IMPROVED MEANS, OR APPARATUS FOR SECURING THE SAFETY OF TRAINS. MOVING ON RAILWAYS
Year: 1862

page_text: LETTERS PATENT to William Edward Gedge, of. the Firm of John Gedge
and Son, of No. 11, Wellington, Street, Strand, in the County. of
Middlesex, Patent Agent, for the Invention of "IMPROVED MEANS, OR
APPARATUS FOR SECURING THE SAFETY OF TRAINS. MOVING ON RAILWAYS."
A communication from abroad by Louis Eugène Jamet and Paul
Jamet, both of No. 15, Passage des Petites Ecuries, Paris, France.
PROVISIONAL SPECIFICATION left by the said William Edward Gedge
at the Office of the Commissioners of Patents, with his. Petition, on the
30th July 1862.
I, WILLIAM EDWARD GEDGE, of the Firm of John Gedge and Son, ;of
No. 11, Wellington Street, Strand, in the County of Middlesex, Patent
Agent, do hereby declare the nature of the said Invention for "IMPROVED
MEANS OR APPARATUS FOR SECURING THE SAFETY OF TRAINS MOVING ON RAILWAYS,"
(a communication to me from abroad by Louis Eugène Jamet and. Paul
Jamet, both of No. 15, Passage des Petites Ecuries, in the Empire of France,)
to be as follows:-
It is proposed by this Invention to prevent a railway train or locomotive
from running off the rails, using for this purpose one or other of the means
or apparatus hereafter described, that secondly described being the most
economical.
The apparatus forming the first of these means may be divided into three
principal parts. Firstly, a third or safety rail; secondly, two friction rollers
turning horizontally on each side of the safety rail; and, thirdly, of two nipples
or trivets forming boss or nave to the axles of the friction rollers. The third

page_text: or safety rail should be laid down at curves or other dangerous places between
the two ordinary rails, above which it must be slightly elevated, and to permit
the introduction of the flange of the roller, it should near the extremities have
its two lateral faces brought nearer together giving to the rail at its spring
the shape of a wedge, or the upper shoulder may gradually die away. It is
necessary that the safety rail start before the beginning of the curve in order
that all the carriages may run upon it before arriving at the curve. The
safety rail might if desired be used along the whole line excepting at
crossings.
In the means I will now describe intermediate rails are dispensed with,
a slight modification being made in the ordinary rails, the wheels and the
bases or sockles of the brake hereafter described resting on a return provided
with a shoulder, which fulfils the office of the safety, rail above described.
The brake which forms part of this safety apparatus is composed; firstly,
of two shafts with two eccentrics let into a piece solidly bolted to the framing;
secondly, of sockles placed. beneath the eccentrics, the base or block of which
comes in contact with the rails when braking; thirdly, of the motor of
the eccentric shafts, which may be a simple crank, toothed sector, or other
suitable mechanical contrivance; fourthly, of the ears or projections of the
eccentric shafts in connection by rods, which impart the same motion to all
the eccentrics of the same carriage; fifthly; of pieces furnished with springs,
the arrangement and form of which may vary, but of which the effect will
always be to raise the brake blocks when the pressure exercised upon them
by the eccentrics ceases; one quarter turn of the eccentrics should bring a
strong pressure of the brake, upon the rails, and the weight of the vehicle will
nö longer rest upon its wheels; that which distinguishes, this brake from all
others, and causes it to form an integral part of this Invention is, that the
brake blocks are so arranged, that aided by the friction rollers above described,
a train will not leave the 'rails even on the breaking of an axle, and that
renders all contact impossible between the lower surface of the friction rollers,
and the lower shoulder of the rail..
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Edward Gedge in the Great Seal Patent Office
on the 30th January 1863.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
Can of the Thim of Inho Cadian and Son
11

page_text: WHEREAS Her most Excellent Majesty Queen Victoria,. by Her Letters
Patent, bearing date the Thirtieth day of July, in the year of our Lord One
thousand eight hundred and sixty-two, in the twenty-sixth year of Her reign
did, for Herself, Her heirs and successors, give and grant unto me, the said
William Edward Gedge, Her special licence that I, the said William Edward
Gedge, my executors, administrators, and assigns, or such others as I, the said
William Edward Gedge, my 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 "IMPROVED, MEANS
OE APPARATUE FOR SECURING THE SAFETY OF TRAINS MOVING ON RAILWAYS," a
communication to me from abroad by Louis Eugene Jamet and Paul Jamet,
both of No. 15, Passage des Petites Ecuries, Paris, France, upon the
condition (amongst others) that I, the said William Edward, Gedge, .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 per-
formed, 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 William Edward Gedge, do hereby.
declare the nature of the said Invention, and in what manner. the same is
to be performed, to be particularly described and ascertained in and by the
following statement, reference being had to the Sheet of Drawing, hereunto
annexed, illustrating and forming part of this Specification, to the various,
Figures or Diagrams, and to the letters of reference placed on such Figures.
serving to denote different mechanical parts.
The principal object sought to be obtained by the Invention. communicated
to me as aforesaid is to prevent the rolling stock forming a railway train from
leaving the rails during its locomotion: This object is attained by bringing
into use either on the permanent way of railways (or on the véhicles used
thereon, one or other, or a combination of several ornall. the improvements
herein-after described; the first described being the most perfect, the second
the most economical.
.
The most usual causes of railway-accidents are, first, the severity of the
curves; secondly; breakage of axles; thirdly, the mode of breaking which in
stopping entirely the rotation of the wheels causes them to slide on the rails,
thus wearing them at a given point and rupturing the integrity of the circle or

page_text: crown of the rail, causing jerking or jumping on the rail, and subsequent possible
breakage of axle or departure from the line of rail.
The apparatus forming the first part of these improved means for securing
the safety of trains moving on railways may be divided into three. principal
parts, firstly, a third or safety rail; secondly, two friction rollers turning
horizontally on each side of the safety rail; thirdly, of two nipples, chimneys,
or trivets forming boss or name to the axles of the friction rollers. And first
as regards the third or safety rail, which is laid down on wooden sleepers at
curves (or other dangerous parts of the permanent way) between the ordinary
rails, and is elevated slightly above them. Near the extremities and to permit
the introduction of the flange of the rollers it has its lateral faces brought nearer
together giving to the rail at its spring the shape of a wedge, or the upper
shoulder may gradually die away. The safety, rail starts before the curve
begins in order that the train may travel on it before the locomotive arrives
at the curve, or it may be used along the whole line of railway (except at
crossings) if found desirable. In the second means (heretofore alluded to)
the centre or safety rail is dispensed with, a modification being made in the
ordinary rails, by which the wheels of the carriage, and the base or block
of the safety brake herein-after described are made to rest on a return provided
with a shoulder, which fulfils the office of the safety rail before mentioned.
The brake which forms part of this safety apparatus is shewn in the Drawings,
and its formation will be best understood by reference thereto, and to the
description thereof.. Its distinguishing characteristic, which causes it, to form
a material part of this Invention is, that when aided by the friction rollers, a
train will not leave the rails even on the breaking of an axle, and that it
provides against all contact between the lower surface of the friction rollers
and the lower shoulder of the rail.
.:
I will now proceed to describe the Diagrams or Figures drawn on the
annexed Sheet of Drawings.
Figures 1 and 2 shew. plans of a railway vehicle mounted with trivets
profiled on both faces. a, a, trivets or supporters of friction rollers b;:;.c, c;"
órdinary rails; e, e, safety rail; 'g, elevation of the friction rollers or sheaves
above the level of the ordinary rails so that they are able to pass over without
obstacle when a change of 'line is required; h, sleeper supporting safety rail;
m, o, safety rollers. Figures 3 and 4 same observations and references as
Figures 1 and 2, excepting as regards a, a, chimneys supporting the friction
rollers; e, e, safety rail fixed by the bearings X. Figure 5 vertical section
of a chimney and its friction roller through a, b, Figure 4: Figure 6 same
on an enlarged scale. Figure 7 vertical section of a trivet and its friction

page_text: roller at a, b, Figure 2. Figure 8 plan of a change of line, a¹, b¹, c¹, d', dotted
framing or frames of vehicles W, W. a friction rollers passing over the
lateral rails of two lines; 6, 6, points at which the friction rollers would
prevent the vehicles changing line if the safety rail were not suppressed; c,
point at which the safety rail is suppressed; d, point of the opposite line where
it reappears; e, e, position of the wheels and their axles beneath the vehicles;
f. position of the friction rollers beneath the framing in front and back.
M, M, left line which the train leaves at g; N, N, right line which the train
takes at h. The arrows indicate the direction which the four vehicles
represented in this Figure are supposed to follow in order that the different
positions in which the wheels and the friction rollers may be in relation to
the laternal rails of each line may be understood. Figure 9, arrangement
which might be given to the apparatus if it were desirable to lay down two:
safety rails; Figure 10, two methods of pointing the safety rail; Figure 11:
shews the method of placing the two springs of the axles of the friction
rollers if it is desired they should cooperate to relieve the pressure given by:
either of the two friction rollers. The horizontal section of the arms a, a,
of the trivets and of the axles 6, b, is through the line a, b, Figure 7'; c, c,
cross-pieces uniting the two trivets. This cross-piece is pierced with two oval
O holes so that the axles of the friction rollers may oscillate, and thus give free
play to the springs; m, copper socket; n, rod fixed beneath the vehicle and
keeping the springs in a constant horizontal position. The other details of
this Figure will be understood without further description. Figure 12 shews
a more simple arrangement of the springs of the friction rollers to obtain the
5 same effect as above described. a, rod, fulfilling the office of the rod n, Figure 11;
Figure 13, position of a vehicle with friction rollers not furnished with springs
and having a tendency to leave the line, a friction roller alone directing the
vehicle and preventing the wheels b, b, from entirely abandoning the rails r, r,
the buffer i must naturally resume its normal position at the end of the curve.
0 For this reason it is not necessary that the friction rollers of goods truck be
furnished with springs, or that they work differently from those therein shewn;"
Figure 14, a, section of safety rail; 6 cast-iron piece which may replace the
sleeper h, (Figures 1 and 2); c, sleepers supporting ordinary rails.
i
Figures 15 and 16 shews the second part of this Invention applied to a
5 railway vehicle shewn in profile with the brake working. In this state the
sockets or stands b, b, slide on the rails and the wheels v, v, are isolated
from them. a, a, bases of the stands; b, b, arms of same; c, c, eccentrics;
d, d', di, three different arrangements of springs to cause the sockets or

page_text: stands to rise naturally; f, crank working the shaft of the excentrics; g,
segment with propelling handles; i, i, latches lowering under the action of
the eccentrics to bring the sockets, or stands on the rails; j,j, shaft of the
eccentrics; k, k¹, rods, which cause all the eccentrics to act simultaneously
by aid of the lugs or ears. l, L, accordingly as the breaking apparatus in working
or in repose; m, buffers or flanges of the sockets or bases of the brake acting
for the same purposes as those of ordinary wheels, but unable in certain cases
to retain on the line a vehicle having a tendency to quit it but with the
assistance of the friction rollers r, r; n, copper band round the blades or
plates of the spring d', and serving to lessen the friction of the eccentric; o,
vertical section of frame of vehicle through the axle of the sockle or stand b,
p, vertical section of the arms of a trivet or support of a sockle; g, section
of the cross piece which unites the arms of the trivets; r, r, friction rollers; 8, 8,
trivets or supports of the friction rollers; a, a, lateral rails on which turn the wheel
and slide the sockles of the brake; z, safety rail, on each side of which turn
horizontally the friction rollers r, r;. A, A, socketing used for solidly fixing the
shafts of the eccentrics. These socketings are not shewn Figures 15 and 17,
to avoid a complication of lines around the eccentrics c, c. Figures 17 and 18,,
these two Figures represent the brake in repose, and further, its mechanism,
simplified by the suppression of the latches i, i, Figure 15, the cross pieces q
(Figure 15) and in fixing to the crank itself the ends of the rods of the
eccentrics; (Figure 15), and y (Figure 17) represent a spring which drives
off stones or snow; and a¹ indicates the position which may be given to two
rollers to facilitate the play of the eccentric c. Figure 19, this Figure repre-
sents by the section A and B a form of rail, which on new lines would permit
the safety rail to be dispensed with. Figure 20 shews a very simple form
which might be given to the joints to be established between the wheels to
guide the axle in case of breakage. Instead of establishing but one joint to
each axle, as shewn Figure 19, it would be better to establish one near each
wheel y, y, (Figure 16) which is indespensable to guide an axle broken near
its two ends. It will thus be seen that to provide effectually by the aid of
sockels or stands and friction rollers against all the eventualities consequent
upon the breaking of an axle, two joints are necessary, but they need not be very
strong as they will never carry weight, but simply guide the wheels of the axle,
which they clamp when the axle breaks, which can only happen outside the
wheels towards the grease box; o, front face of a joint or socket; p, its lateral
face; v, section and position of the axle. Figure 21 shews the form and
position that can be given to the springs of the friction rollers working on a

page_text: new description of rails of permanent way. made according to part of this
Invention. Figure 22, a, a², vertical section of a brake sockle or stand
'indicating the shape and position of the moveable wooden pieces, and the
manner in which they are solidly fixed by the bolts b, b, and the flanges c, d, of
the joint casing. Figure 23 shews at a, a, simplification of improved rails for
entire length of straight line. Figure 24 shews a perspective of improved
apparatus applied to a vehicle running on a line furnished with. the inter-
mediate safety rail of this Invention, the brake being shewn in action, and
Figure 25, the same, but running on the rails, which will be used according to
this. Invention when a new line of rails is laid down, the previous arrangement
being for existing lines of rail. The brake, is shewn not working...
I will now particularly describe the arrangement forming the first part.
this Invention, (which consists, firstly, of the safety rail e (Figure 1 and 2)
which is furnished with two shoulders at its upper part, and is slightly higher
than the two ordinary rails c, c; it may be fixed to the sleepers ƒ by the chair
,, (Figures 3 and 4) by bolts through o, o!, (Figs. 1 and 2,) or as at
Figure 14, where the sleeper h is dispensed with. The end of the safety rail
should be formed as at a, a¹, "(or at b, b',) (Fig. 10,) to facilitate the intro-
duction of the flanges of the friction rollers. Secondly, of the chimneys a
(Figures 3 and 4) pierced in their entire length to receive the cylinder a,
(Figure 5,) having a shoulder e at its upper part, and each supporting a
friction roller b, b. To diminish friction the chimneys are so perforated that
the only contact is at i and j (Figure 5); the shoulders 9, 9, (Figure 5). and
u, u, (Figure 4) permit their being solidly fixed to the frame h, v, (Figure 5)
by the bolts o, o, and the height of the chimneys is dependent upon that of
the carriage or locomotive framing from the safety rail. The trivets a, a,
(Figure 2) may be substituted in lieu of the chimneys if desired. The part k
(Figure 2) fills the same office in the trivets as the cross pieces k (Figure 4)
in the chimneys. coupling them. Springs might be adapted to the axles of the
friction rollers. similar to those of ordinary wheels, but with reverse action
(see Figures 11 and 12).. The grease box of the trivets. supporting friction
rollers without springs may be placed on one of the arms, at z. (Figure 1), for
example, but for trivets, the rollers of which are provided with springs, it
would be better fixed at t (Figures 11 and 12), the canal conducting the
grease traversing the crown and socket at v (Figures 11 and 12). Fourthly,
of the friction rollers 6, 6, Figures 1 and 2) fixed to the lower part of the
cylinder, and turning horizontally on each side the safety rail; they terminate
at the lower part in a flange z (Figure 2), which alone touches the rail

page_text: beneath the shoulders $, 8, if the side wheels have a tendency to leave the rail.
It is then that the friction rollers alone direct the vehicle, and the flanges of the
carriage wheels might turn on to the rail or one side the line without the wheels
on the opposite side entirely abandoning their line. Figure 13 represents a
carriage in the position above described, that is to say, guided by the friction
rollers alone. To obtain this result it is necessary that the flanges of the two
friction rollers do not touch the safety rail at the same moment, unless their
axles are furnished with springs, and that they be near enough to each other
to be both retained at the same time by the upper shoulder of the rail, between
which and the flange of the rollers is left the space (Figure 2). Fifthly, of
the rollers m, o, Figure 1, which complete the apparatus. They only touch the
rail in two cases, firstly, if the springs of the vehicle bend beneath their load
so that friction may be apprehended between the friction rollers and the lower
shoulder of the safety rail or of its chairs if so fixed; secondly, if one of the
axles breaks, in which case the wheels no longer running would be replaced
by these rollers; m, o, indicate the positions of the safety rollers above
the intermediate raile, and above the lateral rails c, c. If these rollers aro
not used the safety brake of the second arrangement be applied to the
carriage.
I will now more particularly describe the arrangement forming the second
part of this Invention, which consists in the suppression of the safety rollers,
advantageously replaced by the safety brake, and in a special form given to
the two ordinary rails, which in lines still to be laid down will permit a
third rail to be dispensed with. The principal part of the brake are the
shafts j,j, (Figures 15 and 16,) with two excentrics c, c, fitted into the piece
A, A¹; the sockets or stands b, b, (Figures 15 and 16) placed beneath the
eccentrics and the base brake block or shoe a comes in contact with the
rails in braking; the motor of the eccentric shafts, which consists of a simple
crank (Figs. 15 and 16) in the sector, with handles g, or toothed sector h
the trivets in which the sockets or stands 6 are socketed; and, lastly,
the lugs or ears 6, 6, (Figures 15 and 16) of excentric shafts connected
by the rods k, k³, by the aid of which the same motion is given to all the
eccentrics of one carriage, either to work the brake or suspend its action.
All the accessaries of these parts and their relative position will be apparant
on reference to the Drawing and descriptions of the Figures. The shape of
the improved rails forming part of this second arrangement is best shewn in
section, Figure 19. The wheels and the shoe or block of the brake rest on
the part a which fills the same office as the actual rails (Figures 15 and 16).

page_text: The return b, provided with a re-entering shoulder b, b, performs in every
respect the functions of our safety rail z, Figures 15 and 16). The return b
is suppressed at the points so as to give free passage to the friction rollers as
they clear the lateral rails; the lower part of these improved rails carries
shoulders, by which they are solidly fixed to the sleepers g. Where there is
no curve the return shoulder b¹ may be suppressed, and the rails.be diminished
by the substraction of all the material comprehended between the vertical
lines a, b, and c, d, Figure 19). The simple return a (Figure 23) will be
found more than sufficient to ensure safety in straight lines of rail. In fact it
is only at the curves that the flanges of the wheels of the carriages of a fast
train are liable to leave the line, and that it is necessary that the flanges of
the friction rollers, aided by the shoulder 6' (Figure 19) render such accident
impossible. I would here observe that the upward movement which the
elasticity of the springs d, d³, d", (Figure 15) gives to the sockles or stands,
when the eccentrics are disarmed, is limited by the contact of the upper part
of the shoe or brake block a, with the lower part a" of the trivets. The
space a¹ which separates the block from the trivet when braking regulates the
developement of the sector of the eccentrics. The same observations apply to
the reciprocal position of the sockles or stands, and the friction rollers working
with the description of rails used in the second part of this Invention. To
relieve the pressure of the flanges m of the friction rollers (Figure 19)
against the return 6 of the new rails a and b, and avoid shocks, it is desirable
that the axles of the friction rollers be furnished with springs arranged as
shewn, Figure 21, so that when the friction roller is in contact with the
return-b, the oval opening at c in the trivets in which the axle is socketed will
permit this latter to oscillate in the direction of the large axis of the oval, in
which movement the return g of the horizontal crown e fixed to its upper
part f, so as to oscillate in the direction of the axle d of the friction roller, will
be obliged to combat the resistance of the spring h, and it is the resistance of
this spring which will always tend to bring back to the outside the friction
rollers pushed inward by the pressure it exercises against the return b.
Having now described the nature of the said Invention, and the means by
which it is carried into practical effect, I would have it understood that I do
not confine myself to the precise details herein given or illustrated in the
Drawing, as such may be modified without departing from the main features
of this Invention which are in the first arrangement, (which will be preferred
for existing lines of rail,) the use of a third or safety rail in conjunction with
friction rollers, as shewn Figures 1 to 14 (inclusive) of the annexed Sheet of

page_text: Drawing; and in the second arrangement (which will be preferred for lines of
rail yet to be laid down) the improved rails to be substituted for the ordinary:
rails, in conjunction with 'the safety brake, as shewn Figures 15 to 25,
inclusive.
In witness whereof, I, the said William Edward Gedge, have hereunto
set my hand and seal, this Thirtieth day of January, in the;
our Lord One thousand eight hundred and sixty-three.
year of
W. E. GEDGE. (LS.).