IMPROVEMENTS IN MEANS OR ARRANGEMENTS FOR MAKING OBSERVATIONS ON RAILWAYS FOR THE PURPOSE OF PREVENTING ACCIDENTS, AND IN SIGNALLING OR COM- MUNICATING BETWEEN ONE PART OF A RAILWAY TRAIN AND ANOTHER
Year: 1868

page_text: LETTERS PATENT to Samuel Holt, Colliery Agent, and James
Kearsley, Carriage Builder, both of the City of Manchester, in the
County of Lancaster, for the Invention of "IMPROVEMENTS IN
MEANS OR ARRANGEMENTS FOR MAKING OBSERVATIONS ON RAILWAYS FOR
THE PURPOSE OF PREVENTING ACCIDENTS, AND IN SIGNALLING OR COM-
MUNICATING BETWEEN ONE PART OF A RAILWAY TRAIN AND ANOTHER."
Sealed the 28th October 1868, and dated the 6th May 1868.
PROVISIONAL SPECIFICATION left by the said Samuel Holt and
James Kearsley at the Office of the Commissioners of Patents,
with their Petition, on the 6th May 1868.
We, SAMUEL HOLT, Colliery Agent, and JAMES KEARSLEY, Carriage
Builder, both of the City of Manchester, in the County of Lancaster, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
MEANS OR ARRANGEMENTS FOR MAKING OBSERVATIONS ON RAILWAYS FOR THE
PURPOSE OF PREVENTING ACCIDENTS, AND IN SIGNALLING OR COMMUNICATING
BETWEEN ONE PART OF A RAILWAY TRAIN AND ANOTHER," to be as follows:-
The object of our Invention is, firstly, to provide engine drivers,
guards, and others having the care of railway engines and trains with

page_text: such means as will enable them to observe signals, points, crossings,
junctions, or obstructions more clearly and at greater distances in all
states of weather by day or night than can be done by unaided vision,
so that they will be enabled to give or receive more timely warning of
dangers and obstructions and thus prevent accidents; and this part of
our improvements relates to arrangements and adaptations of telescope
lenses and apparatus so that they may be used upon railway engines,
carriages, and other railway vehicles, and consists in forming an elastic
stage (which may be portable or otherwise) by means of india-rubber or
other springs, upon which stage the observer can stand when making
observations, being thereby steadied and freed in great measure from
the vibrations or oscillations of the vehicle or train; also in mounting
telescopic glasses upon engines or other railway vehicles so as to
command the line and signals in front and rear, such telescopic glasses
being carried upon or sustained by springs of india-rubber, steel, or
other material so as to counteract the effects of the vibrations and
oscillations of the vehicle or train, or the telescopic glasses may be
mounted upon a stand from the elastic stage above described. The
telescopic glasses may be made either single or "binocular;" they are
provided with lenses best suited for observations in the day or night, or
in foggy or misty weather, which can be readily changed as required.
They are also provided with rotary or other rubbers for removing dust
from the object glasses, or jets of water are employed for this purpose.
Hoods are also used to shade and protect the object glasses, which may
be regulated by screws and suitable handles. Cushions or pads are also
applied to the end of the tubes for the eye glasses as a protection to
the observer in case of sudden jolts in starting or stopping. When the
drivers and guards of trains are provided with the means above described
for making observations they can communicate by means of printed
cards or dials, which can be illuminated by a lamp at night so as to be
easily seen or read by the telescope of the driver or guard.
Secondly. Our improvements relate to means by which passengers
may give signals to the guard or guards or the engine driver of trains,
and consist in fixing a semaphore and lamp (which is lighted at night)
upon each carriage, the semaphore carrying a colored lens or two
colored lenses arranged to come opposite the lamp in the danger
position. This semaphore is connected to a rod passing from end to end
of the carriage, and there are handles in each compartment of the
carriage in connection with the rod by which the semaphore may be

page_text: actuated; and also in connection with the rod there is a bell in or over
each compartment, which will be rung when the semaphore is actuated
to call the attention of the passengers in the different compartments of
the carriage; there is also a whistle to which air will be admitted by
the action of the semaphore or the mechanism connected therewith.
When the semaphore is actuated it will be seen by the guard or driver,
the ringing of bells and the blowing of the whistle also calling attention.
The semaphore when actuated will also bring the colored lens or lenses
opposite to the lamp so that the signal will be seen at night. The
carriage from which the signal is made will be known by the number
or letter on the semaphore, or lamp, or lens, which can be easily read
by the telescope of the guard or driver.
Thirdly. Pointsmen or signalmen may also use telescopic glasses, and
our improvements in this case consist in mounting the telescope glasses
to look out upon the line and signals, and in arranging them so as to be
free from vibrations caused by passing trains as described under the first
head of our Invention.
Fourthly. Our improvements relate to means for bringing an image
of the train and surrounding objects within the guard's van or other
carriage of the train so as to be constantly under his observation, and
this part of our improvements consist in the use of a "camera obscura,"
which may be made with either single or double, the object lens being
arranged to look towards the front and rear of the train, and they are
placed as high above the carriage as possible to be clear of the bridges
and tunnels.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Samuel Holt and James Kearsley in the Great
Seal Patent Office on the 5th November 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, SAMUEL
0 HOLT, Colliery Agent, and JAMES KEARSLEY, Carriage Builder, both
of the City of Manchester, in the County of Lancaster, sends greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of May, in the year of
our Lord One thousand eight hundred and sixty-eight, in the thirty-

page_text: first year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto us, the said Samuel Holt and James Kearsley, Her
special licence that we, the said Samuel Holt and James Kearsley,
our executors, administrators, and assigns, or such others as we, the
said Samuel Holt and James Kearsley, 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 MEANS OR
ARRANGEMENTS FOR MAKING OBSERVATIONS ON RAILWAYS FOR THE PURPOSE OF
PREVENTING ACCIDENTS, AND IN SIGNALLING OR COMMUNICATING BETWEEN ONE
PART OF A RAILWAY TRAIN AND ANOTHER," upon the condition (amongst
others) that we, the said Samuel Holt and James Kearsley, by an
instrument in writing under our hands and seals, or under the hand
and seal of one of us, 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 Samuel Holt and James
Kearsley, 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 and the accom-
panying Drawings (that is to say) :-
The object of our Invention is, firstly, to provide engine drivers,
guards, and others having the care of railway engines and trains with
such means as will enable them to observe signal points, crossings,
junctions, and obstructions more clearly and at greater distances in all
states of weather by day or night than can be done by unaided vision,
so that they will be enabled to give or receive more timely warning of
dangers and obstructions and thus prevent accidents; and this part of
our Invention relates to arrangements or adaptations to facilitate the
use of telescopic apparatus upon railway engines, carriages, and other
railway vehicles, and consists in forming an elastic stage (which may
be portable or otherwise) by means of steel, india-rubber, or other
springs, upon which stage the observer can stand when making
observations, being thereby steadied and freed in great measure from

page_text: the vibrations or oscillations of the vehicle or train. This part of our
Invention also consists in mounting the telescopic apparatus upon a
stand fixed upon or secured to the elastic stage above mentioned. The
telescopic apparatus may be either single or "binocular," and may be
provided with lenses best suited for observations in the day or night
or in foggy or misty weather, which if arranged to rotate as is well
understood may be readily changed as required. Cushions or pads may
be applied to the eye end of the telescopic tube for the lower part of
the forehead to come against, so as to protect the eyes of the observer
in case of sudden jolts in starting or stopping. When the drivers and
guards of trains are provided with the means above described for
making observations, they can communicate by means of printed
cards or dials, which can be illuminated by a lamp at night or in
tunnels so as to be easily seen or read by the telescope of the driver or
guard.
The mode of constructing the elastic platforms and mounting the
telescopic apparatus according to this part of our Invention is illustrated
by Fig. 1 a side, and Fig. 2 a front elevation of the elastic platform
and stand for the telescope. The platform may be made portable, but
we prefer to arrange it on the frame of an engine so as to form the
whole or part of the "foot plate "of the engine, its arrangement will
therefore vary in details according to the peculiarities of the engine to
which it is applied. In guards' vans or other vehicles the elastic plat-
form may form part of the floor of the carriage, being about level
therewith. For portable elastic platforms the blocks (a) of the two
springs (a) are bolted to a board or plate, but where fixed the blocks (a)
are bolted to some part of the framing of the engine or carriage.
The ends of the springs (a¹) have rings (a) upon them which sustain
other rings or parts jointed to the ends of the springs (a) which are
bolted to the double springs (a) that are secured to the platform (a³),
as shown.
Fig. 3 is a plan, and Fig. 4 an edge view, shewing another mode of
constructing the elastic platform. This is formed by two boards or
plates (a and a, and four or more spiral springs (a). The ends of the
springs may be secured to the boards (a" and a), or the end coils of
each spring may be made to fit into circular cavities in the boards.
The platform (as) is held down against the upward action of the springs
by one or more chains (8), or other equivalent means. The elastic

page_text: platform above described will check or counteract vertical and horizontal
vibrations in every direction. These platforms may be constructed of
springs formed of india-rubber and of steel springs variously arranged,
taking care that they have not too short a range of action. The tele-
scopic apparatus is mounted on a stand (6) from the platform upon a
swivel arrangement adjustable in height by a rod (6') sliding vertically
in the stand, and horizontally by the part (62) having a socket which
will turn upon the top of the rod (6¹) as a pivot. There are two stands
shown in Fig. 2, one on each side of the platform, and the object glass
of the telescope is supposed to be opposite the out-look glass of the
engine, or it may pass through the frame in which the out-look glass is
placed. The guard may have the telescopes arranged in like manner
to those for the driver to look forward on each side of the train and
also to the rear of the train.
Secondly. Our improvements relate to means by which passengers
may give signals to the guard or guards or the engine driver of a train,
or by which guards and drivers may make signals to each other; it
consists in placing one or more bells on each carriage made to ring when
required by peculiar mechanism actuated by the progressive motion of
the carriage or train, or in combining with a bell or bells, a semaphore,
or other signal, or in combining a bell or bells, a semaphore, or other
signal and a lamp using colored lenses. One or more of such signals
or combined signals is placed upon each carriage and is brought into
action by means of shafts, rods, chains, wires, ropes, cords, or other
connections which pass into the inside of the carriage within reach of
the passengers, so that when a signal is to be given the passengers pull
at the connections provided, and thereby actuate the semaphore and set
the bell ringing, the semaphore at the same time bringing a colored lens
opposite the lamp (if any), or causing the lamp to show a light or
change its color. This bell signal being heard from one carriage to
another will call the attention of the passengers who will then actuate
the signal belonging to, the carriage, and thus the alarm will be trans-
mitted along the train from the passengers to the guard and driver, or
from the guard to the driver, or vice versa.
Our Invention consists also in the mechanism and arrangements for
ringing the bell or bells, and in the arrangement and combination of the
bell, the mechanism for actuating it, and the semaphore and lamp which
will be best understood by reference to the annexed Drawings.

page_text: Fig. 5 is a side view partly in section, and Fig. 6 an edge view of our
combined semaphore lamp and bell with the mechanism for actuating it.
a is the frame of the apparatus which is placed in any convenient
position on the top or side of the carriage, the side of the apparatus being
fixed to face the direction in which the carriage moves so that it will
act whether the carriage moves forward or backward. In the centre of
the frame a wind vane (b) is arranged, the bearings of which are carried
by cross stays (6¹), and to the axis of the wind vane a crank (62) is
secured which gives motion through a connecting rod (63) to a bell
"clapper" (c), the rod passing through a slot in the side of the bell (c),
which is suspended from the side of the frame (a¹) as shown. The wind
vane (b) can freely rotate so as to give oscillating movement to the
clapper (c), which is arranged so that its ball will not touch the bell
when the vane is slowly rotated, but the clapper begins to strike the
bell when the vane rotates quickly, as the stem of the clapper is elastic
and the "ball" is carried by its momentum against the bell. The wind
vane is covered so as to be enclosed from dirt or snow, and so as to
prevent the rotation of the vane when the signal is not required to act
by a double-armed semaphore (d), carrying two discs (d), which cover
and fit close to the sides of the frame (a) in which the vane is arranged.
This semaphore oscillates upon a short shaft (d) passing through a
bearing in the upper part of the frame (a), and the centre of the disc (d')
has a red colored lens (d) (if that color be chosen) to represent danger
when brought (as shown in Fig. 5), opposite the lamp (e) fixed on the
side of the frame (a), which lamp shows a white light when all is right.
The semaphore (d) is held up when lifted by a spring catch (d'), which
hooks upon a pin in the arm of the semaphore (d) as shown in Fig. 5,
and the semaphore is lowered by those in charge of the train by pulling
back the spring catch (d). The semaphore may be lifted by a shaft
passing from end to end of the carriage, and connected by rods or
other means to a lever or quadrant upon the short shaft (d²). Chains,
wires, or other connections are attached to the shaft passing the lengthway
of the carriage, by which connections the passengers can give motion to
the signal.
But that mode of actuating the signal mechanism which we prefer
is illustrated by Fig. 7, a diagramatic cross sectional view of a carriage,
and Fig. 8 a plan view. Here one end of a chain (f) is connected
with the quadrant (³), then passes down under a pulley (f) and along

page_text: 10 an end
the top of the carriage being enclosed in a suitable box. There is a hole
about over the centre of each compartment, across which there is a
chain (f) suspended (see Fig. 7), one end being secured to the roof at
one side, and the other end to the roof at the other side of the carriage.
To the centre of the chain (%) suspended across each compartment a
short branch chain (f) is attached, which is connected to the main
chain (f), passing along the top of the carriage, the branch chain being
attached to the main chain on that side of the hole which is nearest to
the signal mechanism (x, Figs. 7 and 8), and is of such length that the
junction of the branch and main chains will not have to come over the
hole through the roof when the signal has been actuated. The short
branch chain is not required for the compartment furthest from the
signal (x), in that case the end of the main chain is connected with
the cross chain (f³) in that compartment. A short elbow tube
forms the hole in the roof of the carriage through which the
chain passes, as shown by Fig. 9 a side view, and Fig.
view, and there is a spring (9) attached to each tube (9), to put
sufficient friction upon the branch chain to hold it from descending
(after being pulled up by the lowering of the arm of the semaphore),
by the shaking of the carriage or from other accidental causes. A small
ball (f) may be attached to the junction of the chains in each com-
partment as shewn in Fig. 7, and when the chain is pulled the ball will
descend and the chain will be slack in that compartment only from
which the signal has been given, and this will show the compartment in
which the alarm originated. The ringing of one bell over each carriage
will be loud enough to be plainly heard not only in each compartment
of the carriage, but in adjoining carriages, but for greater certainty bells
may be placed in each compartment to be rung when the signal chain is
pulled. In this case such bells may be used as will ring by a single pull
which may be given by a bell wire connected with the semaphore, and
made to branch by bell-crank lever into each compartment as is well
understood by bell hangers. Or the bells may be rung when a shaft is
used passing from end to end of the carriage by having a short arm
upon the shaft for each bell, the arm and bell being connected by a
wire. When a signal has been given it may be desirable to know in
which carriage of a train the signal was first given, and to obtain
mechanical proof of it. This may be done by the use of any ordinary
counting apparatus which will count reciprocations. By fixing the
counting apparatus so that a pawl lever upon its first shaft may be

page_text: actuated by the reciprocations of the connecting rod from the crank to
the bell clapper, or by a separate connecting rod from the same crank
pin, the number of reciprocations made by each clapper after being set
in motion can be ascertained, and as each will make about the same
number in the same time, that which shows the greatest number of
oscillations will have been the first actuated. The pawl lever above-
mentioned causes the pawl jointed to it to advance a ratchet wheel one
tooth for each double reciprocation.
Fig. 11 is a front sectional view, and Fig. 12 an edge view of a bell
and mechanism for actuating it which may be used alone and separate
and detached from the semaphore and lamp. Here the wind vane (6)
is above and the bell (c) below; the vane and clapper are connected
by a rod (63), as shown. The vane has a series of short pins (6) pro-
jecting from it which will come against a catch lever (h) having its
fulcrum on a stud at (2) when the catch is in the position shewn in
Fig. 11, in which position it is held by a spring (2) having a cone
point which can enter small holes in the side of the lever catch, but
this cone point will give way when sufficient force is applied to the
lever catch. While the catch is in the position shown in Fig. 11 the
vane cannot revolve, but when the catch is pulled back by the con-
nections (3) with the chain (f) leading to each compartment of the
carriage the vane will be liberated and allowed to rotate and ring the
bell.
Fig. 13 is a side view, and Fig. 14 an edge view of a wind vane and
bell arranged similar to that shown by Figs. 11 and 12; but in this
case a square-sided lamp (e) is added with two or four lenses, say two
opposite ones white and the other two opposite ones red, and the frame
is mounted on the end of a vertical shaft (k) in bearings secured to the
carriage, so that the whole can be turned and thus form a semaphore.
The lower part of the frame (a) has a pulley (d) cast upon or secured
to it, and this pulley has a projection (d*) on its under side which rests
upon a cam incline in the face of the upper bearing (1) of the shaft.
This projection (d*) can enter notches in the cam incline. One notch
is sufficiently bevelled to prevent the frame from turning by the shaking
of the train or carriage, but is not so steeply inclined as to prevent
the signal from being turned by a pull at the connected chains from
the carriage. The other notch will prevent the signal from being moved
when turned, except by those in charge of the train. There is another

page_text: cam incline (de) in the bearing part (plan of which is shown detached
by Fig. 15) which acts upon the end of a rod (h) sliding through a
hole in the pulley (d³), a hole in the top of the bell, and a hole in the
frame above the bell. The upper end of this rod comes against
the short projecting pins in the vane and prevents it from revolving
by a side wind, but when the vane is turned by pulling the signal chain
to face in the direction in which the train is moving the cam (d) lowers
the sliding rod (h) so as to liberate the vane (6) and allow it to rotate.
The signal may be made to rotate in the manner above described
when the lamp (e) is placed on one side or when the wind vane is
in the centre, and the bell on one side and the lamp on the other side
of it.
Fig. 16 is a diagramatic end view showing how the bell semaphore
and lamp may be applied to the end of a carriage. Here the bell (see
Figs. 11 and 12) is on the centre, and a semaphore (d) and lamp (e)
are fixed on each side, springs (d) holding up the semaphores when
lifted. The main chain (f) from the carriage is divided into two
branches (f), each passing under a pulley (f³) and then to the
quadrant (d³). A separate branch connection may be made from
the main chain by a branch (f) from one of the branches (f) (leaving
sufficient slack) to actuate the catch (h) that prevents the vane from
revolving. One bell semaphore and lamp may be placed at one end
and at one side of the carriage, and a semaphore and lamp simply
on the other side, and both semaphores may be actuated as illustrated
in Fig. 16, or by any other equivalent arrangement of mechanism.
Fig. 17 is a diagramatic view similar to Fig. 16 with a central bell (c)
and with a semaphore (d) and lamp (e) on each side, each semaphore
and lamp turning upon a vertical shaft (k), the two vertical shafts
being connected together by a horizontal shaft (¹) and bevel wheels.
Stops are arranged to prevent the signals from turning too far, and
spring catches and bevel notches are used to prevent the shafts from
moving by accident. The horizontal shaft (k) is turned by the main
chain attached to a quadrant on the shaft, and the wind vane (6) is
released by a rod or connection jointed to a short arm on the horizontal
shaft (¹) and to the catch (see Figs. 11 and 12).
Fig. 18 shows a view similar to Fig. 17, and of a similar arrangement,
except that the semaphores turn horizontally and there are no lamps.
In Figs. 17 and 18 the semaphores are seen looking lengthway of the

page_text: train when a signal is made as circular discs, but the edges only of these
discs are seen when all is right.
Fig. 19 is a diagramatic cross section of a carriage having a semaphore
on each side for each compartment. The main chain in this case passes
over a pulley carried by the crank arms (2) upon the shaft, and when
the chain is pulled downwards the shaft is at the same time turned
one-fourth of a revolution. The main chain passes over stationary
pulleys placed between each semaphore shaft (1), so that the downward
motion of the chain is confined to the semaphore belonging to that
compartment. The semaphore is prevented from rotating by accident
by a spring point (d) which enters notches in a boss upon the
shaft, and stops are employed to limit the oscillatory movement each
way.
Fig. 20 is a diagramatic longitudinal section of part of a carriage
shewing how a bell may be arung by the progressive motion of the
carriage or train from one of the axles. A cam (m) is secured upon
the axle (m) in two halves, the ears or flanges through which the
bolts pass being formed upon the boss part at one side of the cam. This
cam acts upon a lever (m³) having its fulcrums in a part secured to the
framing (y) of the carriage. The motion imparted to the lever (m²) is
transmitted by a rod (m) and bell-crank lever (m³) having its fulcrum
in a bracket secured to the carriage frame, and then by another rod (m³)
to a lever (m) having its fulcrum in a hollow stand fixed on the top
of the carriage (supporting the bell (c)), and this lever (m') is connected
by a rod (b) to the bell clapper. The lever (m³) may be kept against
the cam (m) when in operation by a spring in the hollow of the stand (n)
acting to pull up the stand lever (m), or by a spring (P) attached to
the lever and to the carriage framing, or by a weight (P) applied to an
arm of the lever, as shewn. When the signal is not in action the stand
lever (m) is latched down, so that the clapper is against one side of
the bell and the lever (m³) is kept at its greatest distance outward
from the cam (m). The latch for this purpose is a lever (n¹) having
its fulcrum in the stand (n), and upon one end it has a hook which
stand lever (m). When this
catches upon a pin in the side of the
latch lever (n) is released by connection with the main chain the bell
begins to ring and will continue while the train is in motion. The
bell may be rung by a pulley held up by a catch, but arranged so that
when the catch is released the periphery of the pulley will come in
contact with the surface of the wheels of the carriage or vehicle, or

page_text: a pulley on one of the rotating axles of the carriage, or run upon the
surface of the rails, and motion may be taken from a pulley so arranged
by an endless cord to another pulley having a crank to ring the bell
by a connecting rod; or the said pulley driven by friction may have a
crank on it, and motion may be conveyed by rods, bell-crank levers, or
other means directly to the bell clapper.
We have now particularly described the nature of our Invention
and the modes of carrying it into effect, and claim as our Invention,-
Firstly. Elastic platforms on railway engines and vehicles for the
purpose of facilitating the making of observations on railways, and also
the mode of mounting telescopic apparatus thereon, substantially as
described under the first part of our Invention.
Secondly. The application of a bell or bells to railway carriages or
other vehicles rung when brought into action by a wind vane or by the
rotatory motion of the wheels or axles, or by a wheel in contact with the
rails, substantially as herein-before described.
Thirdly. The ringing of a bell or of bells applied as signals to railway
vehicles by a crank and connecting rod, substantially as herein-before
described.
Fourthly. The combination of a bell and semaphore or a bell, sema-
phore, and lamp applied to railway vehicles as a signal, substantially as
herein-before described.
Fifthly. The arrangement of shafts or of chains or other connections
substantially as herein-before described and illustrated by Figs. 7 and 8
for actuating signals on railway vehicles.
Sixthly. The arrangement of and mode of actuating signals has herein-
before described and illustrated by Figs. 16, 17, 18, and 19.
In witness whereof, we, the said Samuel Holt and James Kearsley,
have hereunto set our hands and seals, this Fourth day of
November, in the year of our Lord One thousand eight hundred
and sixty-eight.