An Improved Method of and Apparatus for Taking Up and Putting Down Passengers and Goods at Railway Stations.
Year: 1891

page_text: Date of Application, 7th Sept., 1891
Complete Specification Left. 3rd June, 1892-Accepted, 6th Aug.. 1892
[Communicated from abroad by FELICE BIANCHI, of Corso Pa. Ticinese, Milan,
in the Kingdom of Italy, Merchant.]
An Improved Method of and Apparatus for Taking Up and Putting
Down Passengers and Goods at Railway Stations.
1, WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake & Co., Patent
Agents, 45 Southampton Buildings, in the County of Middlesex, do hereby declare
the nature of this invention to be as follows:-
My invention has for its main object to enable passengers to enter and alight
from railway trains without the necessity of stopping the latter.
According to my said invention I provide a carriage designed for service between
two stations, which is hereinafter referred to as the station carriage.
This carriage has compartments corresponding to the different classes, and
spaces for the storage of luggage and as also for a windlass serving to effect the
coupling whilst the train is in motion.
The passengers enter the station carriage at or near the station on a side line
which is a little higher than the main line.
The train which passes in front of the station, where the beforementioned carriage
is in waiting although relaxing its speed, does not stop but couples with the station
carriage by means of a cable provided with a hook and wound upon the drum of
the aforesaid windlass. The station carriage is then drawn along by the train by
means of the above mentioned cable.
As soon as the tension of the cable has overcome the inertia of the station
carriage the drum of the windlass is caused to turn and the cable is wound upon
the drum until the station carriage has reached the carriages of the train which.
precede it. This operation may be effected by hand or preferably by utilizing the
rotation of one of the rear axles of the carriage transmitted by means of an endless
belt or chain to the drum of the said windlass. As the station carriage approaches
the other carriages of the train its speed must be regulated by means of a brake.
The transmitting gear comprising the above-mentioned endless belt or chain
must be disengaged before the distance between the station carriage and the other
carriages is completely traversed, in order to avoid, shocks. When once the
connection has been effected, an ordinary coupling is set in action and the hook of
the cable wound upon the windlass is disengaged.
The passengers who have just entered the station carriage of the train pass on to
the other carriages, and the station carriage is then occupied by the passengers who
have to alight at the following station where another similar station carriage is
held in readiness for the arrival of the train, a switch of any known system being
employed for moving the points of the line so that the station carriage upon its
arrival at the following station will be shunted upon the aforesaid side line after
having been uncoupled from the train to which a carriage kept in waiting on this
side line is then connected.
In order to lessen the speed of the carriage, one of the axles is caused to perform
the work corresponding to the production of the vacuum in a cylinder with which
the said carriage is provided causing the piston to move away from the bottom of
this cylinder. For this purpose it is sufficient to engage the central toothed part
of a rod with a pinion keyed upon the axle, which is effected by means of a hand-
wheel rack and pinion.
The arrangement is such as to utilize during the starting of the train, the power
absorbed in arresting or lessening the motion of the latter. To attain this obiect¨¨*

page_text: the said rod must be free to obey thesattion of the atmospheric pressure tending to
move the piston back to the bottom of the aforesaid cylinder, and cause the toothed
part of this rod to act upon either the above mentioned pinion when it is desired
to bring the carriage back, or upon another pinion when it is necessary to push it
forward.
The last mentioned pinion transmits in its turn the movement to a pinion keyed
upon the same axle, and adapted to gear with the crown of one of interiorly
toothed wheels of the vehicle.
In an arrangement in which one or the other of the first mentioned pinions forms
one piece with its axle or in which both can be made separately these pinions are
provided with lateral teeth designed to engage with the teeth of a toothed muff
secured upon their axles. The said pinions are loose and may be caused to slide
upon their axles by means of a fork having three prongs adapted to be displaced in
a direction perpendicular to that of the axles of the vehicle. Two of the prongs
present inclined surfaces, the inclinations of which are in opposite directions to each
other. The intermediate prong is provided with two inclinations in opposite
directions which neutralize each other.
In proportion as the fork is more or less moved forward in a direction perpen-
dicular to the axles of the vehicle one of the afore mentioned pinions is connected
with the muff keyed upon its axle or the other pinion is connected to the second 2
muff also keyed upon its axle, or the two pinions are disengaged at the same time
from their respective muffs. Independently of these arrangements my invention
comprises the general arrangement of the station carriage provided with a vacuum
brake as hereinbefore described.
Dated this 7th day of Santember 1801
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.
COMPLETE SPECIFICATION.
An Improved Method of and Apparatus for Taking Up and Putting
Down Passengers and Goods at Railway Stations.
I, WILLIAM ROBERT LAKE, of the firm of Haseltine Lake & Co., Patent
Agents, 45 Southampton Buildings London, W.C. do hereby declare the nature of
this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-—
3
My invention has for its main object to enable passengers to enter and alight 3
from railway trains without the necessity of stopping the latter.
In the accompanying drawings
Figure 1 is a plan and
Figure 2 an elevation showing in-diagram a station carriage.
Figure 3 is a plan of the railway line and
Figure 4 a section of the embankment in proximity to the station.
Figures 5 and 6 are a longitudinal and transverse section representing the brake
mechanism.
Figure 7 is a front elevation of the support which allows the passage of the
toothed rod.
Figures 8 and 9 show an arrangement in which one or the other pinion
employed forms one piece with their axle or on which both can be loose.
4
According to my said invention I provide a carriage designed for service
between two stations, which has compartments CDE etc. corresponding to the
different classes, and spaces for the storage of the luggage the space E being for 5
a windlass serving to effect the coupling whilst the train is in motion.
The passengers enter the station carriage at F on a side line H, H (Figures 3
and 4) which is a little higher than the main line.

page_text: The. train which passes, in front.of.the.station.where the carriage-F (Figure 4)
is-in waiting, although relaxing its speed, does not stop but couples with the station
carriage Fat G by means of a cable provided with. ai hook- and, wound upon the
drum of the windlass El. The station carriage is then drawn along by the train.by
means of the cable in the manner represented on the right hand side of Figure 4.
'As soon as the tension of the cable has overcome the inertia of the station
carriage the drum of the windlass placed in the stem. E is caused to turn and
the cable is wound upon the drum until the station carriage has reached the
cariages of the train which precede it. This operation may be effected by hand or
preferably by utilizing the rotation of one of the rear axles of the carriage trans-
mitted by means of an endless belt or chain L to the drum.of.the windlass.
As the station carriage approaches the other carriages of the train.its speed must
be regulated by means of a brake.
The transmitting gear comprising the above-mentioned endless belt or chain
must be disengaged before the distance between the station carriage and the other
carriages is completely traversed in order to avoid shocks. When once the
connection has been effected, an ordinary coupling is set in action and 'the hook of
the cable wound upon the windlass E' is disengaged.
The passengers who have just entered the station carriage of the train pass on to
the other carriages, and the station carriage is then occupied by the passengers who
have to alight at the following station where another similar station carriage is held
in readiness for the arrival of the train a switch of any known construction being
employed for moving the points of the line so that the station carriage upon its
arrival at the following station will be shunted upon the side line H H after having
been uncoupled from the train to which a carriage kept in waiting on this side line
is then connected.
The above mentioned brake is represented in Figures 5 and 6 which show a
longitudinal and a transverse section respectively.
In order to lessen the speed of the carriage, one of the axles is caused to perform
the work corresponding to the production of the vacuum in the cylinder A by
causing the piston B to move away from the bottom of the cylinder. For this
purpose it is sufficient to engage the central toothed part of the rod B' with the
pinion D keyed upon the axle, which is effected by means of the hand wheel F
racks Hand pinions C.
The arrangement is such as to utilize during the starting of the train the power
absorbed in arresting or lessening the motion of the latter. To attain this object
the rod B¹ must be free to obey the action of the atmospheric pressure tending to move
the piston B back to the bottom of the cylinder and cause the toothed part of this rod
to act upon either the pinion D when it is desired to bring the carriage back or
upon another pinion E' when it is necessary to push it forward.
The pinion E transmits in its turn the movement to the pinion K keyed upon
the same axle, and adapted to gear with the crown of one of the interiorly toothed
wheels of the vehicle.
In the arrangement shown in Figures 8 and 9 in which either the pinion D or the
pinion E forms one piece with its axle or in which both can be made separately these
pinions are provided with lateral teeth designed to engage with the teeth of the
toothed muffs MN secured upon their axles. The said pinions are loose and may be
caused to slide upon their axles by means of a fork having three prongs O, P, Q
adapted to be displaced in a direction perpendicular to that of the axles of the vehicle.
Two of the prongs O P present inclined surfaces, the inclinations of which are in
opposite directions to each other. The intermediate prong is provided with two
inclinations in opposite directions which neutralize each other.
In proportion as the fork O P Q is more or less moved forward in a direction
perpendicular to the axles of the vehicle the pinion E' is connected with the muff N
keyed upon its axle or the pinion D is connected to the second muff M also keyed
upon its axle or the two pinions are disengaged at the same time from their
respective muffs.

page_text: Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed as communicated to me by
my foreign correspondent, I declare that what I claim is :-
First. A method of taking up and putting down passengers and goods at railway
stations by means of apparatus comprising a station carriage having a windlass
which serves to effect the coupling of the said carriage with the train and is driven
with an endless band or chain from one of the axles of the carriage, and a vacuum
brake substantially as and for the purposes hereinbefore specified.
Second. In an apparatus for taking up and putting down passengers and goods
at railway stations, the employment of a vacuum brake having a cylinder A and
piston B, central toothed rod B¹ caused to engage with the pinion D by means of
à hand wheel F racks H¹ and pinions C, substantially as, and for the purposes
herein before specified.
Third. In an apparatus for taking up and putting down passengers and goods at
railway stations, the employment of a device for starting the station carriage,
comprising the toothed rod B' piston B pinion D and pinion E' substantially as,
and for the purposes hereinbefore specified
Fourth. The combination, with the pinions D and E' arranged loosely upon the
axles, of the toothed muffs M N and a fork having prongs O P Q provided with
inclined surfaces, substantially as and for the purposes, hereinbefore specified.
Dated this 2nd den of Tune 1800
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.