Improvements in connection with Signalling on Trains.
Year: 1892

page_text: Date of Application, 30th Dec., 1892
Complete Specification Left, 23rd Sept., 1893—Accepted, 2.th Oct., 1893
PROVISIONAL SPECIFICATION.
Improvements in connection with Signalling on Trains. -
I, ALEXANDER SHIELS, of 190 Bath Street, Glasgow, M.B., C.M., B.Sc., do
hereby declare the nature of this invention to be as follows:-
"
This invention relates to signalling on trains and it has for its object to utilize,
in an improved manner, the " vacuum continuous brake system for this purpose.
In the various brake signalling methods heretofore in use, the passenger calls the
attention of the engine driver or guard by operating a valve, (through the medium
of chains, levers, cranks, connecting rods etc.) attached to the vacuum- pipe of the
carriage in which he is travelling. When the valve is opened, air is admitted &
the vacuum is destroyed. This destruction of vacuum, puts on the brakes. The
guard and driver notice the application of the brakes, and also the fall of vacuum
pressure, as indicated by the vacuum gauge and their attention is, at once, called
to the fact that some one has opened a valve.
In the systems on this principle, at present in use, the operating of the passengers'
valve puts the continuous brake, throughout the train, in communication with the
atmosphere, and, as a consequence, if the driver is not able to supply an extra
quantity of vacuum, the vacuum in the reservoirs is discharged, the brakes are
fully applied, and the train is brought to a standstill.
At present, in order to keep the train as much as possible under the control of
the driver, so that he can, should any of the valves be opened, be able to run the
train to a place of safety before stopping it, the valves are made of small dimensions,
in order to allow the driver, by using more exhaust, to partially release the brakes
even when a valve is open.
It will be readily seen that the rate of communication depends on the number
of coacbes in the train i.e., that it varies in proportion to the cubic capacity of the
train pipes, and that, if the power of exhaust capable of being supplied by the
driver, cannot replace the loss caused by the opening of a valve, then the brakes
will gradually be more fully applied and the vacuum will decrease in the train
pipes, until eventually the train will be caused to stop.
My invention has for its object to so construct the signalling apparatus, that,
whilst the passenger can, at any time, call the attention of the guard or driver by
partially applying the brakes and reducing the vacuum, the train is always under
the control of the train officials.
The invention consists essentially in applying to the brake system, at a point
between the passenger's or air valve and the main train pipe, a controlling valve,
which permits the vacuum pressure in the train pipe to be reduced quickly down
to a fixed limit, and the limit is such that, whilst the reduction of vacuum is
sufficient to partially apply the brakes and call the attention of the driver and
guard, it is not sufficient to stop the train. When attention has been thus called,
the valve gradually closes automatically, and cuts off connection with the atmo-
sphere, so that the brake system is again closed, and the driver can again raise the
vacuum to such an extent as to lift off the brakes absolutely, and thereby permit
of the train being run, if necessary, at its full speed to a place of safety.
A further improvement consists in the application of what I term an automatic
cut-out valve, and which automatically cuts out the controlling valve and its
mechanism, whenever the driver is using the brake under ordinary circumstances.
In carrying out my improved system of signalling on trains, I fit securely at one
end of the carriage, a chain, wire, or other suitable and well-known equivalent.
The chain is led along the carriage to the end, where it is passed into a box or case,
and secured on the periphery of a pulley or wheel. Short branch chains are led

page_text: from the main chain into each compartment, and a pull or handle is secured to their
ends. The main chain travels over pulleys or equivalent secured to the carriage.
The pulley to which one end of the chain is secured, is mounted on a short shaft
or arbor, and is provided with a spring, which normally tends to so turn the pulley,
as to stretch the chain and keep it taut. The pulley has preferably a pin or pro-
jection on it to limit its movement, and is also provided with a square projection or
equivalent, to enable it to be turned, when necessary, by a key.
The box or case which contains the pulley has a pipe connection, which leads to
the controlling valve box, and it is also preferably provided with an air inlet,
which consists of a short pipe with a wire gauze covering to prevent the ingress
of dust etc. An air valve of any suitable construction is fitted on top of the pipe
connection to the controlling valve box, and this valve is operated by means of a
pin on the chain pulley, or by a like suitable arrangement, whenever said pulley is
turned round.
The controlling valve box consists of a casing, which is or may be divided into
two compartments, in one of which there is a suitable controlling valve, such as a
ball, disc or slide valve, for opening and cutting off communication to the train
pipes. Fitted to, or in connection with, this valve, is_one_end_of_a sliding lever,
which is connected, at its other end, to a diaphragm or piston, secured in the other
compartment. Fitted round the sliding lever, is a spring, which normally tends to
press the diaphragm outwards, against the pressure of the atmosphere, which is or
may be admitted through holes or equivalent in the casing. To prevent the
diaphragın being pressed out too far, a stop is provided.
The controlling valve is so arranged as to cut off or open communication to a
pipe, which leads to the cut-out valve box. The cut-out valve may be a ball, flap
or winged valve, or any other suitable self-closing valve, and is arranged so as to
cut off or open communication between the controlling valve box and the train
pipe. A small bye path passage is left or made below the seat of the controlling
valve. This passage is in communication, on the one hand, with the valve casing,
and, on the other, with the pipe leading to the cut-out valve and train pipe.
The action of the apparatus is as follows:-
When it is desired to give a signal the passenger pulls his branch chain and
thereby pulls up the main chain and turns the pulley so as to lift up (or otherwise
operate) the air valve and admit air into the controlling valve casing. The
admission of air destroys the vacuum in the controlling valve casing and also
destroys the vacuum in the train pipes to such an extent as to partially apply the
brakes and thereby call the attention of the guard and driver. The diaphragm of
the controlling valve is normally pressed inwards by the atmospheric pressure and
the controlling valve is pushed back from its seat, but, when the vacuum in the
casing is destroyed by the opening of the air valve, the internal pressure begins to
increase and finally balances the external pressure on the diaphragm so that it, by
its own elasticity and by the action of the spring assumes a position so as to be flat
or nearly flat. The movement outwards of the diaphragm gradually pulls the
controlling valve over until it eventually closes it down on its seat and thereby
cuts off communication between the valve casing and the train pipe. The driver
can now again increase his vacuum in the train pipes up to or nearly to the normal
working pressure and so keep the train under full and complete control.
As the passenger cannot push back the pulled down chain it serves as a means
of detecting the compartment from which the signal has been given.
To put the apparatus again in normal working order, the guard turns back the
pulley by means of a key, so as to pull up the slack chain, and, at the same time,
close the air-valve. When the air valve is closed, the suction taking place through
the small bye-path passage below the controlling valve seat, is sufficient to, in a
short time, exhaust the air from the controlling valve casing, whereupon the
atmospheric pressure on the outside of the diaphragm, forces it in again and thereby
actuates the valve, so as to push it away from its seat, and again open commuui-
çation from the underside of the closed air valve to the main pipe.

page_text: The cut-out valve is so made and arranged as to, whenever the vacuum is
destroyed in the train pipe by the ordinary application of the brakes, close against
its seat, and thereby prevent communication taking place between the controlling
valve casing, and the train pipe and thereby preventing wear and tear of the
controlling valve and its mechanism.
The main chain may have branch chains to operate signal arms or semaphores,
or the like, whenever it is pulled so as to indicate the carriage or the compartment.
If so desired, the different valves may be all enclosed in one casing, or the air
valve may be in a casing by itself, and the controlling and cut-out valves in a
casing by themselves.
. Under a modification, the controlling valve may be operated by a piston, which
is fitted in a suitable casing and operates a lever connected to the valve. And a
valve may be arranged above or beside the controlling valve for cutting off or
supplying vacuum to one side of the piston, the pressure on the other side of the
piston being supplied whenever the air valve is opened. The piston may
operated against the action of a spring.
be
Under another modification, two bye-path passages may be provided, one on the
pipe connection before, and one between, the air pipe and diaphragm compartiment.
In this case, two passages are provided for communicating with the train pipe, and
the diaphragm may be made to operate two pistons or valves, so as to close or open
these passages.
A similar arrangement may be used in the case of the first modification, herein-
before described.
Under another modification, in situations where different degrees of vacuum
pressure are used, the controlling valve piston or diaphragm is or may be so arranged
as to be operated by the difference of vacuum pressure on either side of the piston
or diaphragm.
In this case, the diaphragm or piston, as the case may be, is enclosed in an
air tight casing and communication is made between the spaces at both sides of
the piston, by means of a pipe connection, passage or equivalent. In this pipe
connection, a self-acting valve is or may be placed. A spring or equivalent is used
to regulate the travel and render the movement of the diaphragm or piston auto-
matic. Suitable stops and supports may be used to limit the travel of the piston
or the movement of diaphragm. The piston may be fitted loosely, and have a single
cup-leather at its back. In this case, the cup-leather acts as a valve. This system
is most suitable where vehicles are interchanged on railways using slightly different
pressures of vacuum, as communication is allowed to take place with relatively the
same fall of pressure in all cases.
If desired, subsidiary storage pipes or reservoirs may be used for supplying vacuum
for actuating the diaphragm or piston.
In some cases, the controlling valve and the air valve may be combined in one.
The bye-path or leakage passage may be increased in size, and
valve or cock
be applied to open or close it, said valve or cock to be operated synchronously with
the air valve, but being opened when said valve is shut and vice versa.
Audible signals may be fitted in conjunction with the apparatus, if so desired.
In some cases, a weight or weights may be used in place of the spring or
springs.
In some cases, cocks may be used instead of valves.
The parts of the apparatus may be variously modified, without departing from
the invention, and any suitable well-known forms of valves may be used.
Dated this 29th day of December 1892.

page_text: COMPLETE SPECIFICATION.
Improvements in connection with Signalling on Trains.
I, ALEXANDER SHIELS of 190 Bath Street, Glasgow, M.B., C.M., B.Sc., 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 :-
This invention relates to signalling on trains and it has for its object to utilize,
in an improved manner, the "vacuum" continuous brake system for this purpose.
In the various brake signalling methods heretofore in use, the passenger calls the
attention of the engine driver or guard by operating a valve, (through the medium
of chains, levers, cranks, connecting rods etc.) attached to the vacuum pipe of the
carriage in which he is travelling. When the valve is opened, air is admitted and
the vacuum is destroyed. This destruction of vacuum puts on the brakes. The
guard and driver notice the application_of_the_brakes, and also the fall of vacuum
pressure, as indicated by the vacuum gauge, and their attention is, at once, called
to the fact that some one has opened a valve.
In the systems on this principle, at present in use, the operating of the passengers'
valve puts the continuous brake, throughout the train, in communication with the
atmosphere, and, as a consequence, if the driver is not able to supply an extra
quantity of vacuum, the vacuum in the reservoirs is discharged, the brakes are
fully applied, and the train is brought to a standstill.
At present, in order to keep the train as much as possible under the control of
the driver, so that he can, should any of the valves he opened, be able to run
the train to a place of safety before stopping it; the valves are made of small
dimensions, in order to allow the driver, by using more exhaust, to partially release
the brakes even when a valve is open.
It will be readily seen that the rate of communication depends on the number of
coaches in the train i.e. that it varies in proportion to the cubic capacity of the
train pipes, and that, if the power of exhaust capable of being supplied by the
driver, cannot replace the loss caused by the opening of a valve, then the brakes
will gradually be more fully applied and the vacuum will decrease in the train
pipes, until eventually the train will be caused to stop.
My invention has for its object to so construct the signalling apparatus, that,
whilst the passenger can, at any time, call the attention of the guard or driver by
partially applying the brakes and reducing the vacuum, the train is always under
the control of the train officials.
The invention consists essentially in applying to the brake system, at a point
between the passengers, or air valve and the main train pipe, a controlling valve,
which permits the vacuum pressure in the train pipe to be reduced quickly down
to a fixed limit, and the limit is such that, whilst the reduction of vacuum is
sufficient to partially apply the brakes and call the attention of the driver and
guard, it is not sufficient to stop the train. When attention has been thus called,
the valve gradually closes automatically, and cuts off connection with the atmo-
sphere, so that the brake system is again closed, and the driver can again raise the
vacuum to such an extent as to lift off the brakes absolutely, and thereby permit of
the train being run, if necessary, at its full speed to a place of safety.
A further improvement consists in the application of what I term an automatic
cut-out valve, and which automatically cuts out the controlling valve and its
mechanism, whenever the driver is using the brake under ordinary circumstances.
And in order that my said invention may be properly understood I have hereunto
appended three explanatory sheets of drawings, whereon,
Fig. 1 is a part longitudinal section of a carriage.

page_text: Fig. 2 is an end view of the carriage to a reduced scale.
Fig. 3 is a section of a passengers' release or air valve.
Figs. 4. 5. 6 7 and 8 show different constructions of self closing and "
valve arrangements.
Fig. 8 is a detail sectional view.
cut out
"
Referring to the drawings whereon the same reference letters wherever repeated
indicate the same or similar parts.
In carrying out my improved system of signalling on trains, I fit securely at one
end of the carriage 1, a cord 2, or a chain, wire, or other suitable and well-known
equivalent. The cord 2 is led along the carriage to the end, where it is passed
into a box or case, indicated in dotted lines at 3, Fig. 2, and secured on the periphery
of a pulley or wheel 4 (Fig. 2). Short branch cords 5 are led from the main cord 2
into each compartment, and a pull or handle 6, or two pulls or handles as shown at 7,
is or are secured to their ends. The main cord travels over pulleys 8 or equivalent
secured to the carriage. The pulley 4 to which the end of the cord is secured, is
mounted on a short shaft or arbor 9, and is provided with a spring, (not shown)
which normally tends to so turn the pulley, as to stretch the cord and keep it
"taut." There is, preferably, a pin or projection 10 to limit the movement of the
pulley, which latter is provided with a square projection or equivalent, to enable it
to be turned, when necessary, by a key.
The box or case 3, has a pipe connection 11, which leads to the controlling valve
box 14 and it is also, preferably, provided with one or more air inlets which may
consist of a short pipe or pipes with a wire gauze covering to prevent the ingress of
dust etc. An air or release valve 12 (Fig. 3) of any suitable construction is fitted
on top of the pipe connection 11 and this valve is operated, by means of a pin 13 on
the pulley 4 or by a like suitable arrangement, whenever said pulley is turned round.
The air valve 12 may, as shown at Fig. 3, be a rubber disc 15 pressed normally
downwards on its seat by a spring 16. The spindle 17 is connected to the short
arm of a lever 18, which, when the pulley 4 is turned, has its long arm depressed
by the pin 13 on said pulley thereby lifting up said valve against the pressure of
the spring and permitting the entrance of air to the pipe 11. The casing of the
valve has holes in it for the admission of air.
The controlling valve box 14, under one arrangement, as shown at Fig. 4, consists
of a casing, which is or may be divided into two compartments 19, 20, in the one, 19,
of which, there is a suitable controlling valve, such as the rubber ball 21, for
opening and cutting off communication to the passage 22 leading to the train pipes.
Fitted to, or in connection with, this valve, is one end of a sliding lever 23 which is
connected by the bevelled collars or washers 27, at its other end, to a flexible
diaphragm 24 secured in the other compartment 20.
Fitted round the sliding
lever 23, is a spring 25 which normally tends to press the diaphragm outwards,
against the pressure of the atmosphere, which is or may be admitted through
holes 26, or equivalent, in the casing. The hollow guide 28 prevents the diaphragm
being pressed out too far. The ball valve 21 is, preferably, secured within a hoop
or ring 23 at the end of the lever 23. The lever passes through a bush 29 inserted
in the partition wall 30. 31 are holes in the partition. 32 is a screw plug which
can be removed whenever it is desired to give access to the valve 21.
As will be seen the controlling valve is so arranged as to cut off or open com-
munication to the passage 22, which leads to the cut-out valve box 33. The cut-out
valve which may be a rubber ball, as at 34, or a flap valve, or any other suitable
self-closing valve, is arranged so as to cut off or open communication between the
controlling valve box and the train pipe at 36. A small bye-path passage, such
as 35, is left or made in, or below, the seat of the controlling valve 21. This
passage is in communication, on the one hand, with the compartiment 19 of the
valve casing, and, on the other, with the passage 22 leading to the cut-out valve 34
and train pipe. The web 37 separating the passages 22 and 36 is, preferably,
made to serve as the seat for the valve 34. 39 is a removable screw plug.

page_text: The arrangement shown at Fig. 5 is precisely similar to that at Fig. 4 except
that a cup leather piston 38 is used in lieu of the diaphragm 24. The piston has
the cup leathers 38, as shown, on one side only. The cover 39 has no holes in it
and the spring 25 tends to push the piston away from the cover 39º.
The
In Fig. 6 the arrangement is substantially similar to that at Fig. 5 except that
disc valves 40, 41 are used in lieu of the ball valves 21, 34. A web 42 cast in the
casing 14 serves as the seat for the valve 40. 43 is a small hole in the web.
spindle 23 is used instead of the sliding lever 23 of Fig. 4.
The action of the apparatus is as follows:-
Referring to Figs. 1 to 4.
:-
When it is desired to give a signal the passenger pulls his branch cord 5 and
thereby pulls up the main cord 2 and turns the pulley 4 so as to lift up the air
valve 12 and admit air into the controlling valve casing 14. The admission of air
destroys the vacuum in the controlling valve casing and also destroys the vacuum
in the train pipes to such an extent as to partially apply the brakes and thereby
call the attention of the guard and driver. The diaphragm or piston of the
controlling valve is normally pressed inwards by the atmospheric pressure, entering
through the holes 26 and the controlling valve 21 is pushed back from its seat,
but, when the vacuum in the casing is destroyed by the opening of the air valve 12,
the internal pressure in the compartments 19 and 20 begins to increase and finally
balances the external pressure on the outside of the diaphragm so that it, by its
elasticity and by the action of the spring 25 becomes flat or nearly flat. The
movement outwards of the diaphragm 24 gradually pulls the lever 23 and the con-
trolling valve 21 until it eventually closes the valve on its seat (as shown at
Fig. 4) and thereby cuts off communication between the valve casing and the train
pipes. The driver can now again increase the vacuum in the train pipes up to
or nearly to the normal working pressure and so keep the train under full and
complete control.
As the passenger cannot push back the pulled down cord it serves as a means of
detecting the compartment from which the signal has been given.
To put the apparatus again in normal working order, the guard turns back the
pulley 4 by means of a key, so as to pull up the slack cord, and, at the same time,
close the air-valve 12. When the air valve is closed, the suction taking place
through the small bye path passage 35 is sufficient to, in a short time, exhaust the
air from the controlling valve casing, whereupon the atmospheric pressure on the
outside of the diaphragm, forces it in again and thereby so actuates the valve 21
as to push it away from its seat, and again open communication from the underside
of the closed air valve to the main train pipes.
The cut out valve 34 is so made and arranged, as shown, that whenever the
vacuum is destroyed in the train pipe 36 by the ordinary application of the brakes
it closes against its seat, and thereby prevents communication taking place between
the controlling valve casing, and the train pipe thus saving wear and tear of the
controlling valve and its mechanism.
The main cord 2, or equivalent, may have branch cords (see dotted lines at 44
Fig. 2) to operate signal arms or semaphores 45, or the like, whenever it is pulled
in order to indicate the carriage or the compartment.
If so desired, the different valves may be all enclosed in one casing.
In Figs. 5 and 6 the action is slightly different. In these cases there are no
holes in the cover 39ª and when a vacuum is created in the compartment 19 a
vacuum is also created in the compartment 20 at both sides of the piston as the
arrangement of the cup-leathers 38ª on one side of the piston only is such, that
when a vacuum is created at the left hand side of the piston the cup-leathers 38
are sucked away out of contact with the internal sides of the casing, and, as the
piston itself is not tight, there is thus left a free passage all round said piston
through which the air is exhausted from the right hand side or back of the piston.
When the passengers' valve is opened and the vacuum destroyed in the com-

page_text: partment 19, as before described, the vacuum is also destroyed at the left hand
side of the piston as the air gains admission through the hole 31. The result of
this is, that, as there is a vacuum at the right hand side of the piston and a pressure
at the left hand side, the cup leathers 38 are pressed tight against the internal
walls of the casing thus preventing leakage around the piston, and the piston is
forced backwards against the action of the spring 25 towards the cover 39* thereby
drawing the controlling valve 21 over the passage 22 and allowing, as before, the
driver to again increase the vacuum in the train pipes. In these figures the cup
leather piston 38 serves the purpose of a non-return valve which opens when there
is a vacuum at its left hand side but closes when there is a pressure.
Fig. 7 shows a modified arrangement suitable for employment where different
degrees of vacuum pressure are used. In this case the diaphragm 24 (or piston as
the case may be) is operated by the difference of vacuum pressure on its sides.
The diaphragm 24 (or piston), is enclosed in the compartment 20 which is, in this
instance, air tight. Communication is made between the spaces at both sides of the
piston, by means of a pipe connection 46, or, if the casting forming the casing is
large, by a cored out passage or equivalent. In this pipe connection, a self acting
valve 47 is placed. A spring or equivalent 25, as before, is used to regulate the
travel and render the movement of the diaphragm (or piston) automatic. This
system is most suitable where vehicles are interchanged on railways using slightly
different pressures of vacuum, as communication is allowed to take place with
relatively the same fall of pressure in all cases. This arrangement although shown
with valves similar in construction to those shown at Fig. 6 may have valves the
same as those shown at Figs. 4 and 5.
The arrangements shown at Figs. 5 and 6 are also suitable for employment where
different degrees of vacuum pressure are used.
In Fig. 8 an arrangement working on the same principle as that described with
reference to Figs. 5 and 6 is shown, but instead of using a cup-leather piston valve
the same result is obtained by using a hollow spindle 46 having holes 47, 48 at
each end and a valve 49 shown to an enlarged scale at Fig. 8 over the holes 47.
This valve consists of a metal collar 50 which fits on the spindle and has holes in it
communicating with the holes 47. 51 is a rubber band which passes round the
collar and covers the holes. In this arrangement when a vacuum is created in the
passage 22 and compartment 19 the suction lifts up the rubber band and allows air
to be exhausted from the back of the diaphragm through the hole 48. When the
passengers' air valve is opened and the vacuum is destroyed in passage 22 and
compartment 19 the band is forced down so as to close the valve holes 47 and
thereby lock up or conserve the vacuum at the back of the piston. As a
consequence the pressure now acts on the left side of the diaphragm and forces it
back thereby pulling back the spindle and closing the valve 40 in the same way as
with Figs. 5 and 6.
It is to be understood that I can use in any of the constructions diaphragms in
lieu of pistons and vice versa. Likewise ball valves may be used in lieu of disc
valves and vice versa. I do not confine myself to any special construction of
valve.
If desired, subsidiary storage pipes or reservoirs may be used for supplying
vacuum for actuating the diaphragm or piston.
In some cases, the controlling valve and the air valve may be combined within
one casing.
The bye-path or leakage passage may be increased in size, and a valve or cock
be applied to open or close it, said valve or cock to be operated synchronously
with the air valve, but being opened when said valve is shut and vice versa.
Audible signals may be fitted in conjunction with the apparatus, if so desired.
In some cases, cocks may be used instead of valves.
The parts of the apparatus may be variously modified, without departing from
the invention.

page_text: "
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
<<
"
1. Train signalling or communicating apparatus for use in connection with
vacuum brake systems, wherein the opening of the passengers' air valve is
allowed to only partially destroy the vacuum in the train pipes, the further
destruction of the vacuum being prevented by a self-acting controlling valve which
is so actuated by the fall of vacuum as to cut off communication with the
atmosphere thereby again closing the brake system so that the engine driver can
again raise the vacuum to an extent sufficient to allow him to run the train to a
place of safety, substantially as hereinbefore set forth.
2. In vacuum brake signalling systems the application and use of a self-acting
controlling valve and its accessory parts constructed substantially as hereinbefore
described and shown at Fig. 4 of the drawings annexed.
3. In vacuum brake signalling systems the application and use of a self acting
controlling valve and its accessory parts, constructed substantially as hereinbefore
described and shown at Fig. 5 of the drawings annexed.
4. In vacuum brake signalling systems, the application and use of a self acting
controlling valve and its accessory parts, constructed substantially as hereinbefore
described and shown at Fig. 6 of the drawings annexed.
5. In vacuum brake signalling systems, the application and use of a self acting
controlling valve and its accessory parts, constructed substantially as hereinbefore
described and shown at Fig. 7 of the drawings annexed.
6. In vacuum brake signalling systems, the application and use of a self acting
controlling valve and its accessory parts, constructed substantially as hereinbefore
described and shown at Fig. 8 of the drawings annexed.
7. The combination, in vacuum brake signalling systems of an automatic
" cut-out
"valve with a controlling valve substantially as hereinbefore set forth.
Dated this 20th day of September 1893.
H. D. FITZPATRICK,
70, Wellington Street, Glasgow, Agent.