IMPROVEMENTS IN AND APPARATUS FOR PROTECTING LOCOMOTIVE ENGINES AND TRAINS FROM DAMAGE BY COLLISION, AND FOR RETARDING AND STOPPING SUCH TRAINS AUTOMATICALLY, PARTS PROVISIONAL SPECIFICATION
Year: 1881

page_text: LETTERS PATENT to Charles Colwell, of Southtown, in the County of Suffolk,
Gentleman, for an Invention of "IMPROVEMENTS IN AND APPARATUS FOR
PROTECTING LOCOMOTIVE ENGINES AND TRAINS FROM DAMAGE BY COLLISION,
AND FOR RETARDING AND STOPPING SUCH TRAINS AUTOMATICALLY, PARTS
PROVISIONAL SPECIFICATION left by the said Charles Colwell at the Office
of the Commissioners of Patents on the 30th September 1881.
CHARLES COLWELL, of Southtown, in the County of Suffolk, Gentleman.
"IMPROVEMENTS IN AND APPARATUS FOR PROTECTING LOCOMOTIVE ENGINES
AND TRAINS FROM DAMAGE BY COLLISION, AND FOR RETARDING AND STOPPING
SUCH TRAINS AUTOMATICALLY, PARTS OF SUCH APPARATUS BEING ALSO APPLICABLE
TO STOP BLOCKS."
Although locomotive engines are very costly yet no attempt seems to have
been made to protect them from the first shock by collision. Assuming this to be
accomplished it is clear that the buffers and their springs on both engine and
tender would be the next to lessen the effects of the concussion, and so on, from
buffer to buffer.
Now my Invention relates to improvements in protecting locomotive engines
and trains from damage by collision, and for such purpose I construct an apparatus
embodying hydrostatic and pneumatic appliances, arranged substantially in the
manner as hereinafter set forth. This apparatus or pilot protector I place in front
of the engine and couple thereto. I propose to construct this apparatus in such a
manner as to be capable of iminense resistance combined with the greatest possible
elasticity, and of such a height as in no way to obstruct the view of the engineer
or driver.

page_text: My apparatus or pilot protector consists of a wheeled-framing or carriage on
which I mount and secure two (or more) sets of cylinders (one set for each buffer),
the cylinders of each set communicating with each other by means of pipes. In
the lower cylinders of each set and at the ends thereof I fit pistons or pump
buckets, with or without valves, and connect the same to buffers by means of rods.
These buffers at one end abut against those of the engine, and those at the other
end are destined to receive the impact of the shock occasioned by a collision or
other obstruction. These cylinders contain water, which is supplied to them
through pipes from reservoirs carried on the apparatus. These pipes lead to both
ends of the pistons, so that the descent of water behind the pistons will prevent
any vacuum and resist the recoil or resilience. This may also be done by means
of air valves in the lower cylinders. The upper cylinders of each set are provided
with air holders. Thus in filling such cylinders the descending water entering at
the bottom will drive the atmospheric contents upwards and into the air holders,
so that in proportion to the difference of the internal area of the upper cylinders
as compared with the supply pipes and superincumbent weight of water, so will be
the multiplied power of compression which must always exist, in addition to its
enormously compressed state in the event of concussion, as the pistons or buckets
must in such case be driven inwards towards each other and thus force the water
upwards.
The principle of this part of my Invention may also be applied to the rear or
to any other part of a train (mounted on ordinary trucks if desired for economy),
and to stop blocks in general. It may also be applied to the engine itself or break
van next the tender, thus obviating the necessity of running an additional carriage
in front thereof. In such case one buffer and piston instead of two to each set
of cylinders would be necessary, and the pipes connecting the upper and lower
cylinders should be placed at the rear end of the same instead of centrally, the
cylinders being placed horizontally or vertically as convenient. The reservoirs
may be dispensed with and the cylinders filled from any head.
I prefer also with a view to economy to construct my apparatus within the
break van next to the tender, and in this case I firmly fix upon each of the sides
of both engine and tender metal sockets through which strong rods of iron or
steel, jointed at the junction of engine and tender, can freely pass, and extend a
suitable distance (say, 2 feet 6 inches) at both of their ends and be there braced
together by powerful cross bars, upon which I place buffers in a line corresponding
with those in ordinary use and others designed to meet those of my protector
projecting from the break van. By this contrivance the front buffers on the cross
bar would protect the engine, and those on the cross bar at the rear of the tender
would meet the buffers of my apparatus projecting from the break-van, as
aforesaid, when a powerful resistance would ensue in the event of a collision.
When my construction of apparatus is applied otherwise than to the engine
itself, I provide the buffer springs of my apparatus and one or more of the carriages
with strong rods, swivel jointed, and connect the same to blocks suspended over
or near to each wheel, and so arranged that each block can firmly grip the wheel
or tire, when the buffer rods recede by excessive or unusual pressure and pass a
given point of depression (such point having been previously determined), so as
not to interfere with the backward motion of the train under moderate and usual
pressure, and thus leave the most elastic portion of such springs for the purpose
originally designed.
Immediately after the application of the existing breaks the force or momentum
of a train would first be exerted on the buffers of the leading carriage, and conse-
quently its wheels would be first blocked by these means, and afterwards the
remaining carriages in consecutive on receiving sufficient force by impact or pressure
would also become blocked, and thus prevent the evil which would otherwise
result from a perfectly sudden shock if all were blocked at once.
It is clear that when the colliding body is removed the recoil or resilience of the

page_text: buffer springs would instantly remove the blocks from the wheels without manual
aid. Thus the wheels of any number of the carriages forming a train may be
blocked almost simultaneously on the buffer springs receiving sufficient force, and
as instantly and effectually rendered free for onward progress. By this automatic
arrangement no supervision will be necessary, provided the breaks at present in
use are retained.
I do not however restrict myself to the employment of the break arrangement
above described on a train provided with my hydrostatic and pneumatic apparatus,
as such break arrangement can be applied to a train or to an engine without the
same.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Colwell in the Great Seal Patent Office on the 30th March
1882.
CHARLES COLWELL, of Southtown, in the County of Suffolk, Gentleman.
"IMPROVEMENTS IN AND APPARATUS FOR PROTECTING LOCOMOTIVE ENGINES
AND TRAINS FROM DAMAGE BY COLLISION, AND FOR RETARDING AND STOPPING
SUCH TRAINS AUTOMATICALLY, PARTS OF SUCH APPARATUS BEING ALSO APPLICABLE
TO STOP-BLOCKS."
Although locomotive engines are very costly, yet no attempt seems to have been
made to protect them from the first shock by collision. Assuming this to be
accomplished by means of an apparatus invented by me, and destined to be run in
front of the engine, or connected thereto, it is clear that the buffers and their
springs on both engine and tender would be the next to lessen the effects of the
concussion, and so on from buffer to buffer.
"
Now my Invention relates to improvements in protecting locomotive engines
and trains from damage by collision, and for such purpose I construct an apparatus
embodying hydrostatic and pneumatic appliances, arranged substantially in the
manner as hereinafter set forth, and which apparatus is in fact an elastic buffer
carriage." This apparatus, if required to act as a "pilot protector," I place in front
of the engine and couple thereto. If so applied, I propose to construct it in such
a manner as to be capable of immense resistance combined with the greatest
possible elasticity, and of such a height as in no way to obstruct the view of the
engineer or driver.
In one arrangement my apparatus or elastic buffer carriage consists of a wheeled
framing (which need not however be specially constructed for the purpose), on
which I mount and secure two (or more) sets of cylinders (one set for each buffer),
the cylinders of each set communicating with each other by means of passages or
pipes. In the lower cylinders of each set and at the ends thereof I fit pistons,
and connect the same to buffers by means of rods. These buffers at one end abut
against those of the engine, and those at the other end (if the apparatus be run in
front of the engine) are destined to receive the impact of the shock occasioned by
a collision or other obstruction, but if at the rear of the engine and tender, and in
front of the train, all the buffers of my apparatus would act simultaneously upon
every stoppage of the train, and thus act powerfully as a break power of itself
without shock to the passengers.. These cylinders contain water which is supplied
to them through pipes from reservoirs, which may be carried on the apparatus.
These pipes lead to the external ends of the pistons, and thence by means of a
further connection enter at each end through the bottom of the lower cylinders, but
between the pistons, so that the descent of water behind the pistons will prevent
any vacuum and resist the recoil or resilience. This may also be done by means of
air valves in the lower cylinder. The upper cylinder of each set may be provided
with air holders of suitable form and great strength. Thus in filling such lower
cylinders the descending water entering at the bottom, will drive the atmospheric
contents upwards and into the air holders, so that in proportion to the difference of
the internal area of the upper cylinders, as compared with the supply pipes and
superincumbent weight of water, so will be the multiplied power of compression
which must always exist in addition to its enormously compressed state in the
event of concussion or pressure by momentum, as the pistons must in such case be
driven inwards towards each other, and thus force the water upwards; but I do
not restrict myself to the use only of a double atmosphere as a starting point.
The principle of this part of my Invention may also be applied to the rear or to
any other part of a train (mounted on ordinary trucks for economy if desired), and
to stop blocks in general. It may also be applied to the engine itself, or break
van next the tender, thus obviating the necessity of running any additional
carriage. If upon the engine one buffer and piston, instead of two to each set of

page_text: cylinders would be necessary, and the pipes or passages connecting the upper and
lower cylinders should be placed at the rear end of the same, the cylinders being
placed horizontally or vertically, as found convenient. The reservoirs may be
dispensed with, and the cylinders filled by column, or from any head, but still a
water supply must be provided to prevent a vacuum when the pistons recede, or
air valves in lieu thereof.
I prefer however in most cases to construct my apparatus within the break van
next the tender, but if it be desired specially to protect the engine, I firmly fix
upon each of the sides of both engine and tender metal sockets through which
strong iron or steel rods jointed at the junction of engine and tender can freely
pass and extend a suitable distance (say, 2 feet 6 inches) at both of their ends,
and be there braced together by powerful cross bars, upon which I place buffers in
a line corresponding with those in ordinary use, and others designed to meet those
of my apparatus projecting from the break van. By this construction the front
buffers on the cross bar would receive the first blow by collision, and thereby
protect the engine, and those on the other cross bar at the rear of the tender
would meet the buffers of my apparatus projecting from the break van as afore-
said, when a powerful resistance would ensue in the event of a collision.
When my construction of apparatus is applied otherwise than to the engine
itself or break van, I provide the buffers of my apparatus, and one or more of the
carriages with strong rods, swivel jointed, and connect the same to blocks suspended
over or near to each wheel, and so arranged that each block can firmly grip the
wheel or tire when the buffer rods recede by excessive or unusual pressure, and
pass a given point of depression (such point having been previously determined) so
as not to interfere with the backward motion of the train under moderate and
usual pressure, and thus leave the most elastic portion of such springs for the
purpose originally designed.
Immediately after the application of the existing breaks, the force or momentum of
a train would first be exerted on the buffers of my apparatus within the break
van, next on those of the leading carriage, and consequently its wheels would be
first blocked by these means, and afterwards the remaining carriages in consecutive
order on receiving sufficient force by impact or pressure would also become blocked,
and thus prevent the evil which would otherwise result from a perfectly sudden
shock if all the wheels were blocked at once.
It is clear that when the colliding body is removed, the expansion of the buffer
springs would instantly remove the blocks from the wheels without manual aid.
Thus the wheels of any number of carriages forming a train may be blocked almost
simultaneously on the buffer springs receiving sufficient force, and as instantly and
effectually rendered free from onward progress. By this automatic arrangement,
no supervision would be necessary provided the brakes now in use be retained.
I do not however restrict myself to the employment of this break arrangement
in its entirety to a train provided or fitted with my hydrostatic and pneumatic
apparatus, which I believe will be found to be sufficiently powerful of itself, with-
out blocks or continuous action, as such break arrangement in part can be applied
to a train without my apparatus.
I proceed to describe by way of example only apparatus constructed according
to my Invention.
Figure 1 is a longitudinal vertical section, and Fig. 2 an end view of my elastic
buffer carriage or pilot protector. The apparatus here shewn is intended to be
coupled to an engine and run in front thereof, or placed between the tender and
break van, or between the engine and break van.
A is a wheeled framing or carriage on which I mount and secure in any approved
manner a pair of cylinders B, and above these an upper and corresponding set C;
the upper and lower cylinders of each set are provided with flanged heads, and the
lower set are fitted with stuffing boxes b, through which pass piston rods h. The
upper and lower cylinders of each set communicate with each other by passages or
pipes D, and the upper cylinders are separated from the lower ones by wooden

page_text: blocks, or distance pieces E, on which they rest. The cylinders thus superimposed
are braced together by metal bands or hoops G. In the lower set of cylinders and
at each end thereof I fit pistons H, provided with piston rods h, on whose outer
ends I fit buffer heads J. These buffers abut at one end against the buffers of the
engine, and those at the other end are destined to receive the buffers of a colliding
train or other body; K are pipes or passages communicating from the back to the
front, or vice versa of the pistons, and permitting the water to pass from one side
to the other of such pistons, so as to prevent any vacuum in the cylinders, and thus
resist recoil or resilience. Water is supplied to the cylinders through pipes 7, leading
from a reservoir L, carried on a framing ', but these reservoirs may be dispensed
with and the cylinders filled from any other head.
Bolted to the upper cylinders C are air holders M, in which the air is compressed
on the inward thrust of the pistons displacing the water in the cylinders, but
instead of these air holders the air may be compressed in the upper cylinders. The
air thus compressed will form an elastic cushion of immense resistance, and the
more the pistons are thrust inwards and the air compressed the greater will be the
resistance, and the compressed air reacting on the water in the cylinders will diminish
or reduce the impact occasioned by the colliding engines or trains.
Figs. 3 and 4 show the principle of iny Invention applied to a stop block, Fig. 3
being a side view and Fig. 4 a front view. Like letters of reference indicate like
parts to those in Figs. 1 and 2; Z is the framework or support for the cylinders, &c.
Figs. 5 and 6 illustrate my construction of automatic break hereinbefore
referred to, and which can be readily adapted to existing carriages; Fig. 5 being
an elevation and Fig 6 a plan of the under carriage; X, X, are powerful springs,
secured to the framing of the carriage; x, x, are swivel jointed rods which I connect
to the usual buffer rods, and Y, Y, are the break blocks, suspended by the arms y, y,
near to the wheels W, W. Now in the event of unusual pressure being applied to
the buffers the rods x, x, are depressed beyond their usual limit, and the blocks
Y, Y, are thus brought against the wheels and block thein. On pressure being
removed, the buffers return, and the blocks and rods are restored to their normal
position by the springs.
Having now described the nature of my said Invention, and in what manner the
same may be performed, I declare that I claim,—
First. The construction, arrangement and combination of apparatus, embodying
hydrostatic and pneumatic appliances, and adapted to be run in front of the engine
or to be fitted on to the same, or to be placed within the break van of a train,
substantially in manner as herein described and for the purposes set forth.
Second. The special construction, arrangement, and combination of parts consti-
tuting the elastic buffer carriage or pilot protector, substantially as herein described,
and as shewn in Figs. 1 and 2 of the annexed Drawings.
Third. The application or adaptation to stop blocks of the hydrostatic and
pneumatic appliances, as herein described and as shewn in Figs. 3 and 4 of the
annexed Drawings.
Fourth. The automatic break, constructed, arranged, and operating substantially
as herein described and as shewn in the Drawings, and the employment of same
either in combination with the protecting apparatus herein described or separately
therefrom.
In witness whereof, I, the said Charles Colwell, have hereunto set my
hand and seal, this Twenty eighth day of March, in the year of our