Improvements in the Arrangements for and Mode of Working Electric and other Railways, in such a way that all may be Introduced Collectively or Singly as Auxiliaries to Existing Railways.
Year: 1890

page_text: Date of Application, 25th Feb., 1890-Accepted, 10th May, 1890
COMPLETE SPECIFICATION.
Improvements in the Arrangements for and Mode of Working
Electric and other Railways, in such a way that all may be
Introduced Collectively or Singly as Auxiliaries to Existing
Railways.
I ROBERT COOKE SAYER of 11 Clyde Road Redland Bristol Civil Engineer,
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:
The object of this application is to work railways and the like by means of
electricity with safety in such a way that the various means adopted to attain the
desired ends may be gradually introduced by railway companies either step by step
or together as auxiliaries to their presend mode of working, until the employees are
familiar with and have confidence in them, and the Directorate find the same with a
maximum of efficiency and economy.
In the case of railways worked entirely by electricity it is intended the whole of
the passenger vehicles, or only one as required, shall be provided with a powerful
dynamo for propelling them, and when not so used the wheels when in motion shall
actuate it and supply a secondary battery so that when the train has to be stopped
the power necessary for thus working the dynamos assists the breaks. The vehicles
are provided with both slipper and wheel block breaks, in such a way that a
comparatively weak current puts them in work to go on and be taken off instan-
taneously, but in each case the whole weight of the train, and also its velocity are
used to apply the breaks: usually the former are worked only to prevent the
formation of flats on the wheels and consequent damage to the rolling stock and
permanent way but in case of need both are at once put on and the mechanism
for working both is the same as for the one, and consequently always in order and
ready for use: they are also arranged for the motors to be stopped and the breaks
put on by the same and one notion only, but when desired the motors may be
stopped without putting on the breaks, and the breaks put on after the breaks are
as readily used when shunting in station yards from either side and end: and the
motors are automatically stopped and the breaks put on to each portion of a divided
train which may occur by accident.
For this purpose the main current 1st propels the train: 2nd warms the vehicles:
3rd supplies (a) an inducer current for the field magnets of the dynamos: (b) the
breaks (c) forms communication between passengers drivers and guards: (d) (with
the main) enables the guard to stop the motors and put on the breaks in case of
accident to the driver or his instrument: (e) rings a gong near driver and guard,
when changes occur in working the train by either: (f) causes the breaks to
be put on in case of fracture of the couplings (9) supplies a. current to work
he instrument for exhibiting in each compartment the name of the succeeding
tation.
The vehicles also have a secondary battery which supplies a current to a model
rain or pointer that is actuated proportionately to the movement of the advancing
rain upon a "position model" of the succeeding section of railway, and so that
hould the train stop: go backward: or a coupling break and it part: and the parts
to the same or different ways, in either direction, each occurrence shall be repeated
y the model or pointer, and thus show where the occurrence takes place and its
bysical features, and obviously immidiately upon its occurrence the most desirable
teps to be taken: (b) it also runs incandescent lamps in each compartment: the
econdary batteries are charged (by known means) when the dynamos run spare, and
Iso when required, from the main current when stopping at stations. The vehicles

page_text: :
both passenger and trucks are provided with electric and haulage couplings that
enable the above to be carried out, they are together worked by one operation,
obviates the necessity of the dangerous practice of the operator going between the
vehicles, and saves time. The main current is generated at one of the stations, and
supplies one two or more sections of railway and yards, to reduce the number of
installations it is sent by means of cables (going and returning) suspended above
the lines of way (or otherwise as described) carried by any suitable supports, and
communication with the train is obtained by means of wheels (or shoes) having their
peripheries grooved and supplied with conductors to take the lower part of the cables
within them the grooves and cables are similarly formed to those included in the
Patent application No. 7774 A.D. 1889 (except that for fast trains the wheels are
rotated to further reduce friction as stated below) and are formed sandwich fashion
so that steel or other hard metal shall protect the copper or other cable proper from
friction.
The main cables are continuous, have lateral play to allow for oscillations of the
vehicles and are always in communication with (except as follows) the wheels: they
are suspended from insulators that also carry the secondary battery current cables
which are also continuous but reduced in height at the supports at stated distances
where it alone comes in contact with the wheels for the purpose of receiving the
current for the "position model." At junctions the main cables are raised and again
depressed so that a through train looses it for a short distanco, but it again reaches
the wheels as before, this enables trains that diverge to pick up with the cables of
the new direction by giving the wheels a stated lateral movement, crossings are
similarly provided for as those in the above application. Other cables (as required)
are also carried by the above insulators and serve to supply motors, lighting and other
needs of the railway or district.
"
The main current is under the control 1st of the generating station 2nd of the
station in advance of it (when desired) and in each case it passes through the switches
and other obstructions on the railway either of which if not in its proper place to
receive the train would stop it, and for this purpose the permanent way switches are
worked by an electric current and both unlocked and locked again by the same and
when so locked and then only, actuates an electric switch which enables the main
current to proceed: the two currents that for working the permanent way switch
and the main current are interlocked in a similar manner to that which at present
obtains 3rd That of the train starter whose instrument is interlocked with that in
the signal box of the preceeding station, and raises a signal near the "position
model" which exposes the word "through" if the train does not stop there and
stops" if it does, these signals are repeated at the starters instrument, and before
this the current cannot be sent on, and his signal cannot be lowered until the train
has arrived and the "position model" has returned to its normal position, so that
when neither of the words "through" or "stops" are visible the starter knows the
train has arrived: 4th that of the guard, and for this purpose just before the train
stops an instrument similar to that (to be described) and shown on sheet No. 2
fig. No. 6 automatically throws over his lever by means of z z shown, to a position
preventing either currents passing: 5th that of the driver so that when his
instrument indicates the presence of the current (by a model signal which is lowered)
by which alone he can proceed, he knows the train is ready, that the way throughout
is prepared, that he is expected, and his movements are repeated. If desired the
main cables may be taken to the Military Generals Office commanding the Division,
and the Superintendant of Police Office at the various stations whose instruments
would enable them to break the current, in the event of war, or murder and delay the
train. The arrangements are independant of inclement weather, and made without
noise, electric storms are provided against as usual but in the event of the instruments
being destroyed either thus by accident or design, the motors are stopped and the
breaks put on and delay only is occasioned.
The manner in which the above is carried out is as follows:-see Sheet 1 fig. 1
fig. 1 which shows a diagram not to scale that the whole general working arrange

page_text: ments may be included of two stations A and B and the intervening section of railway
(the permanent way rails are not shown) with a train at A composed of the
1st vehicle D occupied by the driver (the guards is similarly fitted, when desired for
him to work a part of a divided train :) and the 2nd au intermediate vehicle E,
which gives a type of a train of any length. Fig. 2 gives a diagram similarly lettered
and not to scale with a like object, of the instruments in the train starters office F
and signal box G: B is a generating station: K is F's instrument which tells him
1st the previous station has sent on the current, by a signal being raised by the
magnet J: 2nd that H has enabled G to send the current on to A: 3rd it also
enables him to send the main current on to the train after arrival at his station, by
means of throwing over the lever K' that works the four mechanical switches K² K³
C and K attached, and also the reversing switches L that are connected and that
sends positive and negative currents on to G of the next station from the local
battery L and actuates the switch M to expose the word through" or stops
respectively, the magnets M' and M³ being so wound as to effect this. M is also
repeated at M in F as described.
"
"
"
It is assumed two sections of railway have to be ready to receive the train and that
one train only is admitted upon a section at the same time: so that before the current
can leave B, G of C must send on a current to actuate the switch H in G of B
which comes from C to K at K' to the converter CO and back by C to C, thus
generating a current in the circuit CO. J. K' H. K switch K³, and back by Ke
to CO: then B's current goes on through the connections B to F at A and acts
similarly Fat A then sends on the current to the train D. E by throwing K³ over,
if it be a "through" train it is passed over to the 2nd stop (dotted) this cuts
out the main current from B froin CO (fig. 2) and diverts it from C to K'
to H, K*, K³, K, O2 and back to C and in its course actuates K' that the more
feeble current of CO could not, and thus severs the circuit except through DE:
when L is sent over to the 2nd stop with K' it sends a negative current from L³
to M in G which goes from L³ to L M of M in F, M³ to N and M³ of M
in G. M³, L' in F back to L and thus exposes the word "through" in F and G
which cannot be changed until the train arrives and the "position model" has
returned to its normal position, and then broken the current by throwing over
the switch N. it is then altered in both. If it be a stopping train K' is thrown
over to the 1st stop and the current from C follows the same
that from L is a positive current, sent in the reverse direction and so
exposes the word "stops." The train is furnished with main currents indicated
by M.C: inducer current as stated obtained by a converter a by 1.C : secondary
battery currents by S.B.C : Station name and gong by current N.C also obtained
from M.C by a converter 6: the current indicating "through
" and "stops"
by T.S.C supplied by local batteries: + indicates a positive and a negative
current: the foot warmers are heated by converters c on M.C d is the drivers
instrument for actuating M.C and I.C :e is the same for the station names: DY
is the dynamo: f and f' are the magnets for actuating the slipper and wheel
breaks:
: 9 are levers for passengers to communicate with drivers and guards:
h the levers for the guard to break the M.C and
and
I.C
:
I.C
course but
and k are the M.C
I.C and and current reversers in the event of vehicles being turned end
for end and are actuated by either of the side levers : L are the electric cone
couplings for M.C and. for I.C : colored black for D: 13 and colored white to
represent a reversed vehicle are the same for E and 18 and 16 for
and M.C
colored black the same for the other end of E: S.B shows the secondary battery
and its lamps: for the purpose of working the "position model" with the train
going in either direction wheel reversing switches m are provided in
P.C.R is a potential current regulator on M.C: and o are the gongs.
d is formed of a pair of switches d' fixed in M.C and and are worked by the
levers d³ and d', which are coupled together by the rod d³, thus when d' and d are
I.C
S.B.C
:

page_text: in their normal positions as shown, the M.C switches are at the 1st. stop and
completes the circuit but prevents its going farther, and the I.C switches are
placed so that 1.C
goes on through the train and keeps off the breaks and
supplies 1.C to the D Y field magnets at all times, (except as follows): upon d
being drawn over to the 1st stop 1.C is broken, and the breaks are thus put on
d³ being unaffected: but should the train have previously been put in motion by
throwing toward d' when d' was drawn over to take off the breaks would have
been also by d and the M.C broken, thus the breaks cannot be put on without
stopping the motors: but when desired the motors may be stopped without putting.
on the breaks, by drawing forward d, and also reversed by drawing it to the
2nd stop.
e is fixed for either the driver or guard to actuate the station names in the compart-
ments and arranged that the current from 6 shall work them and o: when 1.c
flows the magnet o² keeps its switch in place, and also the mechanical switch o*.
that is connected to it and clear of b's circuit so that when the station names have to
be altered, the handle 6 which is connected to switch has to be thrown over to the
left when a + is required, which goes from + of 6 to 12 to name instrument,
and back to ³ to- of b: and when a- -is required 6 is passed to the right, and the
current goes from + of 6 to 3 to name instrument and back to 6' and-of b: thus o
is cut out, but when I.C is broken o is drawn over and 6' being in its normal
position shewn, allows the current to go from + of b to o³ to o to 2 to B Y and-of' b,
and thus rings o for a fixed time while of draws o back at once: o being also rung
by drivers and guards, it forms communication between them independant of the
passengers.
DY is of known construction, its field magnets are always fed by L.C and enables
the momentum of the train to send a current to S.B.
44°
11
fand fare usual electro magnets worked by + or - as required.
g. breaks I.C and rings o near drivers and guards: and also raises an indicator
to show in which compartment the signal was given, it also puts on the break,
which may be taken off by the driver, but the indicator requires his presence or that a
of the guard to take it off.
h enables the guard to break M.C and
desired I.C only without M.C.
I.C
together or M.C only, but when
k and jare reversing switches for 1.C and M.C and for their + and-at k k and
jj, these are shown separately for clearness, but in practice are connected and worked
by k³, when vehicles meet with reversed ends viz. :-white cones to black as shown
at k
The M.C
-
МНИ
-
entering the train by means of the wheels or shoes as above, supplies a,
passes through P.C.R, through d, b, c. D Y, to h + of j to j³ to 1, 1 to, hk,
kto of k to c, DY to + of k to k k to 16 and similarly through the train and 4
back by tok k of kandito of k to contact of kk toj j, cone lajj of D to
jback to d and P.C.R. In the case of fast trains, for the purpose of reducing the
friction in conveying M.C from the cables to the grooved wheels a transverse shaft is
.carried by the engine, that support the wheels, so that they project laterally, at
any suitable height above the ground level and the cables are suspended as above 4
stated, and are protected by a covering so that a man may lean against the pro-
tection without harm, and the wheels receive a rotary motion from the engine
equal to its speed, so that they shall not slip upon the cables more than the driving
wheels upon the permanent way rails: the wheels enter the protection either below
or at the ends. At crossings breaks occur in the cables and protection the former are 5
insulated and carried above or underground and the current is connected to the
permanent way rails, by the motion of the train actuating a switch, but as it leaves
the crossings, it is automatically cut out in a similar manner to that provided below
for the protection of trains when at stations, the rails carrying the current at crossings
are insulated for that length and supply the train through the wheels whilst passing

page_text: over them but as the grooved wheels reenter the protection the current is received
from the cables within, as before and does not then traverse the permanent way
rails I.C flows from a to d, to D Y to ff' g. h. + of k to k k to 1 of E to kk, to
to + of to DY to ff' g to + of jjj to 110 and through the train and back
by toto of j to-of j to k k³ to l³, l³ of D, kk³ to-of k to o³ to d and back
to a: for high tension currents are provided one for + and one for- but for feeble
currents both may traverse the same when properly insulated from one another.
И
S.B feeds the lamps in each compartment in the usual manner, its current for the
"position model" passes through m and sonds + and -in directions to suit that of
the train, the current flows from + of S.B to m leaves the train by the same
wheels or shoes as M.C enters by, but by means of separate grooves carrying a
peripheral conductor, and at stated distances on the journey, as stated, meets a con-
ductor and thus sends a current to the model in G and returns to m and S.B and
this is repeated as frequently as the above wheel meets the conductor and in direction
to suit that of the train the same arrangement is made for the guard, and if
desired for the intermediate vehicles and so that when coupled up they are cut out
(by a switch) from sending a current but upon being uncoupled by accident or design,
the switch is released and upon the above wheels or shoes meeting the conductor they
one or more also send currents to the "position model" in directions to suit those
of the parted train and work the model as below explained. As a train reaches
nearly the end of a station section, and is about to stop, it actuates the switches B³
Sheet 1 figs. 1 and 2 by means of a long inclined rod fixed parallel to the rails,
which is depressed by the wheels in manner well known and spans the distance
between the wheels, and so keeps it on while any part of the train remains there, and
thus diverts M.C from G to B and B to F of A and leaves a gap without any
motive current from K to B2: so that in the event of a following train advancing
to B the current is cut out from it, and the breaks put on and thus lets the driver
know, whether he can see or not: the parallel rod also acts as explained for the
position model": when the whole of the previous train leaves the station the rod
automatically rises, the current is rediverted, and the following train enters the station
and acts similarly: so that D E at station A to pass to B receives M.C from F of A
when all is ready and as a proof that he (the driver) is at his post and on the alert he
bas to pass over the small gap in M.C at f which puts on his breaks, and should he
not at once reverse I.C and take them off the guard at once knows something is
wrong, and his duty would be to stop the train by reversing h: all being well the
train reaches B and if the station is ready for him M.C takes him in after his breaks
have been put on at B by the small gap there in M.C which at once acquaints
him with his position if a stranger to the railway, or if he has a through train
and has lost his position on a foggy night, and also serves to put him on the
alert for entering the station, and should he not take the breaks off the guard
immediately knows something is wrong and stops the train, and it protects itself by
diverting M.C as explained.
.66
..
For the purpose of introducing the above arrangements collectively, or singly as
auxiliaries to the present arrangements and modes of working railways, or to superseed
them when steam is the motive power, it is retained when desired, but an additional
valve is fixed in the steam pipe, and the one nearest the boiler takes the place of DY
and is actuated by M.C at the same times and methods and under the control of the
same people as when M.C is sent on, or stopped as described for working DY; the
actual working of the valve is similar to the mode to be described for working
the breaks, so that a feeble current shall be sufficient: the second steam valve as usual
is under the control of the driver by means of the lever d³ sheet 1 which acts as before
who is to be provided with a similar electric signal to let him know steam has been
forwarded to his valve, as before. Thus all the advantages of working by electricity,
with the one exception of actuating the trains are obtained the breaks and all the
other arrangements receive their currents from the main M.C that work the aforesaid
valve or the other sources explained above. When it is desired to first adopt the

page_text: use of the electrically worked breaks separately (or together with other of the
arrangements) before abandoning visual signalling necessitating cables being laid
along the permanent way, either a special motor or the locomotive actuate a DY
and supplies a current for the purpose together with lighting in lieu of the secondary
batteries.
The details of the various parts which admit of the above arrangements are as
follows all signals and other obstructions that have at present to be seen by the
driver or his mate on the journey are abandoned.
"
The permanent way switches are made as follows: the tongues A (see Sheet No. 2
figs. Nos. 1 to 5 which show them in plan elevations sections and plan of " actuator
respectively) are of the same cross section throughout and similar to the other rails b
of the railway they have not "stock" rails as at present but for the purpose of the
joints between A and b being as close as practicable, and at the same time to prevent
contraction and expansion of the latter jamming or otherwise affecting A, the bent
rails A b are secured to 6 as shown, and the ordinary sleepers Z that support A are
connected thereto by bolts: A centers upon and is connected to b by means of the
usual fish plates C, and that the joints the other end may be also secured by fish
plates with either the main line or siding rails b. the ends of A are provided with
the usual fish plate bolts (except as below) and the fish plates are somewhat
longer and slotted (as shown at fig. 2) and cranks d having slotted hinges are
attached to their inner ends: d are carried by the rocking shaft E so that when it is
worked are thrust out or drawn back. d are supported by the brackets f secured
to A at the joints connecting C2 and d the longitudinal rods G are attached, these
are laid parallel to A and connect with the cranks each of which are supported
by A by means of the brackets f: carry the vertical pins or stops H that rise
out of, or fall into holes in the chair bed plates J, as d' are worked, and when in the
holes prevent the chairs J' from being slid upon J: E carries a crank K which is
connected by means of the rod L to the " actuator " M (see figs. 4 and 5) it is also
connected by one (or one on each side) radial rods N to the switch connecting rod 0:
P is a metal table connecting the sleepers Z' and is provided with the rectilinear
continuous slot P' as shown, the pin that connects L and M and N passes through P
and connects below with the crank Q, and the other end of Q hinges upon the toothed
wheel M³ of M near its periphery, M³ receives a rotary motion from the worm wheel R
which is attached by means of the rod R' to the dynamo S (dotted): so that when a
current received from the station in front actuates S. M2 is rotated and causes Q to
take the position Q and draws over K that at the same time draws from between
and clear of the ends of band also raises and the pins H. during these motions A
remain unaffected, the slight radial difference of N being allowed for in P' but as M*
continues to rotate Q passes to Q and thus throws over the switches A to their new
position, while K is not affected, and N' passing on carries Q to Q and in doing so
does not change A, but C² and H are returned and secures them: the current of S
being reversed, Q is drawn back the reverse way and unlocks A, throws them over
and locks them as before. The connecting rod I couples A and acts as two of the
bolts for C. The switch chairs J are the usual pattern of ordinary chairs of the
railway but provided with two ribs J to enable them to travel upon the steel
plates J with little friction, and for the purpose of additionally securing J' both
laterally and vertically to Z the chambers U are made in Z, the slots J* are formed
in J and Jare provided with the bolts V that travel in Jas A are thrown over,
and so that as J meet H. J' meet J while the large head of J' keeps J' down in
case of a train oscillating upon A, by this means all tendency for such to open the
point of switch as at present is eliminated. As reach the end of their travel into
either of the ends of b electric contact is made with M.C sent to the train, as above,
so that the current cannot proceed until, not only the switches are in place, but not
until they both are effectually locked: and to prevent the current proceeding to a
main line train instead of that to a siding the general principles of the existing
interlocking arrangements at the stations are utilised, except that signals not being
used their connections will "lie spare": the use of the present interlocking is to be

page_text: carried on until new are required, when those adapted for electric switches not
requiring power are to be substituted.
The electric and haulage couplings are coupled and uncoupled respectively simul-
taneously without the necessity of the coupler going between the vehicles: those for
passenger trains are provided for tight couplings, those for merchandise trains for
loose ones, the former are shown in part longitudinal section, plan, and details
on Sheet No. 3 figs. 1 to 5 respectively where A shows the frame of the
vehicle (dotted on plan) a wheel: ca buffer plate d is the usual draw bar and
E the buffer spring: a channel iron F is attached to d and hinges horizontally upon the
bolt G, and also allows a slight vertical motion, the other end hinges upon F which
is a prolongation of the head F³: F3 has a bell month entrance, it is rectangular in
internal section, and carries the two pinion or tooth wheels F. These are set to work
together by the external toothed wheels F5, so that when the teeth of one are vertical
those of the other are diagonal: above F the stops F are so fixed that when F' are
rotated by means of a toothed bar entering the bell mouth their teeth meet the bottom
of Fe and thrust them up, but upon the bar being withdrawn one of F prevents the
rotation of F when the bar is thrust in an additional half length of the distance
the teeth are apart the other F retains it and they thus act alternately transverse
bolts pass through F and upon each side they rest upon the longitudinal wedges F
so that when F is drawn along Fe are singly or together raised clear of F but
fall upon F's return: F' are prolonged, united, and grooved so as to carry the toothed
slide bar F that is furnished with sufficient teeth to allow its being projected
with F a limited distance only, and it is worked by the pinion F formed like F*:
F7 pass.
through the neutral axis of C: F is worked by the toothed slide bar H
that lies within F and F as shown, and is connected by the bolt H' to a short
transverse slotted bar H: H is toothed throughout its length, except near H* where
they are omitted to allow F and F to resume their normal position when H is so
far extended, and thus cause Fe to fall and secure H and also at the front where a
space is reserved to enable passenger vehicles to be coupled to trucks. His attached
to the travelling chain J. which obtains its motion from the pinions K K: these are
set in motion by the handle L of the spindle of K, this spindle also carries other
smaller pinions M that give motion to the chains N that pass over the pinions 0:
N work the slotted traversing bar P that gives motion to similar electric conducting
tubes Q as the H described below for trucks, and are similarly furnished and worked
except the vertical diagonals G which are not here required: F³ and also Q's sup-
ports Q are connected by the transverse friction bar R, and cause them to be always
parallel R is supported by the angle iron S this is carried by as shown at Fig. 3
by bolts with springs so that when a vertical downward strain comes upon Sit
allows F and Q to droop. S carries a triangulation or "automatic radial coupling
regulator" T shown in detail at figs. 4 and 5 in elevation and section, where U and V
are bars crossing one another diagonally and are jointed to S by rivets at V² and U³,
and also to the bar W at V' and U. They are slotted and have a bolt X passing
through the slots: ✗ supports the vertical Ỷ between U and V: Y hinges upon W
and is slotted at Y2. Y carries an enlargement on top as shown a vertical S³ is
securely fixed to S, this carries the lateral vertically slotted bar Z that hinges upon
it at S the other side of S and Y Z is slotted and hinges upon Y at Z: W carries
the loops W within which the ends of the strap springs W rest upon W and always
exert a strong force downwards to keep it in a horizontal position: the other ends
of Ws are carried by the supports shown: a bolt Z projecting from the side of F³ is
passed into the slot of Z so that when the vehicle is upon a straight part of the
railway W keeps W horizontal and Z central, but when it enters upon a curve and S
is inclined in common with the body of the vehicle (by the difference of level of the
rails which is regulated according to the radius to counteract the centrifugal motion
of the vehicle) W is maintained by W horizontal and Y and U thrust it (W)
laterally toward the tangent of the curve, and with it the bottom of Y, and as X
maintains its central position the top of Y is thrust over the reverse side to W which
also thrusts over Z by Z, and as S³ moves with S it thrusts Z over the same side
:
:

page_text: .
as W to assist the movement a pendulum weight P W is suspended as shown
dotted from a neutral point on top, that acts upon a lever W* (see also fig. 4
sheet No. 4) where the same parts are shown in plan similarly lettered, so that as P W
maintains its vertical position and T is thrust over, it actuates W* and thrusts Z and
the other bars over which take the respective positions shown dotted, and thus F³
(figs. 1 and 2) and with it Q are thrust over toward the centre of the line of way
proportionate to the radii of the curves traversed: thus the bell mouths of F and Q2 in
each case are only required to allow for variation in the super elevation of the outer
permanent way rail consequent upon differences of speeds of the trains or imperfect
maintenance. The vertical heights of Q and their distances from the centre of the
vehicles are arranged in all cases so that all descriptions may be coupled together.
The working is as follows:-
To couple. Run out H and Q simultaneously by turning L, as H travels to F*,
F thrusts back F and F and raises F and keeps them so raised until the space
between the teeth of H (at H³) prevents Fo being turned, then the spring F1 draws
back F and F fall and so locks H with F*: when the vehicles meet they will be
coupled by H and Q entering their respective bell mouths upon the other, the former
being secured by F4 as described, the latter obtaining electric contacts with their fellows
within Q, the direction laterally of H and Q having been regulated by T: should it
happen that the vehicles are not coupled as tight as required, the driver when in
motion has but to check his engine, and the speed of the vehicles will do so.
To uncouple-Revolve L as before upon the vehicle having H not in use.
P compresses the springs of Q, and H travels until meeting with F and its
fellow H (that is high enough to allow this motion) this revolves F draws back F8
and with it F7 and raises F and so frees F of the other vehicle, and the Z Z
draws it and Q in: upon L being released Z Z draws back F7 by withdrawing H ready
for recoupling the latter. Truck Couplings are shown in part longitudinal section
plan and detail on Sheet No. 4 figs. 1. 2 and 3 respectively where A shows the frame
of the truck (dotted on plan): 6a wheel: ca buffer plank: d is the usual draw bar,
this is to be slotted as shown, and carries the usual hook E: a hinged loop F passed
over E and connected by its back pin F of rectangular section, it is supported in
and by the slot in d that allows F a vertical motion limited by the slot X formed at
the neutral axis of C: F is free to travel along d: a pair of slotted links F³
connect F with the diagonal G, and the other ends of G are connected to the
trunnions H that are supported by collars made to slide upon the tubes H: H carries
a platinum (or other) brush H so that electrical connection may be made with
the interior electrical conducting lining of H, that is insulated from its exterior:
inside H an insulated wire H is provided with a similar but small brush having a
spring that keeps it in contact with it whatever their position: H* does not move
longitudinally but is lead to the current regulators k and j Sheet 1 fig. 1: H carry a
collar J chilled upon it, to which is secured the spring J that is passed over H and
presses against the collar of the other H. An angle iron K having a piece of interiorily
insulated bell mouthed tube L secured to its end is carried by and hinges horizontally
at the bolt M, and the other end is carried by the horizontal transverse bar N2 (when
the "automatic coupling regulator" T is not available): N³ receives a lateral motion
from the cranked arm N through a link N³: K is connected to N° by a stiff spring O.
K also has a transverse slotted bar P, able to slide upon them in a forward direction
without affecting them, but a back pull causes it to take against the snugs K* and
being connected with H2 by means of the stirrup Q, K and L, G, F2 and Fare
taken with it. The ends of P, are turned up at each end and secured to a horizontally
travelling chain R' that obtains its motion from the pinions R these are rotated by
the spindle of the front pair which is prolonged laterally and provided with the
handles S so that when S are rotated H are advanced, and having travelled to the end
of the. slot in F and raised the small lever T (which immediately falls again and
prevents G from returning without F, until its other end meets the pin V which.
raises T and allows it to do so): F is also advanced to the positions dotted, which
obtain by means of a depression in the upper part of the slot in d as shown at

page_text: fig. 3: when upon a curve N is thrust over proportionately to its radius and thus H³
and F are regulated laterally to take into L and against H³ of the other truck, and
rise upon
and fall behind its hook: as the trucks "buff up" the strap spring U draws
back F and H but since H³ is thrust out a greater distance than is required for it
to meet its fellow (the difference being absorbed by J³) H' are always kept in electrical
contact, whatever the position of the coupled trucks. The working is as follows:-To
couple-Advance F and H3 by rotating S, and regulate them laterally by adjusting N.
To uncouple :-Draw back F by rotating S, the front loop F then rises upon E
and forces the other F up from behind E and Ú draws all in. To withdraw L within
the shelter of the protection W for shipping coals. This is effected by the same
motion as the last, and withdraws L within W, and in each case they are returned
by O ready for coupling up.
The breaks worked by the electric current are shown upon Sheet No. 5 where
figs. 1 and 2 show the frame of a vehicle in plan and section with the breaks
attached, figs. 3, 4 and 5 in section, elevation and plan give the details of the
actuating drum and electric connections: and figs. 6, 7 and 8 give parts in plan,
section and plan of the details of the slippers: A shows parts of the vehicle : 6 are the
axles of the wheels: c are the central rail slippers (two shown): d are the usual wheel
blocks (two to every wheel) these are suspended from A as usual but by strap springs
that assist in drawing them off: E is a drum fixed as shown upon one of b it carries
a spiral or screw feather E that traverses the periphery of E for one revolution, it is
then stopped at each end and another Es bent at first as shown and not being spiral
meets E at the back: an outer rim E forms a groove at each end of E, one of E*
are provided with cogs as shown on Sheet No. 2 fig. 6: outer grooved wheels E' have
a stop or cam E that fills up the grooves for a short length: above E' vertically
slotted bars F support the pawls G by means of the cross bar H: H also supports the
loop J and is able to traverse the slots in F: heads K are formed as shown and
when free drop, and are guided by the slots in F: as K fall they force all of G from
the extended position shown (which is normally maintained by the radial spring L)
to that dotted on both sides, G thus enter the grooves of E' and when b
rotates E meeting G thrusts them up and also H, J and K and as K rise their
wedge heads meet the wedges of the slides M and thrusts them back and M are
returned by a spring that by means of levers N keep M so as normally to support K,
K can alone be let fall by a reverse electric current causing the electro magnets O
to draw back N, the poles being arranged to so act : G (whichever pair it may be)
meet the stops G³ and are returned to their normal position ready to act again:
when the train travels in the opposite direction the other pair of G act similarly.
Two main levers P and Q for the slipper and wheel breaks respectively are supported
above E by means of the slides R and R2, these are connected by levers S and S'
(shown on plan at fig. 5) in a similar manner to that working K, the electro magnet T
keeps S (and similarly keeps S) so that R2 and R support Q and P, but when the
current is broken the spring S³ draws R back and thus Q and P are free to drop
but for the purpose of working C without d horns (not shown) are fixed upon P
that prevent from moving (although R' is withdrawn) until P has been caused to
travel into one of the grooves at the ends of E, thus allowing time for T to
reattract S and R³ to return below Q: but upon keeping the current broken,
Qfalls and follows P, each being successively thrust over into the same groove in E
by means of E, the transit being thus made in one half a revolution of 6: the other
end of P is double cranked (fig. 6) at P2 and is supported and hinges at the centre,
the cranks carry slotted rods U, two only as shown at fig. 6 when the slippers
are on one side of P³, and four as shown at figs. 1 and 2 when one or more
pairs of slippers are both sides of P³, the two slotted rods U are arranged to allow
the pull to be in tension whichever direction the train may be going: U are connected
to the slotted plate V that actuates the cranks W, these hinge upon the central
pin, and draw inwards the upper ends of the levers X (fig. 7 and 8) that give
motion to the central crank levers Y, this by means of the parallel bars Y2 (one
or more each side of Y) thrust the slippers C against each side of the web of the
B

page_text: central rail CC. When it is required for C to rise above the rails at crossings,
they are formed in parts as shown and hinged and CC are curved upwards on one
side, and down the other, the hinges admitting the curvature. The joints of CC
are made with a central angular slot cut through the head and bottom flange and
a longitudinal vertical plate is driven into the slot of the rail, and the other rail
passed between it and a bottom bed plate with eliptical holes for vertical bolts with
flush heads to secure them to the sleepers. Qis also double cranked at Q²
and has two slotted links that give motion to the diagonals Q3, these are connected
to the longitudinal rods Q that connect the vertical rocking levers Q' at the bottom:
Qare fixed upon b one at each side close to the wheels and these are connected above
and below as shown by the diagonal tension rods Qe that give motion to d through the
transverse rods. P and Q are pairs of vertical stiff strap springs acting against
one another each side of P and Q so that when P and Q are free from E they are
thrust back horizontally to their rests R. To obviate the difficulty of starting the
trains upon heavy ascending gradients with the breaks on, the driver has to take
them off just before the train stops, but in case a stranger forgets to do so, an
automatic means is provided as shown on Sheet No. 2 fig. No. 6 where E is shown
as stated with a periphery of one rib cogged. Z is a toothed lever hinging at Y and
carrying a vertical bar Z Z above upon which is formed two cams or wedges, and
fixed that they shall be above and below the lever d' of the instrument d as shown at
Sheet 1 fig. 1: the whole is suspended by the strap spring W, and the spring V
thrusts Z against. E so that when the speed of E' is reduced to that desired (regulated
by V) V shall force the tooth of Z into E' which carries it up or down and thus
drives Z Z up or down, and in either case thrusts over d* so as to reverse
I.C as
described, and to take off the breaks when descending inclines it is desirable to
keep the breaks on he holds d in position until the train stops, Z Z allows this, s0
that Z Z clears d', after thrusting Z up or down Z slips over the teeth of E and
when the speed of E exceeds that at which Z falls into it, Z is kept off and V' keeps
it central. For passenger trains in hilly countries where the station sections are on
inclines the breaks are taken off in precisely the same way except that instead of J
being thrust up by the motion of b, K forms the end of a lever having a heavy weight
attached, so that when M is withdrawn by O, the weight drops and the other end of
the lever raises J: when J drops (as before) it draws in G (instead of K doing so)
and G acts as before and raises the weight and lever ready to act again, and thus
when at stations, all breaks may be kept on, and upon starting the breaks are taken
off by reversing I.C without necessitating any movement of the train. For the
purpose of working the breaks in yards the arrangement shown dotted is attached
where the loop is also carried by H and kept vertical, a lever g² is carried by the
transverse rod h and passed under j: at the sides of the vehicle, h carries the two
longitudinal rods and 93 by means of slotted levers g³ having screwed trunnioned
nut g in which they and work at the ends of 7 and 9 wheel handles q³ are
fixed upon them as shown at figs. 1 and 2 and with which the breaks are taken off
and put on in the event of damage to the electrical arrangement when on a journey,
or as above that all gs may be worked when one is pinion wheels e are fixed upon q
and and connected by a chain. For trucks where "fly" or quick shunting is
required and g give place to levers so that one momentary action throws them off
or puts them on. When the central rail is not available for the slipper breaks, the
wheel rails are used instead in a similar manner but acting vertically and so limited
that the wheels cannot possibly be raised more than one half the depth of the flanges,
so that the wheel flanges, and also flanges of the slippers shall guide through crossings.
:
and on curves.
:
1.
The 'working is as follows:-To put on the slipper breaks only, bréak I.C and
remake at once, then S draws back R, P falls and is thrust by E' to one of the-side
grooves and all are put on. To put on all slipper and wheel breaks -When-on-a
journey break
and keep it so, the slippers go on first, the wheel blocks after:
for shunting, rotate either of.q³ or 2nd drive up and: pin the lever similarly placed.
I.C

page_text: To take off either the one or both series of breaks :-When on a journey
reverse I.C and O draw back M, K fall compressing G which is thrust up by E³,
K is returned, J is raised, and with it both P and Q and P³ and Q7 return them
horizontally to R and R2 respectively: G returns and J falls with it to the same
position as before: For shunting rotate (reverse way) either of g³ or 2nd take out the
pin and raise the lever to its seat.
Should the train part by accident the current being broken all the breaks through-
out are immediately put on upon all the parts however numerous.
"
-
The position model" at G for the purpose of showing the speed the train attains
on its journey or whether any accident happens to it is arranged as follows see
Sheet 6 figs. Nos. 1 and 2 show it in longitudinal section and plan and figs. 3 and 4
details in cross section where A and A2 are the indicators formed as models of a train.
or only uprights moving relatively with the train, they are attached to longitudinal
bars d and d formed as T's in cross section and have teeth their whole length they
are mounted upon the wheels C and C that run in grooves, and the upper part of
the T work in grooves formed in the frame H, H completely enclosed and
separately so that they may act independantly of one another when required, but
extends to twice their length and forms slots or pits for them to run in longitudinally:
His connected each side by the links L and the centre pair L' are connected by the
transverse bolts L2 and L3, the latter forms the armature to a magnet LZ so that
when the current is switched on to L Z the whole of H acting as a parallel slotted
box is raised carrying d and & with it: T H is the table top that supports the whole:
d and dare provided with escapement movements actuated by the electro magnets e
and by + and respectively, and have drums D M (fig. 4) attached, two being
at e and one at that ate has the weight Z A attached to one, and the line Z ( to the
other: ZC is connected by means of the pulleys shown to the weight Z C: and
has the smaller weight Z B: ES show the escapement wheels and P the pawled
levers: CG the cog wheels that d and d work into at the end of da stop G is
formed and the slide H2 (with its hook) normally projects out laterally (it is able to
slide within the guides attached to d shown) and takes against it G and causes d* to
travel with d: a wedge H³ fixed to T H forces H2 into this position when d and d²
are in their normal position as shown, but when He has to be disengaged from G the
longitudinal horizontally working parallel bar i that is connected to T H by the
links j, and upon which it hinges, is drawn forward by a actuating the magnet K
and attracting the armature fixed upon the link j so that throughout the whole length
of the travel of d and d² i is able to draw out H2 by means of its taking against its
hook. Thus when a + flows from S.B (sheet 1 fig. 1) to e, P is withdrawn and
ZA draws forward d, it also winds up the line Z C round D M (raising the tension
weight ZCC) and H2 draws d' forward, P and 2 slipping over its wheel, and Z B is
raised. When a - passes to (the same passes to K) its P is withdrawn and
also H2 by i, thus d² being free Z B draws it back.
M
:
-
When the train has arrived at its destination and with it also d and d³ (unless an
accident has occurred) and actuated a switch that sends a M.C to L Z it raises H and
with it d and d clear of the cogs of CG: the train wheels will have depressed the
pedal M (fig. 7 also Sheet 1 fig. 1) raised the lever Z and released the weight Z C,
and thus allow it to draw back d and d by means of Z C and at the same time winds
up ZA: when dis raised it raises also the slide P' and thus forces back P of e³ to
clear the wheel and allows Z B to fall to prevent Z B falling the full length of the
line and so loosing the winding necessary to draw back d' when e' is actuated.
When L Z raises L² it slides the stop Z B into position, and stops Z B, and when
L-Z is cut out by the return of d and d² actuating an electric switch for d and d² to
be put into gear again Z B' is withdrawn as d and d are returned the switch N
Sheet 1 fig. 2 in T.S.C that works the " through" and "stops" signals at both
stations, is pressed over, and the current is broken as explained and thus they know
the train has arrived after M has released ZC by raising Z, Z cannot fall (a)
M being long enough to span from wheel to wheel and keeps it up, as explained for B³

page_text: sheet 1 fig. 2 (b) the helms R prevents it until after a certain time so that when
trains run through in speed R keeps up Z and gives ZC time to act, but when Z falls
it raises Z c, and the tension weight Z CC keeps the line in place. The mile posts,
tunnels, bridges, cuttings embankments, gradients and curves are to be shown to scale
on the slotted metal top of T H, so that when it tells of an accident by a gong
ringing immediately His thrust over, it may also tell the nature of the physical
features of the spot and district where it occurs.
For the purpose of reversing the current from S.B sheet 1 to the "position model"
at Ga wheel axle A (see figs. 5 and 6 which show it in transverse and longitudinal
sections) of the drivers vehicle is to have a cogged wheel B secured to and imme-
diately above it and attached to the vehicle body C a frame D is fixed: D carries a
slide E so arranged as to be able to slide up and down the slot in D, E supports a
table F that carries the reversing electric switches G and H: E carries a spindle
upon which the lever J works as shown the lower end of J is formed to fit into B
in such a way that when B rotates in the direction of the arrow J will slide over its
cogs but when B is reversed the cogs catch J and at once thrust it over into the
dotted position and draws over the switch connecting rod L and with it G and H so
that the current flows from + to H to N and back from M to G and -, instead of
from to H to M to N to G and - thus whenever the wheels of the vehicle are
reversed either way the current is also, and works either e or e³ and K, figs. 1 to 4 as
explained: E is also fitted with a seat pin and spring O that always keeps it in place
and retains it when thrust upwards by the revolutionary action of B: J, E, F
and O move together.
:
:
The system adopted for showing in each compartment of the train the name of the
station next in front is a follows viz. :-see Sheet No. 7 figs. 1 to 4 that show it in
general and detail plans and sections and fig. 5 in part longitudinal section and
where A represents the frame of the vehicle divided into, five compartments viz. Al
to A Bare the axles of the wheels: upon B below A a small excentric C is fixed
that by means of a cylinder D supplies compressed air to the reservoir E from which
a pipe is led to a cylinder F: F has a ram F the head of which is provided with
pulleys F and others F³ are fixed upon F as shown: F has a two way valve G
admitting to F and the atmosphere: below F a drum H is fixed, it has two
grooves and a rope is fixed to and wound around it and round F then round F
backward and forward over all the pulleys and secured to F³: П rope is passed
round H with a weight attached or strap spring F (not shown) so that F4 when
projected by admitting compressed air rotates H in one direction, and winds up F*
at the end of its stroke it opens G and F draws back F and gives H a reverse
motion. The spindle J that carries H extends the whole length of the vehicle and
in each compartment a cog wheel K is fixed upon it, and a similar K2 is fixed
at a distance from it depending upon the number of station names L that have
to be carried by the chain that passes round and between K and K': L are
carried upon the side links L' that are connected by the cross bolts L' so that
L' passes between the cogs of K, so that when K rotates L and K' travel with
it below Land in A, a trap door is fixed on hinges, and in the centre a piece
of glass is inserted so that one I only can appear: L are placed consecutively to
suit the order of the names (when the vehicle goes to another district the list
may be removed and others take its place by drawing in K³ and taking out a I³):
when K rotates the reverse way the names appear in the reverse order for the
return journey. Two escapements M. and M2 are fixed upon J, their pawled levers N
and N' are worked by + and being sent to their magnets O and O': springs N³
keep the pawls engaged: when O receives a current and rotates M, O' is not
affected but N slips over its ratchet and vice versa. A bevelled spur wheel Pis
fixed upon J and is worked by its pinion P2: the spindle P³ of P' has a spring Q
that acis against the arm R2 of the bell crank R. R is divided as shown and con-
nected to the two slides S and S so that when R is raised S and S2 are forced
forward and is provided with cams so acting against N and N2 that they are
disengaged from M and M²: P³ is squared at its end so that a key T may be

page_text: fixed upon it, and when T is forced in, it compresses Q and disengages N and N',
then K and L are rotated in the direction of either F or F³. The working is as
follows. When the train has left a station the guard sends a current to 0. N is
attracted and N being thrust out draws over H and K and L in all compartments,
and the station name is made visible, when the train arrives at its terminus and
the names have to he reversed, as the last appears, a projection carried by L³,
actuates G, and exhausts F, and so remains until F, has drawn F' back, with H, K
and I on the return journey, and exposed the names: G is then reversed admitting
pressure to F, and closes exhaust ready to act again. When a vehicle has to be
attached to a train at an intermediate station, the guard sees whether the names
are in the right order by opening the trap and if not inserts his key T and puts
them so as described. In the country where the permanent way admits of further
encumbrance and where quick through trains may not admit, the same system
obtains except that at a little distance from the stations a ramp A (fig. 6) is fixed
so as to raise a rod B: two reverse ratchets M and M' formed on one wheel, with
two double pawls N and N, that act in reverse directions are provided for the
purpose of rotating J: N is fixed upon B as shown. N' is fixed independently as
also the levers O and 0: 0 and O2 have springs Q and Q connecting them with N.
and N', so that when the handle O is as shown N is drawn back by Q and N' thrust
in by Q so that the upper half of N and lower half of N' engage into the same
ratchet M, and thus when the wheel Z (which may be substituted by an incline
bar) leaves A, B with N drops (M is retained by N³) and engages with another
cog, and when it mounts upon A again B, N and M are raised and M rotates,
while N slips over the tooth on M: before starting on the back journey 0³ is
raised bringing O and O' to the dotted positions and also N and N so that the
lower half of N engages with M and also the upper half of N' and acts in a
similar manner and rotates J in the reverse direction. When another vehicle has
to be attached and the order of the names adjusted the wedge slides S and S² are
pressed over by the entrance of the guards T and disengages both N and N2 from
both M and M' and allows the names to be rotated by his turning J with T as
before. J
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.
1st. The general arrangement for working railway trains electrically as described
and shown and whereby all signals fixed upon the line of railway that have to be
seen during the passage of the train are abandoned and substituted by so regulating
the motive power of the trains 1st that it cannot move unless those interested (a) at
the starting station (b) at the station the train goes to (c) the guard and (d) the
driver of it, send it forward in separate stages to the motors and whereby either, or
the military general of the district or the police superintendent of the town (when
desired) may detain it: and whereby also it cannot proceed to the first named unless
the permanent way switches are in their right positions to receive it (whether for the
main line or siding). Also the method for conveying the current from the cables to
the train in the case of fast trains, and for which the wheels made use of receive a
rotary motion equal to the trains speed, and so reduce the friction between the cables
and wheels to a minimum, together with the use of protected cables, so that contact
may be made with them by resting in the grooves of the wheels, and the method of
conveying the current temporarily to the permanent way rails at crossings while
the train passes over them, and cutting out the same as the train leaves them :
2nd that when the train does proceed the proofs are required (a) that the driver is
at his duty and on the alert by necessitating his attention at the brakes when passing
over the gap f fig. 1 Sheet 1: (b) that when arriving at the destination the train
locks another out of it by diverting his motive power and putting on his breaks which
so remains until he has left, (c) that during the progress of the train it registers its
movements upon a position model at the station in front and gives immediate

page_text: intelligence should the train meet with an accident (d) that upon its arrival the train
indicates the same in the train starters offices at both stations (e) that before its
arrival it has to pass over the gap at B fig. 1 Sheet 1 which acts similarly to that
at substantially as described.
2nd. The construction of the permanent way switches which enable the above to
obtain and by which the switch is formed of parts similar to those of other portions
of the way, in such a manner that contraction and expansion of the adjoining rails
shall not affect them and thus enable close end joints to be made together with (a) the
mode of fishing the joints both ends (b) of preventing the switches being thrust over
laterally (c) of preventing their rising vertically (d) preventing the tendency for
points being thrust out, and so foul following wheels, should a vehicle oscillate, and
give a lateral thrust at the other end (e) the means adapted for unlocking, throwing
over, and relocking the switches (f) the above combination together with the
unlocking, working, and relocking the switches by an electric dynamo giving motion
in one direction only to a wheel by means of a worm wheel (9) the above combination
of constructing and working by which the possibility of the switches being thrust
out of place and being locked in a wrong one by numerous mechanical joints giving,
is prevented but by which the motive power actuating the train is so interlocked
with that of the switches that the trains cannot proceed unless they are in their
correct position substantially as described.
:
3rd. The construction and arrangement of the haulage and electric current, tight
and loose, couplings which enable the above to obtain and by which they are operated
from either side of the vehicles simultaneously by the same movement, without the
necessity of the operator passing between the vehicles both for passenger and
merchandise vehicles and by which they may be similarly coupled with existing rolling
stock and also that (a) the same parts that effect the coupling effect also the
uncoupling in that for tight and loose (b) being able to tighten up the one coupling on
the journey, and so prevent sudden shocks at the stations, and that it may be effected
to half the length of a ratchet tooth (c) the means of obtaining lateral radial motion
of the couplings (d) the means by which the super elevation of the outer permanent
way rail of curves is utilised for giving the lateral radial motion proportionately to
the radii of curves or straight portions of the railway so that when the vehicles meet
the front portions of both couplings shall automatically take their right position
substantially as described.
4th. The construction and arrangement of the slipper and wheel block breaks
which enable the above to obtain and by which a comparatively feeble current to
the main puts them instantaneously in operation throughout the train however long
by letting fall the main levers for both and utilising the weight and velocity of
the train itself by means of the screw drum fixed to an axle and by the one half
revolution only of which the full power of the slippers is put on, then that of the
wheel breaks and when desired the former only, the usual use of which prevents
damage to the permanent way and rolling stock also the application of the same
breaks for vehicles having either loose or tight couplings, together with a means
of operating the same without the operator passing between the vehicles: also the
means by which the whole of the breaks are almost instantaneously put on (a) when
couplings break and the train is parted into two or more parts (b) by the driver.
or his guard (c) by the passengers (but so that the driver can as quickly return
it when required): (d) by the train starter: (e) by the signal man at the station
the train is approaching (f) that in each case except that of c the motors are
also stopped (g) that in each case except those of d and e gongs are rung near
drivers and guards: also that the breaks may be worked mechanically from either
angle of the vehicle for shunting at stations or otherwise: also that in the event
of lightening rendering the instruments inoperative in spite of the usual precautions,
the motors are stopped and the breaks put on also the automatic arrangement by
which, the brakes are taken off just at stopping upon heavy ascending grades, or
that they may be kept on substantially as described.
"
5th. The construction and arrangement of a position model" by which is shown

page_text: (a) the speed of the advancing train (b) if it stop (c) if a train part and one part
goes one way, the other another, or both go one way: also the means by which
the model is made to return to its normal position by the arrival of the train, and
by which the model when it is returned in licates the same at the station it starts
from: also the use of a model or plan of the railway which shall indicate to a
scale the physical features of the railway, and thus tell the exact spot at which
the accident occurs: also the construction and arrangement of the instrument for
reversing the electric current by means of the axle of a train wheel and by which the
above is actuated to suit the directions of the train substantially as described.
6th. The construction and arrangement of an instrument fixed in the several
passenger compartments of a train by which the names of the succeeding stations are
made visible just after leaving the last, and either set in motion by compressed air
and electrically when required or mechanically when more suitable and so arranged
that when vehicles are added at intermediate stations the names may be adjusted and
worked similarly to the others, and also so that the names are similarly actuated and
exposed in the reverse order on the return journey substantially as described.
7th. The general arrangement for working railways as above claimed and described
when steam is the motive power of the trains, and by which all such advantages are
obtained except that of the motive power being electricity, and by which and also by
fixing an additional valve in the steam pipe and working the same as explained by
the main electric current, all such advantages may be adopted upon existing Railways
altogether or singly and in both cases partially or as a whole, as auxiliaries to their
present mode of working and allow the former to gradually supersede the latter:
and also the use of means for effecting the several desired ends substantially as
described.
Dated this 24th day of February 1890.