IMPROVEMENTS IN RAILWAY TELEGRAPHS AND SIGNALS, AND ALSO THE PERMANENT WAY AND CARRIAGES, FOR PREVENTING RAILWAY ACCIDENTS
Year: 1864

page_text: LETTERS PATENT to Wilhelm Adolf von Kanig, of Bedford Place,
Russell Square, in the County of Middlesex, for the Invention of
"IMPROVEMENTS IN RAILWAY TELEGRAPHS AND SIGNALS, AND ALSO
THE PERMANENT WAY AND CARRIAGES, FOR PREVENTING RAILWAY ACCIDENTS."
Sealed the 16th September 1864, and dated the 16th March 1864.
PROVISIONAL SPECIFICATION left by the said Wilhelm Adolf von
Kanig at the Office of the Commissioners of Patents, with his Petition,
on the 16th March 1864..
I, WILHELM ADOLF VON KANIG, of Bedford Place, Russell Square, in
the County of Middlesex, do hereby declare the nature of the said Inven-
tion for "IMPROVEMENTS IN RAILWAY TELEGRAPHS AND SIGNALS, AND ALSO IN THE
PERMANENT WAY AND CARRIAGES FOR PREVENTING RAILWAY ACCIDENTS," to be.
as follows, that is to say:-
This Invention has for its object the prevention of railway accidents, and.
consists, first, in a self-acting telegraph and signals, by which the relative
positions and progress of the trains are indicated and regulated; secondly,
by a train telegraph and signals, by which a means of communication is.
provided between all the carriages and the guards and engine drivers;
thirdly of a guard rail and guide wheel, by which the trains are prevented.
from running off the line; and, fourthly, of a train guard or fender for removing.
impediments in front of the trains.

page_text: For effecting the first part of my said Invention I form a covered, open, or
partially open trough or channel between the two lines of rails, or in any
other convenient position; this trough or tube I divide into sections of such
lengths as may be found to answer best in practice; at each end of these sec-
tions, and at such distances intermediately as shall be found necessary, I fix
short upright standards, and in or upon each of these I hinge a single or
double vane, the end or ends of which are free to move upon the said hinge
or joint in the centre or other position between the two ends thereof. The
end or ends of these vanes are connected by a continuous wire, chain, or
cord so that when the vane at one end of the section is moved it com-
municates motion to the next, and so on to the vane at the other end of the
section: Upon the trough or tube immediately over the two end standards
and vanes I fix hollow pillars, at the top of which the signals, lamps, and the
like for regulating the motion of the trains are placed. These signals, lamps,
and the like are worked by the vanes, which are connected therewith by a
wire; chain, or cord passing down the pillars before mentioned. The vanes
are moved by levers, which levers are actuated by the wheels of the trains
as they pass them, and by this means the relative positions and progress of
the trains are indicated to each other in the following manner :-Suppose a
train is passing the first signal pillar before mentioned of one of these sections,
it depresses a lever resting on a spring, which actuates the vanes of the whole
of that section, and puts on the stop, red, or danger signal, and this signal
remains on until the train passes the vane at the further end of the section,
when the wheels, by depressing a lever as before, reverse the signal to "all
clear," and thus the following train can enter the section now left by the
preceding train. The second train now puts on the stop or danger signal at
the first pillar to indicate its position to the third train until the second train
also passes out of the section, when it reverses the signal as before described.
By means of this or similar mechanism, only shortening the sections, I propose
to actuate the existing and future distance signals, and so render the same
self-acting. In order to prevent the wheels of all the carriages affecting the
lever by which the vanes are worked, I attach a spring or catch, thereto 'to
hold it in a vertical position, so that, when the first wheel passes over it, it is.
thus held by the spring until the signal is reversed by the train passing out
at the other end of the section, when the vanes recover their normal posi-
tion by the back pull of the wire. In the same channel or trough I also
arrange a station telegraph or continuous system of vapes and apparatus to
act between station and station, and to be operated by hand. In this case
instead of dividing the vanes and connecting wires into sections, as before

page_text: described for the line telegraph, I connect the whole of the vanes between
station and station, so that motion imparted at one station is transmitted by
the continuous wire to another, and at the stations I propose to have a dial or
other indicator, the motion of the hands of which shall indicate to the atten-
dants in charge a signal or message.
The mode in which this telegraph operates is as follows:-Round a
suitable dial I mark letters or numbers, and by setting a hand or pointer
in' any required position upon the dial at one station it moves a hand upon a
similar dial to the same relative position at the next station, and by having a
signal dictionary adapted to these letters or numbers, signals or messages
may be transmitted and indicated between station and station for com-
municating the arrival and departure of the trains, and for other like purposes..
In order to render this apparatus more perfect and certain in its action when
the dial is used, I give a considerable run to the wire by causing it to actuate.
the pointers through a train of wheelwork; by this means I propose to
compensate the expansion of the wire when the distance between station and
station is great. When necessary in order still further to ensure the perfect
action of the dial indicator, I propose to keep the wires in the required state
of tension by the following simple appliance. At certain distances along the
trough I fix a pair of coupled pullies or drums, which are constantly impelled.
or caused to rotate in opposite directions by springs or weights; round these
wheels I pass the ends of the wire, and give it two, three, or more coils, so
as to take up the slack between them and keep it in the necessary state of
tension. It will be understood in this case that although the wire is only
continuous from one junction or pair of wheels to another, these wheels being,
coupled at the respective junctions, the pull of the wire causes both of the
wheels thus coupled to rotate, so that the unwinding of the wire off or from
one pulley winds the end of the next length of wire on to the next pulley, and
the effect of the pull is continuous. I make this telegraphic apparatus double,.
so that a message or telegraphic signal, if necessary, can be transmitted both
ways simultaneously or in rapid succession between any two stations so con-
nected. In case of any accident or breakage occuring to any of the sections of
the line telegraph before described, I propose that this station telegraphic
apparatus shall also be used as a line telegraph; and in order to render it
available for the latter purpose, openings are to be left in the trough at certain
intervals for the guards in charge of the trains to operate the continuous
wires, and thus signal to the stations between which the motion of their
trains may become impeded. It is not absolutely necessary, however, in
order to establish a connection between station and station, and afford a

page_text: means of communicating signals and messages between them to make use of
the dial apparatus and connections just described, as similar results may be
obtained by merely using a continuous wire supported upon standards and
vanes, as described under the first part of my Invention, between station and
station, and by making the simple motion of an enlarged lever repeated and
varied indicate the signal or message in a similar manner to that of the
ordinary indicator.
For effecting the second part of my said Invention, at each end of the
respective carriages I fix suitable bearings to receive a spring roller, round
which a sufficient length of cord, chain, or wire is wound to pass from one
end of the train to the other. This cord is passed along over the roof of each
carriage, the roller being fixed at the end of the carriage most distant from
the engine, and the loose end of the cord or chain threaded through a number
of eyes of short vertical supports standing in tubes and supported by springs,
the lower ends of which supports pass into the compartments of each carriage,
where they terminate in a handle or suitable pull conveniently accessable to
the passengers. The loose end of the cord is attached to a bell or whistle on
the engine, so that when any one of these pulls is actuated in any compart-
ment of a carriage the bell or whistle is thereby sounded, and the attention
of the guards and engine drivers attracted. And in order that the particular
carriage from which the signal is given may be indicated at the same time,
to the end of the support and pull I hinge a short flagstaff and flag; this
staff when the cord is in its normal position lays flat on the top of the carriage,
but when the pillar is drawn into the tube by the pull it carries with it the
end of the flagstaff and raises the flag into a vertical position, in which
position it is fixed by a spring catch, and thus indicates the part of the train
where the guard is required.
For effecting the third part of my said Invention, for preventing the
carriages of the train from leaving the rails, in the centre of each track I fix
a guard or safety rail, and upon the axles of the wheels I also fix a double
flanged guide wheel, the flanges of which are of such a depth as to effectually
prevent this wheel from leaving the guard rail by the impetus of the train in
a lateral direction; the depth of these flanges may be varied according to the
depth of the flange on the carriage wheels, but in all cases it must be of
sufficient depth to act as a guard wheel, even should the flange of the ordinary
wheels rise over the ordinary rails, sufficient space is left between the two guard
flanges of this safety wheel to prevent the flanges from coming into contact with
the sides of the safety rail, except when the ordinary wheels leave the ordinary
rails or have a tendency to do so. The effect of this guard or safety rail, or

page_text: guide wheel, will be to support the carriage in the event of the wheel or axle
on either side being broken or otherwise injured. This guard or safety rail
I also propose to use as the break rail, by fixing a lever break to each carriage
to be let down into contact therewith for retarding the train.
For effecting the fourth part of my said Invention, for removing obstacles
from the rails, I form a fender in the following manner :-I fix at some distance
from the front of the engine over each rail a projecting arm, upon which a
blade similar in form to that of a plough breast is securely bolted. These
blades are formed & fixed so as to throw any impeding matter upon the rails
to the back side. Between these arms I fit a strong catch net in a rocking or
folding frame. This frame is so hinged to the side arms that it will tip upon
meeting any obstacle between the rails, such as cattle and the like, and either
remove or retain the same. In front of the engine or carriage I propose to
have three uprights in the form of a triangular frame with the narrow part
forward, and fitted with a yielding buffer, and from the forward upright to the
two side uprights I stretch a rope, net, or other flexible material, so as to
remove any animal with as little injury thereto as possible. The trough or
tube in which I fix the station and line apparatus I also propose to use for
containing the ordinary electric telegraph wires for the transmission of electric
or magnetic telegrams.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Wilhelm Adolf von Kanig in the Great Seal Patent Office
on the 16th September 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILHELM.
ADOLF VON KANIG, of Bedford Place, Russell Square, in the 'County of
Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Sixteenth day of March, in the year of our Lord
One thousand eight hundred and sixty-four, in the twenty-seventh year
of Her reign, did, for Herself, Her heirs and successors, give and grant
unto me, the said Wilhelm Adolph von Kanig, Her special licence that I, the
said Wilhelm Adolf von Kanig, my executors, administrators, and assigns, or
such others as I, the said Wilhelm Adolf von Kanig, my executors, adminis-
trators, 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

page_text: Kingdom of Great Britain and Ireland, the Channel Islands, and Isle of Man,
an Invention for "IMPROVEMENTS IN RAILWAY TELEGRAPHS AND SIGNALS, AND
ALSO IN THE PERMANENT WAY AND CARRIAGES FOR PREVENTING RAILWAY ACCIDENTS,”
upon the condition (amongst others) that I, the said Wilhelm Adolf von
Kanig, my executors or administrators, by an instrument in writing under
my, or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner the
same was to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after the date
of the said Letters Patent.
:
NOW KNOW YE, that I, the said Wilhelm Adolf von Kanig, do hereby
declare the nature of my said Invention, and in what manner the same is
to be performed, to be particularly described and ascertained in, and by the
following statement, that is to say :-
The object of this Invention is, first, to prevent accidents on railways.from
collisions of the trains; secondly, to prevent the trains from getting off the rails.;
thirdly, to remove obstacles; and lastly, to provide a means of communication
between the passengers and guard.
For effecting the first part of my said Invention I form a line telegraph or
continuous system of line signals, which can be operated by the trains in
motion, and thus cause the position of any train to be indicated to the one
immediately behind it, and also to a station or train before it. In order to
accomplish this between the two lines of rails, or in any other convenient posi-
tion, I erect a series of hollow signal posts fitted with rising and falling vanes
and coloured lamps and extending from station to station. I construct the
signals and actuating mechanism of these posts together by a running wire,
chain, or cord, the latter being wholly or partially enclosed in a pipe or
trough. At each end of the wire connecting two of these posts and signals
together I fix a winding wheel, upon the axis of which I mount a lever,
which is depressed by the wheel of the engine or first carriage passing over
the same. By the depression of these levers the winding wheels are turned,
and. the wires are pulled and raise and lower the vanes, turn the lamps, or
otherwise actuate the signals as required. The space between post and post
I denominate a telegraphic section.
The operation of the line telegraph is as follows:-Upon a train passing
any post of one of these "sections," the lever before mentioned is depressed
by the first wheel which passes over it, and thus pulls the wire in con-
nection with the telegraph at the next post behind, and raises the caution.
or stop signal thereon.
This signal will remain in position (caution or

page_text: stop, as the case may be) until the train arrives at the next post at the
forward end of this section, when, by depressing the lever there the first
signal will be lowered or turned to "all right," and a second one be
raised at the post now being passed by the train to caution or stop as before,
the same operation being repeated at each of the series or sections along
the line from station to station. By this means the trains are caused to
indicate their positions one to another and collisions are prevented. In
order to prevent the wheels of the carriages from affecting the lever by
which the signal vanes are worked I counterbalance the said levers, moving
parts, vanes, &c., so that they retain the position given to them by the
first wheel which passes over and depresses the lever. The standing ends of
these levers, when in their normal position, rise close to the inside of the rail
and are nearly level therewith, so that the necessary depression is obtained
from the flange of the engine or carriage wheel. The desired normal position
may be maintained by means of a spring catch or notch if preferred. I
further propose that this sectional telegraphic apparatus shall also be used as
a means of telegraphing through from station to station, and in order to render
it available for the latter purpose, the sectional wires are mounted upon
"isolators," and these ends are connected at each post, so that if a train
should break down, or in any other case of need, the guard could by a portable
battery send a message to either or both stations before and behind the train.
And I further also propose to use the tube or pipe connecting the line sec-
tional telegraph wires for containing and protecting the ordinary electrical
telegraph wires.
For preventing the train from leaving the rails I propose to fix a guide
wheel to each carriage with an outside flange, or to mount each carriage
upon an extra pair of wheels in the centre, having the flanges reversed;
or, in case of six-wheel carriages, to make the centre pair with a double
flange, or with a flange on the outside instead of the inside of the rail.
In removing obstacles from the rails I form a fender in the following manner,
and fix it to the front of the engine or guard's van. First, for removing
obstacles directly upon and between the rails I propose to construct a turning
or sliding and rising and lowering. fender, bar, or plate, and fit the same in
front of the fore wheels of the engine or carriage a little above the level of the
rails. I make this bar or plate in the form of a triangle, with its apex
forward, and mount it upon a strong vertical shaft, so as to turn thereon or
therewith, or to slide bodily sideways in either direction, in order to bring the
apex of the bar or plate over the right or left hand rail as required; the bar
or plate will then extend across the rails in an inclined position (the incli-

page_text: nation to the right or left being regulated by a lever or chain and pulleys)
and coming thus in contact with any heavy or solid matter upon or between the
rails immediately in front of the engine or train will remove the same by
sliding or casting it to the bank side and clear of the train and rails
altogether. Secondly, for removing cattle and other obstacles with as little
injury thereto as possible I propose to fit upright standards to the regular bar,
and to strain or hang a network or other flexible covering thereon, the whole
being caused to turn or slide in order to bring one of the inclined flexible.
sides (extending across the rails) gradually against the animal, &c., and thus
to remove it to the bank side as before mentioned, the yielding substance and
inclined side of this part of the fender lessening the injurious effect of the
operation.
In carrying the fourth before-enumerated part of my said Invention into
effect I propose to form a box or recess in the roof of each carriage or com-
partment; in this box I fit a rising and falling disc; at one or both sides of
such box in a notch opening therein I fit a rising and falling lever, arm, or
vane (or flag), the ends these arms or vanes when down project a little way
through the openings into the box, and support the disc therein at a suitable
distance above the bottom. To the under side of this disc I attach a chain
or wire cord, carry it through the carriage roof, and thence by branches,
chains, wires, or cords to each seat of the compartment, where the end of
each branch, chain, &c., is fitted with a ring, handle, or knob sunk in a recess
or well-hole readily accessible to the hand of the passenger. A moderate pull
of any one of these branch chains so will pull down the disc in the box above
the carriage and raise the carriage signal arm or vane above, and thus
indicate to the guards that their presence is required at such part of the train.
The falling disc is made of such a thickness that when pulled down the sides
prevent the vanes from falling until the disc is again raised; this can only be
done from the roof of the carriage, therefore the signal when once raised
cannot be further operated by any one inside the carriage. This kind of car-
riage signal I intend to be used where the guards' vans are provided with
raised glass roofs, and they can see over the train from each end respectively.
Where this is not the case I cause the arms or vanes to slide and project
from the side of the carriage by similar means.
For rendering the first-mentioned carriage signal apparatus available in the
night, or in tunnels or underground railways, I fit the rising and falling vanes
with reflectors (one on each side) and in or upon the raised part of the roof
of the guard's van I place a lamp, and adjust the said lamp and reflectors
(covering the latter with red or colored glass) so that the centre of the latter

page_text: passing over the head of the same; k, inclined bars or plates, the higher ends
of which rest upon the heads of the standing rods, so as to depress the latter
gradually by the transit of the wheels over the same; 1, wires connecting the
terminal wheels with, and transmitting the motion thereof to the signal vanes
m, m³, at the top of the standards c, c¹; n, lamp for night or tunnel signalling
by this system; o, p, perforations for colored glass in the side of the standard
head-box, and in a line with the focus of the lamp, bull's-eye, or lens; m¹¹,
elongations of the vanes m and m, which close these perforations when the
said vanes are lowered to "line clear." In the case of tunnels or underground
railways, where lamps only would be used, I propose to dispense with the long
arms of the vanes, and merely use a turning lamp, or rising and falling, or
sliding glass or blank, actuated by mechanism similar to that herein described;
q, short cranks fixed on the ends of the shafts f; q', crank pins therein, upon
which the weights q" are hung, these weights counterbalance the arms of the
vanes, so that the latter are in equilibrium in all positions. The vertical
arm g¹¹ of the cranked levers g provide for operating the sectional signals by
hand when necessary.
The posts are here shown in the centre of the railway, and their wire con-
nection, signals, and fittings double; the same effects can be produced by
placing the mechanism at either side in the double form, or on each side in
single form. For the general purpose of the line telegraph I deem the caution
signal sufficient; this signal to be set by the trains as it passes each post
thereof, and to be lowered indicating "line clear" by the train as it passes
each succeeding post (respectively); at the last post approaching any station
I would cause the train to indicate the "stop" signal, which signal should
in all cases remain set until the train immediately in advance had passed
out of the adjoining station. In addition to setting the stop signal, as here
explained, I also propose that the train shall simultaneously set a "train
approaching" signal at all stations on the line of transit; this can be effected
by coupling the terminal wheels of the two last "sections" approaching the
station.
The general operation of the self-acting line telegraph is as follows:-As
the train passes the signal post c¹ it depresses the lever h, Figure 3, which
tips the crank lever g³, turns the wheel e¹in the direction, and pulls the run-
ning wire d which turns the other wheel l in the direction >, lowers the
vane at the last post to line clear, and raises the vane m to caution, where it
remains until the train arrives at the next post, when it is also lowered to line
clear, and so on through the series to the station, where, by similar mechanism,
it operates the signals as before described. The mode of rendering the running

page_text: wires available as conductors for an electric telegraph message have been
before explained.
Drawing B-This drawing is intended to illustrate the means I propose to
adopt for accomplishing the remaining parts of my said Invention.
Figure 5 is a plan of an under frame of a carriage, with an additional pair,
of "guide" wheels a, a, for preventing the train from getting off the rails.
These wheels are made with their flanges on the outside of the rails a; or with
a double flange a¹.
Figures 6 and 7 shew the improved fender for removing obstacles, cattle,
&c., from the rails. Figure 6 is a front view, and Figure 7 is a plan of the
moveable triangular bar or plate for removing solid heavy matter. (a) is a
strong vertical shaft, upon or with which the plate turns; a running chain is
carried from a wheel 6 to the rear of the engine, so that the fender can be
inclined thereby, as circumstances may require. The dotted line c, d, Figure 7,
shews the inclined position of the fender, and the same letters, Figure 6, the
position of the fender when raised or folded up. e, e, are upright standards,
fitted and hinged to the fender plate, and are intended to be covered with
netting or other flexible material f, f, so as to form the cattle fender.
Figure 8 is a side elevation of a carriage intended to illustrate a train (a),
with guard's van b, b, at each end; care the raised roofs of the vans, with
glass sides; d are the carriage or passenger signals; e, the boxes; f, the rising
and falling arms; 9, 9, 9, the reflectors thereon, which are covered with red
glass, and receive and reflect the light from the lamps 9¹ and 9 in the roofs of
the vans; h, rings for pulling up the discs in the boxes, and lowering the
signals ready for use; i, the cords or chains inside the carriage or compart-
ments, by pulling branch cords in connection with which, in the manner before
explained, the passengers can instantly signal to the guards overlooking the
train by raising the arms and reflectors raised. Upon either of the guards
seeing a vane or reflector raised he would communicate with the other guard,
and one or both would proceed along the train to the carriage shewing the
signal, and at the same time call attention to the engine driver to slacken
speed, stop, or otherwise, according to general directions to be given to him.
Figures 9, 10, and 11 shew these simple passenger signals upon an
enlarged scale, and in their raised and lowered positions. a are the rising and
falling discs; b, the vanes hinged at c; d are the branch wires or cords
which are attached to the under side of the discs and carried to each seat.
The branch wires can be enclosed in the roof and backs of the carriage, so as
to be inaccessible, except at the handle, if required. When the vane is raised,
as shewn at Figure 11, the foot c¹ thereof rests against the stop e, outside the

page_text: box, and against the side of the disc inside, and is thus held secure in the
required vertical position.
Having thus explained the nature and objects of my said Invention, and
described and illustrated the manner in which the same may be carried'into
effect in practice to the best of my ability, I hereby further declare that I do
not absolutely restrict myself to the precise forms and dimensions of the details
described and illustrated, as the same may be variously modified according as
particular circumstances may require.
In witness whereof, I, the said Wilhelm Adolf von Kanig, have hereunto
set my.
hand and seal, this Sixteenth day of September, One thousand
eight hundred and sixty-four.
WILHELM ADOLF VON KANIG. (L.B.)
WILHELM ADOLF. VON KANIG. (L.B.)