IMPROVEMENT IN THE CONSTRUCTION OF RAILWAY PLANT TO ENSURE THE SAFETY OF PASSENGERS' LIVES IN THE EVENT OF ACCIDENT OR CALLISTON
Year: 1865

page_text: TTERS PATENT to Charles Middleton Kernot, of Gloucester House,
West Cowes, Isle of Wight, in the County of Southampton, Doctor of
Medicine, Doctor of Laws and Logic, Doctor of Philosophy, and Member
of the Royal College of Surgeons of England, and Nathaniel Symons, of
the Albert Foundry, Prince's Street, Lambeth, in the County of Surrey,
for the Invention of "IMPROVEMENT IN THE CONSTRUCTION OF RAILWAY
PLANT TO ENSURE THE SAFETY OF PASSENGERS' LIVES IN THE EVENT OF ACCIDENT OR
CALLISTON"
Sealed the 12th January 1866, and dated the 26th September 1865.
PROVISIONAL SPECIFICATION left by the said Charles Middleton Kernot
'
and Nathaniel Symons at the Office of the Commissioners of Patents,
with their Petition, on the 26th September 1865.
We, CHARLES MIDDLETON KERNOT, of Gloucester House, West Cowes, Isle
of Wight, in the County of Southampton, Doctor of Medicine, Doctor of
Laws and Logic, Doctor of Philosophy, and Member of the Royal College
of Surgeons of England, and NATHANIEL SYMONS, of the Albert Foundry,
Prince's Street, Lambeth, in the County of Surrey, do hereby declare the
nature of the said Invention for "IMPROVEMENTS IN THE CONSTRUCTION OF
[Price 8d1

page_text: RAILWAY PLANT TO ENSURE THE SAFETY OF PASSENGERS' LIVES IN THE EVENT OF
ACCIDENT OR COLLISION," to be as follows:-
The object of the present Invention is to ensure the safety of passengers'
lives, as well as those of the guard, engine driver, and stoker. For this
purpose the guard carriage, of which the following is a description, is provided
with a break attached to every axle of the wheels, and may be continued to
every carriage throughout the train, and worked by the guard in the usual
manner; the body or upper part of the carriage is oblong, each end thereof
being formed of half-inch boiler plate, and ribs to strengthen them, and
between every joint a thickness of felt is inserted, a door being made at each
end of the carriage as well as at each side. The inside of the carriage is
lined or padded all round to the height of four or five feet with india-rubber
or elastic balls six inches in diameter, and of a proper thickness to yield and
save the guard from injury in time of sudden concussion. The body or upper
part of this safety guard carriage is made less in length and breadth than the
under frame so as to leave a small passage all round, which is protected with
light iron railings so that the guard may come out occasionally to see that
all is right. The carriages, which are of the ordinary form, are supported or
slung in a framework of wood or iron securely fixed, and by any convenient
means to the wheel bearing part of the carriages; this frame or cradle is
semicircular in form similar to that of the bottoms of the carriages,and within
this is an intermediate tram on which the carriages move, being furnished
with four or more wheels or rollers for that purpose, the said wheels or rollers
being borne on easy springs, the bodies of the carriages are kept down on the
cradle and tram by allowing the axle which runs through the rollers or wheels
at each end of the body of the carriage to pass through each end of the
cradle, or guides may be fastened to the carriages in many ways. Carriages
can also be constructed on this principle in a circular or any other suitable
form, so that they can be made to revolve or move within their own circle in
time of collision. Each carriage is furnished with a signal apparatus commu-
nicating with the guard, this is of most simple construction, and consists
simply of a chain or chains passing over rollers placed in a convenient position
on the top of each carriage, a sufficient length of chain is allowed for each
carriage, and so arranged that it can readily be connected, each chain being
furnished with a book so that they can be at once coupled; a bell is placed
in the interior of the guard's carriage in connection with the chain or chains
above mentioned, thus forming a communication between the passengers and
guard. It will thus be seen by the above description that the bodies of the
carriages or passenger compartments are allowed to move to and fro in case

page_text: of accident, so that the sudden and injurious effects of a shock or jar will not
be felt by the occupants of the carriages, but the lower part thereof will alone
sustain the force of the collision. We must here remark that in front of
every locomotive engine, as well as at the rear of the train, a self-acting tram
or break is placed, this break or tram consists of an inclined plane of iron or
other suitable substance, and is fixed to the end of the carriage, and reaching
downwards towards the rails so as to permit of the engine of any train with
which it should come in contact running up the incline and thus break the
force of the collision, which would otherwise be severely felt; the top of this
inclined plane is curved or arched in such a mauner as to check any further
progress of the engine beyond that point. This species of break is equally
applicable for railway junctions as stops by sidings at stations.
And in order more fully to carry out our views we propose to make the
wheels and tiers attached to the bottom part of the carriages in such a manner
as to lessen the accidents consequent on the expansion and contraction of
the metals used in the construction thereof. For this purpose we cause the
wheels and tiers to be made in sections, placing between the joints either
wood, felt, india-rubber, gutta percha, or any other suitable or flexible material,
capable of yielding or breaking the action by concussion, which goes through
the wheels whilst in motion and allows the metal to expand and contract,
the tier is thus a fixed portion of the wheel and not likely to come off the
wheel when the train is in motion, which at present is not an unfrequent
occurrence. The body of the wheel itself can be made of cast or wrought
iron, and put together in parts or in one piece.
In order to prevent the carriages running off the line we cause the
sleepers to be made with a rise on one side, and the tram is tubular, but
square outside, so that the edges will be uniform on either side, the said
tram being laid on wood, felt, or any suitable substance to break the jar
of the metals. By this principle of tram a better and more lasting as well
as uniform surface will be obtained, as in the event of either of the outer
edges of the tram or rail getting worn it will only be necessary to turn the
tram, which can be performed eight times without changing it for a new
one. The sleepers being composed of one or more pieces of metal, may be
imbedded in stone, wood, or any other suitable material, which will form
a firm and lasting foundation, or they may be fixed in the ordinary way.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Charles Middleton Kernot and Nathaniel Symons in the
Great Seal Patent Office on the 26th March 1866.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we CHARLES,
MIDDLETON KERNOT, of Gloucester House, West Cowes, Isle of Wight, in
the County of Southampton, Doctor of Medicine, Doctor of Laws and Logic,
Doctor of Philosophy, and Member of the Royal College of Surgeons,
England, and NATHANIEL SYMONS, of the Albert Foundry, Prince's Street,
Lambeth, in the County of Surrey, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-sixth day of September, in the year of our
Lord One thousand eight hundred and sixty-five, in the twenty-eighth year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto us,
the said Charles Middleton Kernot and Nathaniel Symons, Her special licence
that we, the said Charles Middleton Kernot and Nathaniel Symons, our
executors, administrators, and assigns, or such others as we the, said Charles
Middleton Kernot and Nathaniel Symons, our executors, administrators, and
assigns, should at any time agree 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, an Invention
for "IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY PLANT TO ENSURE THE
SAFETY OF PASSENGERS' LIVES IN THE EVENT OF ACCIDENT OR COLLISION," upon
the condition (amongst others) that we, the said Charles Middleton Kernot
and Nathaniel Symons, our executors or administrators, by an instrument
in writing under our, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention, and
in what manner the same was to be performed, and cause the same to 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 we, the said Charles Middleton Kernot and
Nathaniel Symons do hereby declare the nature of our said Invention, and
in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement thereof, that is to say:-
Our said Invention has for its object improvements in the construction
of railway plant to ensure the safety of passengers' lives in the event of
accident or collision.
The guard carriage, shewn in plan, part end section, and side elevation,

page_text: Sheet No. 1, Figures 1, 2, and 3, is provided with a break A attached to
every axle of the wheels B, and may be continued to every carriage through-
out the train, and worked by the guard in the usual manner; the body or
upper part of the carriage C is oblong, each end thereof being formed of
half-inch boiler plate (a) Figure 1, and ribs to strengthen them, and between
every joint a thickness of felt is inserted, a door D being made at each end of
the carriage as well as at each side. The inside of the carriage is lined or
padded all-round to the height of four or five foot with india-rubber or elastic
balls E, Figures 1 and 3, six inches in diameter, and of a proper thickness
to yield and save the guard from injury in time of sudden concussion. The
body or upper part of the safety guard carriage is made less in length and
breadth than the under frame, so as to leave a passage F, Figures 1, 2, and
3, all round which is protected with light iron railings G, Figure 2, so that
the guard may come out occasionally to see that all is right.
The passenger carriages which are of the ordinary form are supported or
slung in a framework of wood or iron H,securely fixed,and by any convenient
means to the wheel bearing part of the carriage I, Figures 1 to 8; this
frame or cradle is semicircular in form similar to that of the bottoms of the
carriages, and is strengthened with sideguards or stays I'; within this cradle
is an intermediate tram J, shewn by the dotted lines, and on which the
carriages move, being furnished with four or more wheels or rollers K for
that purpose, the said wheels or rollers being borne ou casy springs L; the
bodies of the carriages are kept down on the cradle and tram by allowing
the axle which runs through the rollers or wheels at each end of the body of
the carriage to pass through each end of the cradle; or guides, quadrants,
rollers, or endless chains may be fastened to the carriages in many ways.
Figures 4 and 5 represent a side elevation of two carriages supposed to
have met in collision; it is plain to be seen that the whole force of the
concussion is first received by the under frames, breaks, axles, and wheels,
and then pass under through the entire length of the train. The concussion
gives motion to all the carriages throughout the length of the train, sufficient
in time to save life.
A further improvement or another mode of working our new carriage is
as follows:-Side springs (6) Figures 7 and 8, are attached to the top of
the cradle, and a cross bar (c) over the top of the carriages, with a spring
roller (d) introduced under the cross bar, also springs (e) at each end, and
a guide made to fit the circle of the tram and work in a groove on the top
of rollers, see Figures 7 and 8.
Carriages can also be constructed on this principle in a circular or any

page_text: other suitable form, see Figure 6, so that they can be made to revolve or
move within their own circle in time of collision.
Figures 6 and 6b shew a side view and end section of a swing carriage,
the body of the carriage being slung on the rods L', at each end attached
to the cross bar L. Each carriage is furnished with a signal apparatus
communicating with the guard; this is of most simple construction, and
consists simply of a chain or chains (ƒ), passing over rollers (9), placed in
a convenient position on the top of each carriage, a sufficient length of chain
being allowed for each carriage, and so arranged that it can readily be
connected, each chain being furnished with a hook (h) so that they can be
at once coupled with security; a bell or gong (i) to cause a continuous
sound is placed in the interior of the guard's carriage in connection with
the chains above-mentioned, see Figures 9, 10, and 11, Sheet No. 2.
It will thus be seen by the above description that the bodies of the
carriages or passenger compartments are allowed to move to and fro in case
of accident, so that the sudden and injurious effects of a shock or jar will
not be felt by the occupants of the carriages, but the lower part thereof will
alone sustain the force of the collision, which would be first received by the the
buffers (), which would cause the bodies of the carriages (c) to move on their
course up the tram J in the cradle H, and gradually checking themselves in
rising up to the stops M, they are then reversed and will work themselves
slowly back and up the other side of the cradle, the action will be similar to
an ordinary suspended swing bringing itself slowly to a standstill; by this it
will be seen the sudden or injurious effects of a shock or collision will not be
seriously felt by the passengers in the carriages. We must here remark that
in front of every locomotive engine as well as at the last end carriage of the
train, a self-acting tram or break N, Figures 12 and 13ª, and Figures 12
and 13b, Sheets 2 and 3 is placed. This break or tram consists of an inclined
plane of iron or other suitable substance,and is fixed to the end of the carriage
and front of the engine, and reaching downwards towards the rails so as to
permit of the engine of any train with which it should come in contact
running up the incline, and thus break the force of the collision; for this
purpose wheels are fixed to carry the inclined train attached to the engine and
in front thereof, the top of this inclined plane O is curved or arched in such a
manner as to check any further progress of the engine beyond that point.
It will be seen on referring to the Drawings that the points of the inclined
planes or trams in front of the engines are made to lift up and down so that
they may be regulated as desired at the starting point or station, in such a
manner that the down going carriage will have the points lowered, and the up

page_text: coming one will have them raised so that thegrip wheel (a) would enter on the
inclined tram of the other should they meet. This species of break is
equally applicable for railway junctions, as stops or terminations at stations.
Figure 14, Sheet 3, is an illustration of a break or stop of this description.
And in order more fully to carry out our views we propose to make the
wheels and tyres attached to the bottom part of the carriages in such a
manner as to lessen the accidents consequent on the expansion and contraction
of the metals used in the construction thereof. For this purpose we cause
the wheels and tyres to be made in sections, placing between the joints either
wood, felt, india-rubber, gutta percha, or any other suitable or flexible
material capable of yielding or breaking the action by concussion or expansion,
which goes through the wheels whilst in motion, and allows the metal
to expand and contract; the tyre is thus a fixed portion of the wheel, and not
likely to come off the wheel while the train is in motion, which at present is
not on unfrequent occurrence; the body of the wheel itself can be made of
cast or wrought iron, and put together in parts or in one piece.
Figures 15 and 16, Sheet 3, shew this wheel which may be made of cast or
wrought iron or steel; Numbers 1, 2, 3, and 4 are the sections; Number 5,
centre part and boss to which the sections are attached by means of bolts; the
dotted lines shew where the elastic substance is inserted. Figure 16 shews
an end section of the centre piece fitted together; Figure 17 is an end view
of Figure 16 at C and section at A, Figure 15. In order to prevent the
carriages running off the line we cause the sleeper to be made with a rise on
on one side, see Figure 18, and tram tubular, but square outside, so that the
edges will be uniform on either side, the said tram being laid in the sleeper
or chairs on wood, felt, or any suitable substance to break the jar of the
metals. By this principle of tram a better and more lasting as well as
uniform surface will be obtained, as in the event of the outer edges of the
tram or rail getting worn it will only be necessary to turn the tram, which
can be performed eight times without changing it for a new one. The sleepers
being composed of one or more pieces of metal, and may be imbedded in
stone, wood, or any other suitable material, which will form a firm and
lasting foundation, or they may be fixed in the ordinary way.
Figure 19 is a plan of this system of tram; Figure 20 is a full-size
section of sleeper or chair of wrought or cast iron; and Figure 21 a joint
piece to secure the ends of the rails; no bolts or screws are required.
The same letters indicate like parts shewn in the different Figures, and
those parts illustrated but not described in the Specification, being well
known, and consequently not requiring special mention.

page_text: Having thus described our Invention, and the mode of carrying the same
into effect, what we claim and desire to secure by Letters Patent is, the
peculiar arrangement and construction of the various parts of railway plant
as herein-before described and illustrated by the accompanying Drawings,
reserving to ourselves the right of varying or modifying the various details,
which can be done without departing from the principle of action thereof.
In witness whereof, we, the said Charles Middleton Kernot and
Nathaniel Symons, have hereunto set our hands and seals, this
Twenty-eighth day of December, in the year of our Lord One
thousand eight hundred and sixty-five.
(L.S.) CHARLES MIDDLETON KERNOT.
(L.s.) NATHANIEL SYMONS.
Witness to both Signatures,
WILLIAM PEARCE KERNOT,
St. Mary Street, West Cowes,
I. of Wight.