part of the wheel which I claim' as
my Invention-being the form of the ring, any usual method may be used, and
any material employed. The best mode to form the ring will be to make the
wheel in the usual way; and then shrink the railway tire b, b, upon it. Then,
when this is turned in the lathe; and the edge likewise, the road tire c, c, may
be shrunk on afterwards, in the usual way, or the tire iron may be rolled-to
the entire shape, and the wheel put together, upon the usual, railway 'system.
D'is the nave; e, the axle; and f, the spokes.
No. 14. My next improved machinery and apparatus is a machine or low
truck for the purpose of carrying goods or other materials upon a railway."
Plate '5; Figure 1 is a, side-view; Figure 2, an end view; and Figure 3;
a plan of the machine. The same letters refer to the same parts of the
machine in each Figure, so far as the parts are shewn in each. "A is the
framing of the machine, which is suspended below the axle in the usual way;
B; the hind wheels connected with the shifting frame C, which frame is held
in its place by the bolts D; D, D; D, or by any other usual-and suitable
means. E, E, are two eccentrics hung upon the cross shaft F, upon one end
of which shaft the ratchet G is hung, and upon the other the head I, into the
holes of which the lever K is inserted when it is required to turn the shaft F
round so as to bring the eccentrics into contact with the rails" or otherwise!
Lis a windlass placed upon the front bar of the machine, 'round 'which a rope
coils, so that when a carriage is required to be placed upon the machine, one
end; of the rope is made fast to the carriage, and the other and to the windlass.
Then a man turning the windlass round: by means of the handle M; the
carriage is drawn upon the machine. The machine is connected to the train
by means of the coupling N, in the usual way'; and the diagonal bars are
placed as shewn, in order that the concussion of; the train may be transferred
to the main: frame of the machine: A, 0, 0, 0, 0, are the wheels of a car-
riage placed upon the machine. The body and carriage is omitted in the
Drawing, as it is not material to the explanation of the Invention that they
should be shewn. The mode of operation isras; follows: When- a carriage
is required to be placed upon the machine the eccentrics are brought upon the
rails, and made to occupy the position shewn by the red lines in Figure 1; the
effect of which is to raise the end of the carriage to which the shifting.frame
and wheels are attached a space equal to that included between the shaded
line x and the red line y, and to support it whilst the frame C and wheels B
are withdrawn. Then, the eccentrics are turned back until they occupy the

page_text: position shewn in the Drawing, when the end of the machine is lowered to
the ground, and occupies the position shewn by the blue lines Z, Z. The
carriage is then brought to the machine. The rope from the windlass is made
fast to it. The floor of the machine being formed into an inclined plane, the
carriage is dragged upon the machine by 'the windlass with great facility.
When placed upon the machine the eccentrics are again brought into the
positions shewn by the red lines, which raises the end of the machine. The
shifting.frame C and wheels B are connected with the machine, and made
fast by the bolts D.. The eccentrics are then brought into the position shewn
in the Drawing, riding clear. of the rails. The ratchet G and paul H are pro..
vided to retain the eccentrics in any position they may be placed in. The
best way to effect all these operations is to place the machine upon a turn-
table, the fore wheels and the eccentrics being, upon the table,. when the
machine can be disengaged' from the wheels, and placed, to receive the car-
riage, in a very simple and easy manner. The same operations apply if-the
machine is employed for goods or cattle or any other purpose....
.
No. 1. In my improved machinery.or apparatus described under No. 1,
I claim as my Invention the employment of the safety guide rail as described
and shewn and applied.:::.
No. 2. In my improved machinery and apparatus described under No. 2,
I claim as my Invention the particular modification, above described of the
double switch for a single crossing, the change of the rails being effected by
the frame and transverse movement; as shewn.
No. 3. Under the head No. 3, in the adaptation of my improved switches
for points, or crossings, I claim, as in Nos. 1 and 2, the application of my
double switch for this purpose; and I claim the gearing, or apparatus for
working the switches, as described, and shewn.
No. 4. In my improved machinery and apparatus described under No. 4,
I do.not claim the using a shoe or stopper as new; but I claim the combination
of machinery described and shewn for applying the same.
No. 5. In my improved machinery and apparatus described under No. 5, I
claim the cradle or sledge described as new, both in principle and detail;
that is to say, I claim, both the employment of a sledge for the above purpose,
and the combination of machinery by which I apply it as above described.
No. 6. In my improved, machinery and apparatus described under No. 6,
I claim the combination of machinery above described and shewn for applying
animal power to the purposes, there mentioned.
No. 7. In my improved machinery, and apparatus described under No. 7, I
claim as my Invention the adaptation of the machinery described to the purpose
مان من

page_text: of relieving an animal drawing a load of its weight as the velocity increases.
The substitution of a ratchet motion for the crank in Plate 3 as described,
I claim in its application to the particular purposes there mentioned, and
not as new in itself. Likewise I claim the combination of machinery drawn
and described for increasing or diminishing the leverage of the crank as the
velocity decreases or increases, as proposed to be substituted for the crank
described in Plate 3.
No. 8. In my improved machinery and apparatus described under No. 8,
I claim the adaptation of the hydraulic press to the purposes described, and
the combination of machinery by which it is applied. Likewise the employment
of stationary and sliding planks and of screws; and the combination of
machinery described and shewn.
No. 9. In my improved machinery and apparatus described under No. 9,
I claim the peculiar combination of machinery described and shewn under
Figure 4 of Plate 4; and I likewise claim the employment of gas in the
manner described.
No. 10. In my improved machinery and apparatus described under No. 10,
I claim as my Invention the apparatus by which a chair or other seat is sup-
ported or made to float upon water, by whatever particular modification of
machinery the same may be effected.
No. 11. In my improved machinery and apparatus described under No. 11,
I claim as my Invention the sheave and rope, and the combination of
machinery described, by which a gradually increasing velocity is produced
upon the carriage taken up.
No. 12. In my improved machinery and apparatus described under No. 12,
I claim as my Invention the combination of machinery described and shewn
for connecting or disconnecting a railway train with a ground rope whilst the
latter is in motion.
No. 13. In my improved machinery and apparatus described under No. 13,
I claim as my Invention the use of a ring or periphery of the form described
and shewn.
No. 14. In my improved machinery and apparatus described under No. 14,
I claim the shifting frame, eccentric, wheels, and ratchet as applied and
shewn, or any other modification of machinery to effect the same purpose of
detaching the wheels and lowering and raising the machine.
In witness whereof, I, the said William Joseph Curtis, have hereunto
set my hand and seal, the
1ight hundund and thinte nine
day of
One

page_text: AND BE IT REMEMBERED, that on the Twenty-eighth day of February,
in the second year of the reign of Her Majesty Queen Victoria, the said
William Joseph Curtis came before our said Lady the Queen in Her Chan-
cery, and acknowledged the Instrument aforesaid, and all and every thing
therein contained and specified, in form above written. And also the Instru-
ment aforesaid was stamped according to the tenor of the Statute made in the
fifty-fifth year of the reign of His late Majesty King George the Third.
Inrolled the Twenty-eighth day of February, One thousand eight hundred
and thirty-nine.