IMPROVEMENTS TO BE APPLIED TO RAILWAYS AND CARRIAGES' THEREON, TO PREVENT ACCIDENTS, AND TO LESSEN THE INJURIOUS EFFECTS OF ACCIDENTS TO PASSENGERS; GOODS, AND RAILWAY TRAINS
Year: 1840

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ABRAHAM
ALEXANDER LINDO, of Liverpool Street, Finsbury Cireus, in the City of London,
Gentleman, send greeting."
WHEREAS Her. present most Excellent Majesty Queen Victoria, by? Her
Letters Patent under the Great Seal of Great Britain, bearing, date at West-
minster, the Eighteenth day of December,' in the fourth year, of Her reign,..
did, for Herself, Her heirs and successors, give and grant unto me, the
said Alexander Abraham Lindo, Her especial licence, full power, sole privilege
and authority, that I, the said Abraham Alexander Lindo, my exors, admiors;:
and assigns, or such others as I,ithe said Abraham Alexander Lindo, my
exors, adiñiors, or assigns, should at any time agree with, and no others;>
from time to time and at all times during the term of years therein.
expressed, should and lawfully might make, use, exercise, and vend, within;
England, Wales, and the Town of Berwick-upon-Tweed, my Invention' of:
"IMPROVEMENTS TO BE APPLIED TO RAILWAYS AND CARRIAGES' THEREON, TO PREVENT
ACCIDENTS, AND TO LESSEN THE INJURIOUS EFFECTS OF ACCIDENTS TO PASSENGERS;
GOODS, AND RAILWAY TRAINS;" in which said Letters Patent is contained a
proviso that I, the said Abraham Alexander Lindo, shall cause a particular
description of the nature of my said Invention, and in what manner the'>
same is to be performed, to be inrolled in Her said Majesty's High Court
of Chancery within six calendar months next and immediately after the date.
of the said in part recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at-large appear:

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
Abraham Alexander Lindo, do hereby declare that the nature of my said
Invention, and the manner in which the same is to be performed, are fully
described and ascertained in and by the following statement thereof, reference
being had to the Drawings hereunto annexed, and to the figures and letters!
marked thereon (that is to say :)-
DRAWING A.
.
Figure 1 is a view of the hind part of a railway locomotive engine, with a
self-acting apparatus for shutting off and otherwise affecting the steam.
a, a, is a section of the platform, on which the engine-men stand. b, b, are
eye bolts to the under part of the platform. c, c, represent the frame of the
apparatus, composed of iron rods, suspended to the under part of the platform;
the bent parts of the rods c pass through the eye bolts b, so that the frame can
swing. d, d, are springs attached to the ends of the rods c, that pass through b,
which springs pressing against the under part of the platform a, tend to keep
the frame c steady in the perpendicular position, until made to recedo by
encountering a staff mm, of the apparatus placed on the railway. The said
springs d occasion likewise the frame c to return to the perpendicular position,
after the desired effect has been produced by the staff m. e is an iron rod,
connecting the rods c, completing the frame of the apparatus attached to the
engine. This rod e is to be extended sufficiently across the railroad between
the two rails or beyond them, so that whenever the frame c may be placed
under the platform, it will be sure to encounter the staff m wherever placed.
By the Drawing may be seen how low the frame c and rod e reach, and how
much the upper end of the staff m extends above the latter. The height of
the stand. &c. to which the staff m belongs, need not exceed six or seven
inches from the ballast or sleeper on which they are placed. ff. are two thin
iron plates serving as rests for a weight 9; they are each respectively attached
to the perpendicular rods c by hinges, so constructed that whilst they enable
the plates to support the, weight g, the plates themselves can turn upwards to
admit the weight to pass on, its being drawn up after having fallen by the
action of the staff m. The plates then resume their place ready to receive
the weight g on its being let down to rest on them. The plates do not extend
the whole breadth between the rods c, a space represented at h being left to
allow the chain j to hang perpendicularly after the weight 9 has fallen. (g) is
the afore-mentioned weight attached to one end of (j, j,) the chain just
mentioned, which passing through the platform a, and conducted over a
circular groove q, fixed on to the face of the boiler of the engine, is attached
g

page_text: to (k) the handle of the steam regulator. One end of a short chain j¹ is like-
wise attached to a small quadrant for sounding a steam whistle r, and at the
other end of this short chain is a ring a', through which passes a spring 6¹,
formed like a spear head, as seen in the Figure; to the under and upper part
of this spring, the chain j is attached, forming, as it were, a link in the chain;
or a rod might be substitued for the short chain 1, except that portion of
it which passes over the quadrant for opening the cock of the steam whistler,
which must still be a chain. The weight g being proportioned to the office it.
has to perform, and falling when it supports (the plate f) are moved from
under it by the action of the staff m on the frame c; the spear head spring,
not being able to pass through the ring, occasions the short chain to pull.
round the small quadrant attached to the steam whistle r, by which its cock is
opened and the whistle sounded. When the small quadrant has performed.
its revolution, the weight j will force the spear head spring to pass through the
ring, by which the chain will pull round the handle of the steam regulator, and,
the steam will be cut off from the cylinders. 1, 1, are two small flat bars of
iron, better shewn in Figure 8. They are attached to the under part of the
platform a, and reach to within an inch or two of the plates f, close to the
weight g, embracing it, as it were, to keep it steady in its place, and prevent
it following the frame c, when the latter is made to recede on encountering. the
staff m of the apparatus on the road. m, the staff of the apparatus on the.
road is of iron cased externally with wood, in order to abate the force of its.
encounter with the rod e.. The lower part of the staff terminates in a segment
of a circle, moving on an axis n. o, o is a spring, on the upper part of which
is fixed (p) a small iron block, as shewn in Figure 8, on the staff m being
pressed down either way. As regards the longitudinal direction of the rail-
road, the segment of the circle at the lower part of the staff m noves and
forces down, by means of the block p, the spring o, until the chord of the
segment of a circle has attained the vertical position; the staff m having then
reached the horizontal position, will remain so until made to assume the erect
position again; until the staff m, however, has been forced down to the
horizontal position, the spring o will always occasion it to resume the erect
position immediately after the removal of the cause of its depression, whatever
that may have been.
Figure 2 is a plan of the plates f, on which the weight 9 rests, shewing
better the space left between the two plates for the chain j.
Figure 8 is a side view of part of a railway locomotive engine, for the pur-
pose of exhibiting a side view likewise of the apparatus for shutting off the
steam, just described, and a front view of the apparatus on the road, the letters

page_text: of reference being similar to those used for describing the parts of the
apparatus, &c. in Figures 1 and 2..
.
Figures 4 and 5 represent a front and side view of .another description of
apparatus to be stationed on the railroad. à is the staff of this apparatus as
m is of the other; 6 is a weight at the lower. end of it; c'is the pivot round
which the staff a and weight 6 move; d is the frame or stand of the apparatus;
e'is a catch to keep the staff a in the horizontal position when not required to
act: It is connected to the road by a spring hinge. The upper end of the
catch is furnished with a hook, so that when the staff a is pressed down upon
it the upright e recedes to admit the staff under the hook, then, by means of
the-spring-hinge at the other end next the road,' it returns, catches, and retains:
the staff a in the horizontal position. At the back of the frame d, in Figure 5,
is (f) a box spring for keeping the staff a steady in its place. At such places
and times when it is not required that the apparatus for shutting off the steam
should be in a state to act, the staff m or a is brought to the horizontal
position, and kept there by the expedients already described; but when it is
required that the apparatus should be in a state to act, then in Figures 1 and 3,
on the policeman, who stands at the time outside the rails, applying a staff with
a very slight force to the under part of the staff m; it instantly springs up and
assumes the erect position. In Figures 4 and 5, by means of a hook at the
end of his staff; the policeman pulls back the upright e, which, releasing the
staff a, it instantly assumes the erect position. Note, in Figure 3. it is shewn
that the frame c can be made to recede either way as regards the length of the
engine, in order that this apparatus might act in both cases of the engine
running hind or fore part foremost. This is effected by turning the chain j
and conducting it under the platform a until a distance from the fire-box is
attained for fixing the frame c, so that it may have sufficient space to recede
either way, as regards the length of the engine on encountering the staff m.
But as the engine now rarely or never runs with the hind part foremost,
especially when conducting a train, this provision. might be dispensed with,
and the frame c brought so near to the fire-box as to preclude the necessity for
making any turn or angle in the chain j, which would then be conducted
straight down to. the plates. f. In that case a rod might be used instead of a
chain from the under part of the spring 6' to the weight g, but from the
upper part of the spring 6 to the handle k of the steam regulator, it must. still
be a chain which might either pass, as shewn in the Figure, over the circular
groove 9, or it might proceed from the handle k of the steam regulator in a
straight or horizontal direction parallel to the face of the boiler, until it reach.
the position where the chain now hangs perpendicularly, at which place it can.

page_text: be passed over a roller fixed to the face of the engine, and conducted to be
attached to the upper part of the spear head spring b¹. Should it be wished;
however, to place the frame c in the middle of the under part of the platform
on 'which the engine-men stand, that is, at an equal distance from the two sides
of the engine, then let the chain j be turned and conducted laterally or in a
parallel direction with the face of the boiler until the distance is obtained for
placing the fraine c in the required situation; and should it be expedient to
make the apparatus act in either case of the engine running hind or fore part
foremost,' but that at the same time there shall be no turns or angles in the
chain, then by modifying the construction of the apparatus, and in some degree
its action also, those ends may be attained, as shewn in Figures 6 and 7, which
exhibit the same views of the parts of the railway locomotive engine as before..
a is the section of the platform as before; 6 is a circular plate attached to the
under part of the platform, furnished with friction rollers partially sunk into
the thickness of the plate; c is a single iron rod constituting with the rod e,
the frame of the apparatus. The rod c is carried through a perforation in the
platform a, and turns freely in it, and is secured to the platform by a bolt head.
A wheel is fixed on to the rod c immediately under and traversing on the
friction rollers of the plate b. Figure 8 is a plan of this wheel, the arms
being so placed as to admit the chain j. to pass within the rim of the wheel;
d is a spring like that described in Figures 1 and 2, but fixed horizontally on to
the bolt head of the rod c, as shewn in Figure 9, which is a plan of the bolt
head of the rod c, the spring d, and a plate s; against which the spring d presses,
producing the same effects as the springs in Figures 1 and 3 of keeping the
frame c steady, and occasioning it to return to its place after having been made
to recede by encountering the staff m. e is the iron rod attached to the end of.
the rod c, and with it constituting the frame of, the apparatus. It extends
across the road between the two rails, as before described. f is a thin plate
for supporting (9) the weights as before. h, h, are spaces in the plate f for the.
chain; to hang perpendicularly, better seen in the Plan, Figure 10. k, l,l, m,
n, o, p, q, r, refer to the same parts as in Figures 1 and 3. In this Plan, like-.
wise, a rod night be substituted for the chain j from the spring 6' to the
weight g". It remains only to explain, that in this Plan, when the staff m
encounters the rod e, the latter and the rod c are made to turn horizontally, by
which the platef is taken from under the weight g, which then falling, pro-
duces the same effect of shutting off the steam and sounding a steam whistle
as the apparatus in Figures 1 and 3, the only difference in the action being
that the frame c, in Figures 1 and 3, describes an arc of a circle perpendicular.
to the horizon, whilst in this now under consideration the rod e and frame c.

page_text: are made to move horizontally. Again, if it be wished to dispense with the
long rod e, let the two rods c, c, in Figure 1, be connected together by a short
rod e, as shewn in Figure 11. Then, instead of the apparatus formerly
described for encountering the frame c, let a slight frame m, constructed of
iron rods, be used for the same purpose, fixing it to the sleepers or ballast, as
shewn in the Figure, by means of bearings in which the ends of the rods can
turn, springs being attached to them to enable the frame to keep the erect
position when prepared to act against the rod e of the frame c. This apparatus,
like the other contrivances to be stationed on the road as already 'described,
can be raised and lowered at pleasure by means of the policeman's staff and
hook at the end of it. Note, it must be obvious, that if the apparatus
suspended under the engine be placed at an equal distance from its sides, the
rode in Figures 1 and 8, and that in the modification of the apparatus in
Figures 6 and 7 might be short instead of long, and that consequently, instead
of the frame m, for encountering the rod e shewn in Figure 11, the other
apparatus shewn in Figures 1, 3, 6, and 7 might be used, which precludes the
necessity of having a long upper rod as in the frame of Figure 11.
I claim, as the first part of my Invention, the mode of employing the gravi-
tating property of a weight to act on the steam valve, when such weight is
brought into action by suitable apparatus on railways, as herein described.
DRAWING B.
Figure 1 represents a pioneer for clearing the top and under parts of the
rails on which the wheels of a railway train runs of obstructions that might be
on or under them close to the flanches of the wheels. a, a, is the frame of the
pioneer constructed of bars of iron. It is fixed on to the fore part of the
engine and extends across the whole breadth of the railway. b, b, are bars
attached to and extending down from the frame of the pioneer to the level of
the top of the rails on which the train runs, but on one side of them.
c, c, are small shares which may be put on and taken off the frame of the
pioneer at pleasure, being for the purpose of clearing the road under the
flanches of the wheels of obstructions that might be in their way. d, d, are
brooms attached to the frame of the pioneer for clearing the top of the rails of
snow and other minor matters. The pioneer, if intended to be used as such
only, is to be fixed on to the under part of the frame of the fore part of the
engine by strong iron braces at its back. But should it be intended to
combine with the pioneer self-acting breaks, and a means for setting in action
my apparatus for shutting off the steam placed in the hind part of the engine,
then, as shewn in Figure 2, which is a side view of the engine and pioneer,.

page_text: it will be necessary to attach (e, e.) strong rods, one to each side of the under
part of the frame of the engine, on which, by means of (f.f.) rings, the frame
of the pioneer might be suspended to run back on the rods e when required.
9, 9, are strong springs, one attached to each side of the under part of the
frame of the engine, with which springs the pioneer is connected by (h, h.)
rods, which, being bolted on to the frame of the pioneer, are attached to one
side of the springs g, and likewise to (j) strong breaks for acting on the two
fore wheels of the engine, the rods h being continued on to breaks that act
on the hind wheels likewise of the engine. k is another rod bolted on to the
frame of the pioneer, its purpose being to project the bolt of a steel bow, to be
presently described, for settting in action my apparatus placed in the hind part
of the engine for shutting off the steam.
In this same Figure 2 is represented 7, a life preserver, a separate contrivance,
which can be put on and taken off the pioneer at pleasure. Its object is to pick
up men and cattle that might be on the railway when the train is passing. It
is fixed on to the lower part of the pioneer by means of a connecting rod run-
ning through from one side to the other, the under part of the life preserver
being lapped on to the under part of the frame of the pioneer, the manner of
which may be sufficiently understood by inspection of the Figure. m are iron
stays, one on each side of the life preserver. One end of the stay is fixed on to:
the frame of the pioneer, and the other to the frame of the life preserver, as
shewn in the Figure, serving as stays and supports to the life preserver. They
are jointed in the middle to allow the life preserver to rise and pass over obstruc:
tions that might be on the line, the under part of the life preserver being for
that purpose covered with sheet iron. Instead of iron rods the stays might
consist of chains or rope lines. The front of the frame a of the pioneer, as
shewn in this Figure, is to be armed with thick and soft padding or mattrasses;
such as coarse wool, &c. the coverings or casings of which ought to be prepared
for preserving them from wet, &c. The whole couch of the life preserver is
likewise to be furnished with padding or mattrasses of a similar description,
which, overhanging the fore part of the life preserver, reach within a short
distance of the top of the rail. The overhanging portion of the mattrasses
rest on an easy spring, that runs along the whole front of the life preserver.
By means of chains or ropes and pullies attached to each side of it and of
the engine the life preserver might be raised out of the way when required.
Figure 3 represents the pioneer, furnished in the middle of. it with the
means for performing the same offices to a third rail to be hereafter described,
as the brooms and shares, &c. do to the two side rails. The objects of these
'mprovements and their manner, of acting are so obvious as to dispense with'

page_text: the necessity of entering into any, very particular, description, I shall confine
myself therefore to merely stating that should, any,obstruction be on the rails
the frame a of the pioneer or the bars 6 ou encountering it will drive it.forward
or off the rails, whilst the shares under the-rails would clear away obstructions
that might be in the way of the flanches of the wheels. But should the
obstructions prove too weighty to be driven forward or off the rails, then the
effect would be to occasion the pioneer to recedo, and in doing so the rods h, h,
Figure 2, would force the breaks; to act upon the fore wheels, &c. of the
engine, whilst at the same moment the rod k would release the bolt of..the
steel bow, by which my.apparatus placed in the hind part of the engine would
be set in action and the steam shut off, &c. If in addition to these provisions
there be rods similar to those at h, Figure 2, placed behind the engine to act
upon others; placed in the fore part of the tender or carriage next to the
engine, for the purpose of putting breaks into action, on the fore and hind
wheels of that carriage, and, the same be done to all the other carriages, it is
plain the whole train would soon be brought to a stop on encountering any
obstacle on the line which the momentum- of the train.might not be able to
overcome by means of the pioneer. The whole front of. the life preserver
reaching nearly to the top. of the rails, and being provided with a very easy
spring covered over with a padding of soft materials, on encountering a man
he would be, struck with scarcely any force, for the resistance from his
weight would be little, and he would be received on the couch of the life-
preserver.
:
Figure 4 is a plan of a steel bow, from which a bolt is to be projected
towards my steam apparatus, placed in the hind part of the engine, for setting
it in action and occasioning it to shut off the steam, &c., or the bolt might be
projected by any other spring contrivance instead of a steel bow. a is a frame
with a bottom or floor of sheet iron, suspended to the under part of the engine
by means of (b, b,) iron rods. c is the steel bow, secured firmly to the frame a.
d is the bolt head made of wood; e is its shaft made of iron. It ought to be
so placed, as also the bow c, that the shafte of the bolt head d may pass under
or. on one side of the other of (f) the fire-box, the bolt head reaching just
beyond the fire-box opposite the frame c', of the steam apparatus in Drawing A,
Figure 1. As the iron shaft e will require to be supported, it is to have it by
means of rings attached to the side or under part of the fire-box. g is a
catch, with a trigger under the frame a (not seen in the Figure) for holding
back the string h of the bow when put in a state to project the bolt. j is the
rod indicated by the letter k in Figure 2, which, being pushed forward by the.
recoiling of the frame of the pioneer, acts upon the trigger under the frame

page_text: of this Figure and releases the bolt d, which is then projected and strikes
back the frame c¹ of my apparatus, placed in the hind part of the engine, by
which the steam is shut off. The shafte has a knob to prevent it going
beyond the distance necessary for occasioning the steam apparatus to recede
sufficiently. The rod j is supported at or near its end on and by a ring fixed
to the frame a. Figure 4¹ is a view of a front elevation of the frame a and
the steel bow c. I am aware that bars have been used in front of the wheels
of the engines for attaching brooms to them occasionally, for clearing the tops
of the rails of snow, &c. .
The second part of my Invention, however, has far more important objects;
for, besides that brooms might be attached to the pioneer for clearing the tops
of the rails of snow and minor matters, it is constructed so as to be able to
drive forward or off the rails obstructions of greater consequence that might
be on them.
:
I claim therefore this part of the Invention as new and of my inventing, as
likewise the shares for removing from under the rails obstructions that might
be in the way of the flanches of the wheels.
I claim also as new, and as my Invention, the mode described of bringing
breaks to act upon the wheels of the engine and other carriages of the train;
as shewn in Figure 2, and described above; also the mode described for shutting
off the steam of the engine, and shewn in Figures 2 and 4.
I claim likewise the life preserver, as described above, and shewn in Figure 2,
as new, and of my Invention.
.
•
Figure 5 represents a front view of an apparatus which I denominate a
clamp and stay; also a transverse section of a third rail proposed to be laid
down along the middle of the line of a railway between the two rails now in
use, and running parallel to them, as a means for preventing railway trains
getting or being thrown off the rails, and for effecting other purposes herein+
after pointed out. a is the transverse section of the proposed third rail, which
in the form of T throughout its whole length may be rolled out of single
pièces of metal, or the form I might be limited to the two ends of each, three
feet length, and welded on to them, as shewn in Figure X, serving as flanches
and precluding the use of the ordinary chairs for fastening down the rails.
These rails are to be secured to the sleepers by means of iron spikes driven
through perforations in the lower 1, or in the flanches, or they may be screwed
down, provision being made by slots, &c. for expansion and contraction of the
metal, or any other expedient might be resorted to for effectually keeping the
rail firm and secure in its place. To this centre rail are to be connected iron
clamps and stays, as represented in the Figure 5; two to be attached to the

page_text: engine, and one or two, if deemed necessary, to each of the other carriages of
the train. 6 is a circular shaft swelling out at (c, c,) the continuation of the
frame of the stay portion of the apparatus, which branches off and terminates
in two horizontal arms, as shewn in the Figure. The part indicated by dotted
lines being reduced in size is squarred until near its extremity, where it is
turned and cut into the male screw form. d is a wheel introduced within the
frame c; it revolves round its axle, which, being inserted through the sides of
the frame c, and the nave of the wheel, is secured in its place by linch pins,
caps, &c. in the usual manner. This wheel traverses on the top of the third
rail, contributing to bear the weight of the carriage and to support it in the
event of an axle breaking or wheel failing. e, e, constitute what may be
termed the clamp of the apparatus; they each consist of an upright and an
horizontal arm of one piece; the uprights are morticed through in the
upper part for the purpose of being fitted on to the horizontal arms of
the frame c, to which they are secured on one side by the thicker portion
of the horizontal arm of the frame c, and on the other by means of (f.f.)
caps, which are cut internally as female screws to fit on to the male screws
at the end of the horizontal arms of the frame c. 9, 9, are springs inside
of the mortices of the uprights of the clamp 6.
The reduced and squared
portion of the horizontal arms of the frame c, resting on these springs,
is a provision for enabling the apparatus to accommodate itself to inequali-
ties in the rails, and such other minor impediments on them as the wheels
of the train might encounter, and be able to surmount. The springs are
made fast at one end whilst the other is left free to allow the spring to
play. h, h, are two vertical wheels, one fitted on to the end of each of the
horizontal arms of the clamp e. These wheels are secured on to the arms on
one side by a washer, and the thicker portion of the horizontal arm. of e, and
on the other by a washer and linch pin. To admit the washers without their
occupying too much space on the arm e, let the metal on each side of the
wheel h be sunk sufficiently to receive the washers. These wheels revolve
round the turned portion of the arme as their axle; they do not touch the
rail a until brought in contact with it, by a tendency of the carriage to get
or be thrown off the rails; when acting against the under part of the rail a,
they check and resist the effort of the carriage, and prevent it getting or being
thrown off the rails. The horizontal arms of e, as more distinctly shewn in
the separate Figure Y, are turned towards their end, and serve as axles to the
wheels h, h, which are slid on to them; they terminate in (j) a ball and
socket, the latter is a hollow sphere, one half of which is formed out of the
solid metal of the arm e; the other half takes off and puts on to the former,

page_text: and for that purpose the interior of its circumference is cut as a female screw,
whilst the exterior of the circumference of the parts taken out of the solid
metal of e is cut as a male screw. By this contrivance the ball is introduced
into the socket and retained there. A portion is taken out of each of the
spheres next the side of the rail a, occasioning the ball inside to protrude
partially in order to be ready to act against the side of the rail a, for, until an
occasion occur to bring it in contact with the side of the rail, the ball does not
touch it; that occasion would arise on the carriage undergoing a lateral
motion, which at present causes the flanches of the wheels to strike against
the rails now in use, at such times the ball and socket being brought into
action operate to moderate the force of the strokes of the flanches against the
rails. They likewise cause the carriage to keep the curves in the railway
line, and assist the preventing it getting or being thrown off the rails.
the upper part of each hollow sphere is an aperture for introducing oil into
the interior, that the ball might work easily in its socket when brought in
contact with the side of the rail a; friction rollers, if deemed better suited for
the purpose, might be substituted for the ball and socket. I consider, Low-
ever, that the latter affords more strength, and the ball, by means of the oil,
revolving sufficiently free in its socket obviates any objection that might be
made to it on the score of friction.
On
Having by Figure 5 shewn and described the manner in which the clamp
and stay are connected with the third rail, I shall now explain the mode of
attaching the whole apparatus to the engine and other carriages of the train.
Figure 6 is a side view of the proposed third rail, and of the clamp and stay,
the parts seen in this Figure being indicated by the same letters of reference
as those used in Figure 5. The round shaft b, continued upward through a
perforation in k, a clip passes on to l, a second clip, the metal of which, or of
a separate block affixed to the bottom of it, is of sufficient thickness to admit
through a perforation in the bottom of it the end of the round shaft b, the
part so admitted reaching only one and a half inch into the clip or block,
whilst the perforation is from two and a half to three inches deep, to allow
one to one and a half inch perpendicular play to the shaft b. The clips k and
All the
1 secure respectively m, n, two springs, as shewn in the. Figure.
plates of the lower spring m are necessarily perforated to admit the shaft b to
pass up into the bottom of the block, or of the upper clip 2, but none of the
plates of the upper spring n are pierced. By Figure Z is shewn that the breadth
of the plates of the spring m allow of their being perforated, and being still
left sufficiently strong. This Figure likewise shews that the screw bolts for
fastening the clips do not interfere with the plates of the springs, for they pass

page_text: on each side of them.
o is a wheel fixed on the round shaft b, to which a
strong spiral or other spring might be attached, for limitting the rotatory
movement of the apparatus when the train is passing curves in the line, and
for bringing it back to its place on the line becoming straight again, having
something of the effect of lock wheels to carriages. p is a washer fixed to the
under part of the lower clip k, the shaft 6 being allowed to turn freely in the
perforations of the clips k and 1, but within certain limits. As just stated the
apparatus will accommodate itself by means of the clamp e to the curves in
the railway line, and the space left in the block, or in the lower portion of the
clip Z, allows the apparatus to rise perpendicularly one inch to one inch and a
half, which is a provision, together with the springs m and n, and those shewn
in Figure 5 at g, g, for giving an easy action to the apparatus when the wheels
of the carriage to which it is attached pass over inequalities in the rails, or
encounter other minor obstructions that might be on them. The introducing
of the end of the shaft 6 into the bottom of the block, or of the clip 1, provides
likewise for the strain being taken off the springs m and n whenever the
carriage inakes an effort to get off the rails, the points of resistance being
then: 1°; the block or clip 2, the interior side of which receiving the pressure
of the shaft b; 2°, the under part of the rail a, against which the wheels h; h,
are brought to act; and 3°, the sides of the rail a, ngainst which the: ball.j
is brought to act. 9 is another washer or wheel fixed on to the shaft b, just
after issuing out of the upper part of the clip k. The lower clip k secures the
spring m by means of screw bolts, &c. in the usual manner.
The upper
spring n is secured by its clip in the same manner, which is likewise
employed for attaching that clip, and with it the whole of the apparatus, to the
bottom of the carriage by means of joists of wood or of iron, provided
expressly for the purpose. r, r, are strap holders, two fixed to the bottom of
the clip k, one on each side, and two on to the bottom of the carriage, one on
each side of the clip l. Over these holders pass 8, 8, strong leather straps for
supporting the clamp and stay whenever it might be necessary to break off or
discontinue for a brief space the third rail a on the train arriving at points,
switches, crossings, turn-tables, &c.
I have stated that two of these apparatuses should be attached to each
engine. The most advantageous position for them would be under the body
of the engine, in case the works there could be so adjusted as to admit them;
one close to the hind part of the fore axle, and the other just before the axle
of the hind or driving wheels; for on using this apparatus the engine need
not be constructed with more than two wheels on each side to run on the
rails now in use. In such case, both the springs m and n could not be placed

page_text: in the direction of the length of the engine. The first-mentioned might; but
the last, on, account of the fire-box, would have to be placed transversely. The.
clamp, &c. placed behind the axle of the fore wheels ought in this arrange-
ment of the apparatuses to be provided with a shield and pioneer, a side view of
which is shewn in Figure 6, and a front view in Figure 7, in which similar
letters of reference are employed for indicating the same parts in both. t is
the frame of the shield, consisting of two circular flat bars of iron placed in
front of the wheel d, being, fixed on to each side of the upper part of the
frame c, as shewn in Figure 6, and reaching to within three or four inches of
the top of the rail a. The circular bars are connected together by bolts.
v, v, are braces from each side of the frame to each side of the shield t;
which strengthen the latter as well as the pioneer; of which a front view is
given in this Figure, and a side view in Figure 6.
Figure 7, the pioneer, consists of (w) an iron bar attached to the end of the
shield t, extending both sides, as shewn in the Figure, beyond the top part
of the rail a. This bar, reduced in size towards its end, is squared in that part
of it indicated by dotted lines, a small portion only of its end being turned
and cut as a male screw to receive (x, x,) caps, which serve to secure the
pioneer part of the apparatus on the bar w. y, y, are each made of one picco
of metal, consisting of an upright and horizontal arm; the former morticed
through at the upper end for fitting on to the bar w. To each of the horizontal
arms of y, y, is attached (z, z,) a mould board and share for clearing the
road under the rail a of obstructions that might be in the way of the
wheels h, h, &c. The face or front of the shield t, if deemed necessary, might.
be covered with sheet iron, as a better protection to the clamp, &c. against
fragments of the fore axle in case it gets. broken, or against any other casual
obstruction on the line. To the bar w brooms may be fixed, for clearing the
top of the rail a of snow or other minor substances that might be upon it;
or, for the same purpose, sheet iron might be employed, attaching it to the
bar w, and making it reach sufficiently close to the top of the rail a for
effecting its object.
Figure 8 represents a modification of the clamp and stay, applicable to the
same purposes as the former. The wheel d being of much less diameter than
the other, renders this. modification more suitable for placing under low
carriages, and, even under engines whose works preclude an apparatus with a
higher wheel being placed immediately under their body. The manner of
attaching this modification of the clamp, &c. to the carriage is the same as
that already described, or it might be effected by expedients better suited to
the carriage to which it is to be attached. b, c, and e, constitute the frame of

page_text: engine and other carriages of the train, rendering it easier to place this appa-
ratus immediately under the body of the engine, as it would not then interfere
with the works under it; and the same mode might be resorted to for placing
them as in Figures 1, 2, and 3, in the fore and hind part of the engine. In.
this method the frame c docs not extend upwards, to be attached to the under
part of the body of the engine, but consists of two separate pieces fixed on to
the axle one on each side of the wheel d; the axle of which, extending to
the two sides of the frame of the engine or other carriage, its ends are there
fixed, having springs, &c. as in the other axles, &c. The rest of the clamp
and stay is exactly as before described.
Having fully described the nature of this apparatus, the objects to be
accomplished through it, and the manner of carrying the same into effect, I
have to state, that until some time after having commenced taking. out my
Patent I was unconscious that plans had previously been proposed for effecting
some of the objects contemplated by myself, but they differ essentially in the
mode of carrying them out. They moreover do not propose to effect as many.
important purposes as I do through this Invention of a clamp and stay.
Horizontal wheels have been proposed by others for causing trains on railways.
to keep the curves in the line, and for preventing them getting off the rails.
Horizontal wheels applied to a third rail have been proposed for other pur-
poses likewise, which it is needless to enter into here. But I do not adopt
those horizontal wheels. I am not aware that the plans of others to which I
have alluded have ever been adopted or used on railways, which however is
very immaterial, as those plans, on being compared with mine, will be found
to differ essentially.
..
What I claim as the third part of my Invention is,-
First, the vertical wheels h, h, Figures 5 and 6, for acting against the under
part of the rail a, to prevent the carriage getting or being thrown off the rails,
and likewise for assisting it to keep the curves in the line.
Secondly, the ball and socket j, for acting against either side of the rail a, as
occasion requires, for causing the carriage to keep the curves in the line,
assisting to prevent it getting or being thrown off the rails, and for effecting
the other purposes mentioned in the foregoing description of this Invention.
Thirdly, the wheel d, in the same Figures, which, traversing on the top of
the rail a, assists in supporting the carriage at all times, sustaining it in an
erect position in the event of au axle breaking, or a wheel falling off or getting
broke, and enabling the carriage, after the occurrence of such accident, to
proceed with ease and safety to the next station.

page_text: resents & longitudinal section of a buffer carriage, of which one
might be placed before the engine and another in the rear of a railway train
for the purpose of lessening the shock of collisions with obstructions on the
linc. Similar carriages might be placed likewise at stations. The carriage is
constructed of iron, and consists of two separate rectangular cases running on
wheels and furnished with springs. A, the greater, serving as a sheath for
receiving (B) the lesser case. The interior of both cases is furnished with c, c,
grooves running their whole length, two on the ceiling, two on the floor, and
one on each of the sides of the cases. In these grooves run d, d; friction
rollers applied to e, e, frames of wood occupying the whole breadth and height
of the interior of the cases; on these frames are suspended, by means of
wooden or iron pins f, f, circular mattrasses filled loosely with soft clastic
materials, such as coarse wool, cork cuttings, &c. The cases of the inattrasses
may be of strong canvass or any other appropriate material, the edges being
secured by rope lines. These mattrasses extend from one woolen frame to
another, being secured to each respectively by 9, 9, the before-mentioned pins,
better shewn in Figure 3. The frames are likewise connected with each other
by h, h, strong spiral. springs, four between every two frames, to which the
springs are attached by screwing the plates at the extremities of the springs on
to the frames. Other description of springs might be used that would be
suited to the purpose. The frames and mattrasses of the case A (by means of
round apertures in their centre) are all strung successively on to (J), a hollow
iron tube, which, secured by strong screw bolts on to the hind part of the
frame, and conducted along the whole length of the case A; enters partially
into the case. B, where it is secured on to the first of the wooden frames e, in
that case, as seen in the Figure. k is a strong iron rod, on which are placed the
franes and mattrasses of the case B. It is secured on to the interior of the

page_text: front covering of the case by screw bolts, &c., as shewn in the Figure; the
other end enters into and is supported by the tube J. To facilitate the passing
of the lesser case B into the greater A I, I, rollers are placed externally on
to the top and bottom of the lesser case B, which enter into the grooves c, c,
of the greater case A. At the bottom of both cases are (m, m,) vents for
allowing the air to escape readily out of the two cases on being pressed together
by collisions. The manner of filling the interior of the cases with their wooden
frames, mattrasses, springs, &c. is this:-The lesser case B is to be first prepared
to receive its furniture by securing the rod / as a preliminary, to the interior of
the front covering of the case. The wooden frames and mattrasses are then
successively and alternately to be strung on to the rod k, screwing on the
spiral springs to the frames before inserting them into the case; when the
series of frames and mattrasses of the lesser case B is completed, the end
towards the case A is closed by a strong boarded front x, and bolted on to the
frame of the case. The end of the rod k is then inserted into the hollow
tube J, one end of which tube is now to be secured by screw bolts, &c.
to the wooden frame e, last inserted into the lesser case B. Then cominences
the processes of filling the greater case A with its series of frames and
mattrasses, &c.; for this purpose it is obvious the covering of the hind part
of the case A must not yet be put on. When the interior of both cases has
been thus filled with its complement of frames and mattrasses the hind part of
the case A is to be closed and secured by a covering of either strong plank or
iron fastened on to the framing of the case by strong screw bolts, &c. The
exterior of the front and hind part of the carriage or cases A and B are then
to be armed first with n, n, a circular buffer, being a casing filled with very.
elastic materials, either cuttings of cork or any other equivalent material.
Over these are to be placed o, o, mattrasses or paddings, covering the whole
surface of the front and hind part of the cases A and B, which mattrasses, &c.,
are to be filled with soft and elastic materials, such as coarse wool, &c., and
fitted on to a frame secured to the head of each case respectively by screw
bolts, &c., and covered with a preparation to preserve them against wet, as
shewn in Figure 5.
Figure 2 represents a similar sectional view of a modification of my buffer
carriage. The greater case A is in every respect similar to that of Figure 1,
except that J, instead of being a hollow tube, is in this case a strong solid iron rod.
The lesser case B, in this modification of my buffer carriage, is quite differently
arranged in its interior from the lesser case B in Figure 1. ' is a cylinder, the
closed end of which is secured to the interior of the front of the case B, whilst
in its length it is sustained and secured by p, p, iron braces encircling the

page_text: cylinder, and fixed to the ceiling, floor, and sides of the interior of the case.
9 is the piston with stuffing box to work in the cylinder in the manner of a
force pump. r is a small tube on the upper surface of the cylinder k', the top
of which tube is secured by s, a screw cap furnished with a strong spiral spring,
to the bottom of which a valve is attached closing the orifice that provides a
communication between the cylinder and the tube r until forced upward by
the pressure of the water and air in the cylinder ', which then entering the
tube 7, passes thence along t, a pipe conducted outside the cylinder k¹, and
enters it at the place shewn in the Figure. is a cock for letting the water
out of the cylinder. w is a small trap-door at the top of the case B, for
admitting water into the cylinder. The manner of acting in both these buffer
carriages is sufficiently obvious. Being attached to the front of the engine
they first experience the shock of collision from encountering obstructions on
the line, which forcing back the lesser case B, it enters the greater case A,
gradually compressing the mattrasses, &c. of that case, as in Figure 1, by x,
the interior head of the case B, serving as a piston to urge forward the
mattrasses in A, whilst the tube J drives forward and compresses the mat-
trasses, &c. in the case B of the same Figure. The check put to the progress
of the buffer carriage by an encounter in its front brings the engine upon its
hind part. It is plain, however, that by the compression of the mattrasses
and resistance of the springs a degree of retardation is produced that must
offer considerable opposition to the forces brought to act upon them, ope-
rating to prevent the too-suddenly arresting or checking the speed of the
engine and train, and consequently averting fatal results from collisions. Those
results are further provided against by the soft and elastic materials on the
fore and hind covering of the buffer carriage for receiving the first impression
of the collision and for lessening the shock of the engine coming against it
behind. In Figure 2 the cylinder ke is two thirds filled with water, the rest of
the space being occupied by air. The interior head of the lesser case B in
this Figure 2 is secured on to the framing by screw bolts, and is solid, except
having a round aperture in its centre for admitting the rod J to pass through.
By this construction it is obvious that the rod J drives forward the piston q,
which, pushing the water and air towards the bottom of the cylinder, soon
produces a strong opposition to the further progress of the piston 9; a retard-
ation arises, preventing the cases A and B coming together too suddenly,
which is aided by the resistance of the mattrasses and springs in the case A,
they being urged forward by the interior head
them as a large piston. The force exerted by the
and the resistance of the body encountered in front
of the case B, acting upon
momentum of the engine
the buffer carriage will

page_text: become too great to be longer resisted by the spiral spring in the tube r, which
being driven upward, the valve at its bottom follows it, and the water and air
in the cylinder are forced up through the orifice into the pipe t, to enter again
the cylinder at the other end. At the bottom of the piston q is a valve for the
purpose of allowing the water to flow into the cylinder to occupy the place it
did beforo on the piston being drawn back.
Figure 3 is a front view of the interior of the case A of either buffer
carriage, for exhibiting the manner of arranging the mattrasses and spiral
springs to the wooden frames, as likewise the grooves, friction rollers, &c.,
the same letters being used as in Figures 1 and 2 for indicating the same
parts.
:
Figure 4 is the front view of the interior of the case B, of Figure 2, which
contains the cylinder, &c.
Figure 5 is a view of the exterior of the fore and hind part of either of the
buffer carriages, being the same in both, showing the manner in which the
heads, buffers, and mattrasses are secured on to the frames of the cases
A and B. The lower part of the iron framing of the buffer carriage ought
to be made sufficiently stout to give it weight enough to keep it steady, and
not liable easily to be thrown off the rails on coming in contact with other
bodies. But the most effectual way of providing against such an occurrence
would be to place two of my clamps and stays under each of the buffer
carriages, connecting them with the proposed third rails, or with the two rails
now in use. By thus securing the buffer carriage to the rails, neither collision
or any other cause could throw it off the rails, all objections to its use would
then vanish, and by adopting them there would be much more security for
passengers that travel by railways. As an additional provision against the
effects of collisions, I propose that each carriage should be furnished with cir-
cular pads or fenders stuffed with soft and elastic materials placed both on the
fore and hind part of every passenger carriage round the stems of the usual
buffer springs, so that on collisions taking place and the buffer springs being
pushed back, the carriages, on coming in contact with each other, will be saved
by the fenders, which would receive the shock instead of the carriages
themselves.
I would remark, that various plans have been proposed for lessening
the shock of railway collisions, among them water, air, and springs, and certain
modifications. What I claim as the fourth part of my Invention is the pecu-
liar manner in which I have combined those elements for producing retardation,
as shewn in Figure 2, and fully explained above.
I claim likewise the mode of applying soft and elastic materials combined

page_text: DRAWING E.
Figure 1. represents a signal station, one of which might be placed at every
mile along the line outside the rails. A is the house of which the front is
open and the back closed, but having a door leading to a space behind the
house A, where a pillar, &c. is placed for a lamp. The sides of the house A
have each 6, a flap, which, by means of a cord, can be raised or lowered at
pleasure, as shown in the Figure. The interiors of the flaps are concave, the
exterior plane, cach closing when let down tho opening on its respective side
of the house A. c is a Chinese gong suspended by a cord from the roof of the
house A, so as its faces shall be exactly opposite the concave parts of the
flaps 6 when they are lowered, as likewise of the openings in the sides of the
house A, when the flaps are raised. d is a. hollow pillow, having a tube
inserted inside for conducting gas up to e, a lamp which has a glass that fronts
the railroad, one on the side looking up the line, and one on the side looking
down the line. The back of the lamp has no glass. The light may either be
of gas, or some other chemical agents capable of producing, promptly, a strong
white light. The glasses of the lamp itself are colorless, in order to exhibit a
white light., f is a colored glass, suppose red, which glass, by means of hinges,
can be turned up to cover the glass of the lamp that fronts the railroad when
a red color is to be exhibited as a signal; glasses, similarly colored, are similarly
placed on the two sides of the lamp that look up and down the line, but which
cannot be shewn in this Figure. 9 is another colored glass, suppose green,
which, by means of hinges, can be lowered to cover the glass of the lamp that
fronts the railroad, when a green color is to be exhibited as a signal. h, h, are
similarly colored glasses, similarly placed as that indicated by g to cover the
two side glasses of the lamp which look up and down the line. ; are opaque
tin sheets, one is placed behind each of the glasses h, and by means of hinges
fixed to the frame of the lamp e, they can be lowered to intercept the light on
the side of the line it may not be required to be shewn. It is obvious, that
when the opaque tin sheets are to be lowered, the glass h in front of it must
necessarily be first lowered by 'means of a short ladder, or by bars placed as
a ladder across the hollow pillar d; the policeman can mount to shift the
glasses as required, and to secure them in their positions when either covering
or uncovering the glasses of the lamp e, the mode of securing them in either

page_text: case is too simple to need being described... The manner of using this
description of signals is this:-Suppose an accident has occurred on the line,
requiring that notice of it should be conveyed, promptly, to a coming train, or
to a policeman higher up or lower down the line, the policeman on, whom it
devolves to give this notice first exhibits the.. proper light in the front, and
likewise.in the side of the lamp e, which looks, towards the direction of the line
it is intended the signal shall be observed, closing the other side by letting
down the opaque tin sheet. Secondly, he raises the flap 6 that looks towards
the same direction as the side light exhibited, the other flap being left down.
And thirdly, ho sounds the gong, the sound of which will be conveyed in the
requisite direction, and being heard by the policeman in that direction, his
attention will be drawn to the light, from which he will know what he has to
perform, whether, according to the arrangements that may have been made,
he is to raise the staff nearest to him or those beyond him, for preparing to set
in action my apparatus for shutting off the steam of the engine of a coming
train, or merely to exhibit a similar light to that shewn to him by the other
policeman as a signal to the engine driver, by which means signals by light
might alone be given, or with them the steam might be shut off, as the case
requires. This signaling need not preclude the policeman, immediately after
making them, proceeding to raise staffs up in the direction of the expected
train, if it should be required, to prepare to shut off the steam of the engine.
Instead of shifting the different colored glasses, as described above, they might.
be made to revolve to exhibit the requisite color.
I claim, as the fifth part of my Invention, the using in this manner of a
gong as a means for making signals, and of the application of concave flaps;
for, in one case, preventing the sound being conveyed in a direction not
required, and, in the other, for increasing its intensity towards the direction it
is desired it should be conveyed.
I claim likewise, as my Invention, the very simple and expeditious mode,
as shewn in the Figure and described above, for signalling, by different
colored lights, the policeman on the road and the men on the engine, and
it is obvious, that the same means can be used for signalling in the day,
substituting different colored cloths for glasses, if requisite.
It may have been observed, that my Invention consisting of improvements
for preventing or lessening the effects of accidents on railways, can be used
separately or together.
Figure 2 is given in order to exhibit the manner in which they could,
all of them, act conjointly. A and B is a view of the exterior of the
buffer carriage; to the front is attached (c) the pioneer, with which is

page_text: connected (d) the life preserver. The manner of fixing the pioneer to the
buffer carriage is shewn to be by strong circular bars of iron serving as
braces to it. To the hind part of the buffer carriage e, an iron frame is
attached for the purpose of fixing to it (f, f) the rods which force back g,
the breaks, to act on the fore wheels of the engine, and by continuing the rods
breaks are brought to act on the hind wheels likewise; h in the rod, that
occasions a bolt, not shewn in this Figure, to be protected from a steel bow
placed under the engine, for the purpose of setting in action my apparatus for
shutting off the steam, which is placed behind the engine under the platform
where the engine-men stand.
Note. Neither the third rail with the clamp and stay apparatus, nor the
steam apparatus, are shewn in this Drawing, for they can be easily imagined
without exhibiting them.
In witness whereof, I, the said Abraham Alexander Lindo, have hereunto
set my hand and seal, this Twelfth day of May, in the year of our
Lord One thousand eight hundred and forty-one.