AN IMPROVED - MODO A DREVENTING ACCIDENTS ON RAILWAYS."
Year: 1852

page_text: LETTERS PATENT to William Tatham of Rochdale, in 'the County
of Lancaster, Machine Maker, for the Invention of "AN IMPROVED
-
MODO A DREVENTING ACCIDENTS ON RAILWAYS."
PROVISIONAL SPECIFICATION left by the said William Tatham at
the Office of the Commissioners of Patents, with his Petition, on
the 18th October 1852.
I, WILLIAM TATHAM, of Rochdale, in the County of Lancaster,
-Machine Maker, do hereby declare the nature of the said Invention
for "AN IMPROVED MODE OR IMPROVED MODES OF PREVENTING ACCIDENTS
ON RAILWAYS" to be as follows:-
Firstly, I employ or construct an improved arrangement of ma-
.chinery or apparatus, consisting of a series of levers and weights' and
:wheels, or other similar contrivances, by which I gain such an increased
power or command over a train of carriages in motion as to stop it
almost. instantly in case of danger, and thus prevent collisions, the
causes of so much sacrifice of human life and the destruction of
property.
Secondly, employ or use a certain communication from one carriage
to another, from one train to another, from one station to another, or

page_text: from a station to a train, as the case may require, to warn or signal in
case of danger of collision, of fire, or other causes. This I accomplish
by means of connecting rods, wires, levers, or similar means; these
improvements attach to the locomotive, the tender, or carriages, as
the case may require or convenience suggest; and,
Thirdly, by a mechanical contrivance, to place or replace the points
to move the train from one line to another.
I desire it to be distinctly understood that this is merely an outline
of my Invention, which I will more fully describe in my Complete
Specification.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Tatham in the Great Seal Patent
Office, on the 13th April 1853.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1,
WILLIAM TATHAM, of Rochdale, in the County of Lancaster, Machine
Maker, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent, bearing date the Thirteenth day of October, in the
"year of our Lord One thousand eight hundred and fifty-two, and in the
sixteenth year of Fler reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Tatham, Her especial
license that I, the said William Tatham, my executors, administra-
tors, and assigns, or such others as I, the said William Tatham,
my executors, administrators, and assigns, should at any time agrec
with, and no others, from time to time and at 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, my Invention of
"AN IMPROVED MODE OR IMPROVED MODES OF PREVENTING ACCIDENTS ON
RAILWAYS," upon the condition (amongst others) that I, the said William
Tatham, by an instrument in writing under my hand and seal, should
particularly describe and ascertain the nature of my said Invention, and
in what manner the same was to be performed, and cause the same to

page_text: 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 William Tatham, 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 following statement, that is to say:
My Invention relates, firstly, to a means or method of enabling a
station master or other person in charge to set a stationary apparatus
whereby the steam or other agent of locomotive power may be either
partially or wholly shut off, the breaks applied to the tender or
carriages, and the whistle or other signal sounded, all at the same time
and by the steam stationary apparatus, thus signalling and retarding
the progress of any train approaching or leaving a station or any other
locality where the said apparatus may be fixed. Secondly, to an
improved arrangement of self-acting machinery or apparatus, part of.
which is stationary on the permanent way, and part of which is
attached to the engine, tender, or carriages, by which self-acting
machinery or apparatus the steam or other agent of locomotive power
may be shut off, the breaks applied. giving at the same time and by
the same apparatus an alarm or signal of danger when one train-
approaches too near another; and also in case a train of carriages
should become separated when ascending an incline by the connecting
links or chains breaking, the carriages thus separated will, by my said
self-acting machinery or apparatus, be stopped almost instantly by the.
steam being shut off, the breaks applied, and a signal or alarm also be
given, thereby preventing loss of life and destruction of property.
Thirdly, to a means or method whereby a guard or other person in charge
of a train may partially or wholly shut off the steam or other agent of
locomotive power, giving at the same time and by the same apparatus.
an alarm or signal when there may be danger by fire or other causes.
These improvements will be clearly understood by reference to
the accompanying Sheet of Drawings, on which the same letters
of reference are used to represent similar parts where different views
or diagrams are shewn. Figure 1, is a side view of my stationary
apparatus, shewing the method by which a station master or other

page_text: person in charge may shut off the steam or other agent of locomotive,
power, apply the breaks, and give a signal by whistle or other con-
trivance to check the progress of trains coming in or going out of a
station, and to warn them of danger. Figure 2, is a side view of u
similar apparatus, to be set or unset by the passage of a train, and in
the position it will be when there is no train sufficiently near to act
upon it. Figure 3, is a view of the same in gear, or set in the position
it will be in--when actuated upon by the passage of a train, which will
be better understood by referring to Figure 15, which represents the
last carriage or van of a train furnished with an incline lever rail
for working these said parts. Figure 4, a view of the same, sct.
in the same position, with an engine, tender, and carriage upon it,
shewing the means by which it acts upon the steam valve, whistle, and
breaks. Figures 5, 6, 7, 8, 9, 10, 11, 12, and 13, are plans of the
preceding Figures and the permanent rails. Figure 14, is an end view
of an engine, shewing the communication between the stationary
apparatus and the apparatus for shutting off the steam or other agent
of locomotive power, and sounding the whistle. Figure 15, is a side
elevation of the last carriage or van, shewing the position of the inclined
rail and slide attached to the axle box for putting my said self-acting
apparatus in motion, and also the communication by which the guard
or person in the guard box is enabled to partially or wholly shut off the
steam or other agent, and sound the whistle or other signal. Figure 16,
are two views of lamp signals, to be worked as hereafter explained.
Figure 17, is an end view of an engine, shewing another method of
working the steam valve and whistle by self-acting apparatus; and
Figure 18, is another method of connecting my stationary apparatus by
tubes or pipes, instead of wire or similar connection, as heretofore
stated, and which I work by water or hydraulic power.
A, Figure 1, represents a hand lever connected with the rods or chains
B, to the length of rail C, laid down between the permanent rails, and
pivoted to a fixing at D, the other end resting on a cam E, which is fixed
on the transverse shaft F, extending at right angles with the said length
of rail C, any convenient distance outside the permanent rails. On and
near the end of tho transverse shaft F, is fixed the lever G, connected

page_text: with the hand lever A, by the said rods or wires B, B. To the other
end of this lever I attach a counter weight, so that any person pulling
the hand lever A. will, by the connecting rod, wires, &c., partially turni
the cam shaft laid below the line of rails, and thereby produce an
incline on each side of the said cam shaft, which will return by 'the
counter weight when the handle is cleased.
"
In Figures 2, and 3, on the transverse or cam shaft F, and just
outside the permanent rail, is attached the lever H, carrying the
friction pulley I, to communicate motion from a train to the cám
shaft F, when passing this apparatus On the end of this cam
shaft is fitted another lever J; with a circular top and notch'on' its
perhiphery, to allow the catch K, on the horizontal leg of the bell
crank lever to fall into and hold it in that position until 'the same
train has arrived at and actuated upon the lever L, which, becoming
depressed, partially turns the shaft or arm M, fitted on the per
manent way to which the said lever is fixed. On the other end of
the said transverse shaft is fixed another lever N, with a' circular top, to
which is attached the rods, wires, &c. to communicate motion to the
bell crank lever, and which will be more clearly understood by 'referring
to Figure 15, which shows the van or last carriage attached to a train
acting on the said apparatus, where, on the axle box of the said carriage
or van, is shown the moveable incline or rail Ō, which, when a train
passes, comes in contact with the friction pulley I, on the end of "the
lever H, thereby depressing the said lever, and partially turning the cam
'shaft F, carrying the lever G, and allowing the catch on the horizontal
leg of the bell crank lever to fall into the notch or recess formed on the
"perhephery of the lever G, so as to hold the length of rail C, in the
inclined position produced by the cam until the said carriage'òr van has
'set the next apparatus, when it immediately "comes in contact with the
friction pully on the said lever L, and releases the last apparatus
already described by the action of the counter-weighted lever Z. The
said moveable or incline rail O, novés in a slide at P, which is made
with suitable surface bearings for that purpose. Q, is a cylindrical
case, with metal ends fixed firmly to the framing of tlie carriage. R, is
-a' sliding rod held firmly in the said metal rods, and carrying the buffer
-head-S,-at-the-bottom." Inside the cylindrical case is attached another
--

page_text: buffer head, acted upon by a spiral spring or some other elastic sub-
stance, in the centre of which is a hole sufficiently large to allow the
slide bar or rod to move freely through it, or a strong flat spring or
weight may be substituted for the spiral spring. The said inclined rail
or lever above described is that part of my Invention for putting my
self-acting apparatus in action; and should any of the said apparatus
become out of order, by corrosion or otherwise, the said slide rod and
spiral spring will allow the rail to move in the said slide, and thereby
prevent damage or accidents. On the same van or carriage, which is
supposed to be the last of a train, and which may be furnished with two
incline rails to admit of it being turned round, and upon which a guard
or some person is stationed, who is enabled by this part of my Invention
to control the speed of the train, as well as the engine driver himself,
by aid of the vertical hand lever T, which communicates by wire or
other connection, as shewn on the said van, and connected with the steam
valve and whistle, as shown on the engine at Figure 4. Upon the tender,
and also upon each and every one of the carriages, is fixed a tube, rings,
rollers, pullies, or some similar apparatus, through which I pass the
.said chain, cord, or similar connection, each carriage having its separate
apparatus for connection, the ends of which are provided with spring
.hooks or similar contrivance to connect them, the extreme length of
which, including the hooks, being equal to the extreme length of the
carriage, including the buffers when coupled, as shown in Figure 4, by
the dotted lines, thereby forming an unbroken line of communication
throughout the whole train; so that the guard, by pulling the hand
lever T, communicates with the steam valve and whistle, and can thus
either partially or wholly shut off the steam or other agent, and open
the whistle, as completely as the engine driver himself, the whistle
being furnished with a spring or weight for returning it when the guard
releases the handle.
On the same van is another method of communicating with or
sounding a whistle. v, is a foot plate on the floor of the guard box
attached to the vertical rod v, at the bottom of which is the bell
crank w, connected to the fan or blower X, placed under the car-
riage or van. On the axle of the wheel I fix a friction pulley, and
-on the axle of the fan or blower I fix another smaller friction pulley,

page_text: which is actuated upon by any person pressing on the foot plate v,
which causes the two friction pullies to be brought to bear against each
other, and thereby produce a strong current of air which communicates
with the whistle through the pipe Y, thereby giving an alarm or signal
of danger; and should the links or coupling chains break, the accident
acts upon the rods or chains attached to the guard box, and being con-
nected with the steam valve and whistle shuts off the steam and opens
the whistle; and if at the same time it is ascending an incline, the
detached carriages ruming back, the break levers will come in contact
with the last set of inclined rails fixed on the permanent way, and will
apply the breaks in the manner already stated, and stop the train of
carriages almost instantly. In Figure 14. 1; represents the handle
fitted on the valve spindle or shaft for shutting off the steam or other
agent of locomotive power. On the same spindle or shaft is a lever 2,
working loose, with a catch box at 3, formed on its boss to correspond
with a catch box formed on the handle 1, for shutting off the steam.
The short arm of the lever 4, is connected by a cord, chain, or rod to
the handle 5, of the steam whistle; the other, or long arm, being con-
nected at 6, with the vertical rod 7, which passes through the platform
of the engine, the said vertical rod being connected at 8, with another
lever 9, lying longitudinally and pivoted to a fixing at 10, underneath
the fire box; the end 8, being lowest, carries a friction pully J, to give
a more casy motion to its working.
Figure 17. shews another arrangement of communicating the self-
acting motive from the vertical rod 7, already described in Figure 15.
To the steam valve and whistle is a bell crank lever a, fixed on the
same shaft as the handle for shutting off the steam. On this bell
crank lever is fixed a weight b; on the end of the vertical leg of the
bell crank lever a, is a pin or handle at c, which projects past the
handle for shutting off the steam, and which is made to fit in a
recess cut in a cross lever d, so as to hold the bell crank lover in the
position shewn in Figure 17, by the lever d, which is pivoted at e,
the other end carrying a short arm, a portion of which is made
hollow, so as to admit the end of the vertical rod 7, to fit loose in it, as
will be seen by the dotted lines at f. On the bell crank lever, and near
the weight b, is attached a chain or rod g; the other end of the chain

page_text: or rod is attached to the steam whistle handle 5. When the vertical
rod 7, is lifted or raised, as already described, it raises or lifts the cross
lever d, which causes the handle or pin of the bell crank lever to quit
'the notch or recess, and allow the weight b, to bring down the handle 1,
of the steam valve, which is done by the projecting pin or handle c; and
coming in contact with the handle 1, the whistle is also sounded at the
same time by the weighted lever pulling the chain 9, which is attacherl
to the handle on the steam whistle. I show the breaks in ordinary use
attached to the carriage at Figure 4, with a lever 12, working loose onl
the axle, with a catch box formed on its boss to correspond with a catch
box fixed or keyed on the same axle, with sufficient play in the coupling
as to allow any person in charge to work or apply the breaks by hand
in the ordinary manner without at all disturbing or acting upon the
lever, which is only used to make them self-acting, in the same manner
and by the same apparatus as is shewn acting upon the steam-valve and
whistle of the engine attached to the said carriage, as the friction pulley
13, attached to the said lever 12, comes in contact with and runs up
the incline rail, raising the end of the lever which acts on the catch box
and partially turns the axle of the said breaks, so as to cause then to
bear against the periphery of the wheels which are held in that position
by a spring rack, as shewn at 14, until the guard or person in charge
may think proper to release them by a handle or other means for that
purpose.
.
My self-acting lamp signals, as shewn in Figure 16, may be attached
to a train near the guard box or other suitable position; and on the
vertical shaft 15, and near to the bottom of it, is fixed a bevil wheel
16, working loose on the said shaft, with a catch box formed on its
boss, to work in a corresponding catch box at 17, fast on the said
shaft. On the van or carriage where the signals are to be fixed is a
transverse shaft, made to move in steps or sockets fixed under the floor
of the van; on the end of this said shaft is keyed a segment of another
bevil wheel 18, which gears in the bevil wheel shown in the vertical
shaft, which has motion given to it as follows:-On the transverse shaft
before named, near the centre of the carriage or other convenient place
opposite to the apparatus for actuating upon it as the train passes over,
is fitted a lever, carrying a friction pulley similar to the lever 12, and 13,

page_text: attached to the break shaft on the carriage at Figure 4, which comes
in contact with and runs up the inclined rail already explained, thereby
raising the said lever, and partially turning the aforesaid transverse
shaft, and communicates motion through the wheels 16, and 18, to the
vertical shaft 15, carrying the lamp signals, as shewn on the top,
thereby setting the signals in case of danger, which are left in that
position after the lever carrying the friction pully has returned to its
former position, which takes place after the said lever passes over the
inclined rail before named, there being sufficient play in the catch box
to admit its return, leaving the signal set. The same signals may be
worked from the self-acting break shaft, as shown in Figure 4. I can
also work and fix the said lamp signals on the permanent way, as'
follows-On the ends of the cam shaft F, I fix a segment of a bevil
wheel which gears in a smaller bevil wheel keyed on the vertical shaft
carrying the lamp, as shown in Figure 16, having motion communicated'
to it by the action of the cam shaft F, and near to the cam is a pedestal
or tearing, working in a fixing on the permanent way, which is
furnished with a strong spiral spring, so as to allow the cam shaft to
give way to the action of the break lever. When too much pressure is
occasioned by the action of the said breaks, Figure 18, represònts a
method of working my said self-acting apparatus by water or hydraulics,
instead of the wires or rods, as heretofore described, which I accomplish
by laying pipes or tubes longitudinally below the line of the permanent
way, and filled with water by any convenient. means. At each end of
the said pipes or tubes I fix two or more branch pipes or barrels jointed
to the main pipe or tube, and furnished with rams, one arm carrying a
notch and weight, or pin, and the other carrying a friction pully, as
shewn in the Drawings hereunto annexed. It will be readily perceived
by any person acquainted with the system of hydraulics, that the
inclined rail attached to the van or carriage can be made to act upon
the water in the pipes or tubes, so that by raising the ram the cam
shaft will liberate the notch on the circular top lever, or by various
other ways, instead of the wire or rod apparatus as heretofore described;
but as I do not claim any particular method of applying it, it is
unnecessary to particularize any specific plan in detail.

page_text: ...Having thus described the nature and particulars of my said Inven-
tion, Iilesire it to be distinctly understood that I do not confine myself to
the precise details' herein described, as sucli may be.iaried or modified
without departing from the principle of my said Invention. But I claim
as new, firstly, the means or method of enabling a station master or
other person in charge to set the machinery or apparatus herein
described. so as to signal a train of dangers and retard its progress,
whether it be entering or leaving a station. Secondly, the arrangement
ofchinery, or apparatus for shutting off, the steani, sounding the
whistle and applying the breaks by the combination of machinery.or
apparatus stationary on. tlie permanent.lineand fixed on the carriages,
engine.and tender, as herein described, whether the same: bec.worked:
by connected-rods, wires, &c., or hydraulics. Thirdly; to the arrange-
ment of machinery or apparatus, to enable a guard or other person in
charge of a-train to shut off the steam and sound a signal independent
of the stationary apparatus already described; and also independent. of
the engine, driver. Fourthly,: to: a method or micans: of working.
signal lamps, either from the carriages or permanent way, as herein
described.
: In witness whereof, 1, the said William Tatham, have hereunto
set my hand and seal, this Twelfth day of April, One thousand
eight hundred and fifty-three.
Signed, sealed, and delivered by
the within-named William
Tatham, in the presence of
WILLIAM TATHAM. (L.)
EJ HUGHES,
Patent Agent,
19
Manchester.
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