IMPROVEMENTS IN LOCOMOTIVE STEAM ENGINES AND IN APPARATUS IN CONNECTION THEREWITH, PARTS OF WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER STEAM ENGINES F
Year: 1855

page_text: LETTERS PATENT to Henry Wickens, of No. 4, Tokenhouse Yard, Bank,
in the City of London for the Invention of “IMPROVEMENTS IN LOCOMOTIVE
STEAM ENGINES AND IN APPARATUS IN CONNECTION THEREWITH, PARTS OF
WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER STEAM ENGINES
F
STEAM ENGINES AND IN APPARATUS IN CONNECTION THERE WITH, PARTS OF
WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER STEAM ENGINES
AND
Sealed the 6th May 1856, and dated the 10th November 1855.
PROVISIONAL SPECIFICATION left by the said Henry Wickens at the
Office of the Commissioners of Patents, with his Petition, on the 10th
November 1855.
I, HENRY WICKENS, of No. 4, Tokenhouse Yard, Bank, in the City of
London, do hereby declare the nature of the said Invention for "IMPROVEMENTS
IN LOCOMOTIVE STEAM ENGINES AND IN APPARATUS IN CONNECTION THEREWITH, PARTS
OF WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER STEAM ENGINES
AND PURPOSES," to be as follows:-
My improvements consist in the introduction of one, two, or more retorts;
tubes, or vessels of iron or fire clay in the fire box or furnace of a locomotive
engine, and so placed or fixed that the same may be kept at a red heat, and
each of them having a cover or lid at one or both ends thereof to allow them
to be conveniently charged, as occasion may require, with a sufficient quantity
of iron turnings or fragments, or with other suitable material or materials, and
I connect a pipe to each of such retorts, tubes, or vessels for the passage of
steam, or, rather, water in a state of steam, from the boiler, or exhaust steam

page_text: from the cylinders into them.
decomposed by the action of the
great extent taken up by the iron turnings or fragments therein, if iron be
used therein, and the hydrogen is liberated through a number of small holes,
perforated in the retorts, tubes, or vessels, into the furnace; or through a
number of suitable burners, for that purpose inserted in or connected with
such retorts, tubes, or vessels into the furnace. In some cases I allow the
gas formed by such decomposition of steam to pass from the retorts, tubes, or
vessels through another pipe connected therewith into a gas holder, and the
gas to pass therefrom as required through one or more pipe or pipes into
the furnace, or into one or more retorts or chambers placed or fixed in the
furnace, and thence into the furnace, such last-mentioned pipes, or retorts,
or chambers having a number of small holes perforated therein to allow
the escape of gas therefrom into the furnace; or I have suitable burners
attached to or connected with such last-mentioned pipes, retorts, or chambers,
and properly arranged in the furnace for the purpose aforesaid. Or the gas
may be formed by the decomposition of steam, as aforesaid, by means of a
separate furnace or stove, and to pass from the retorts, tubes, or vessels
therein, or gas holder connected therewith, through a pipe or pipes into the
furnace by the means aforesaid. The gas admitted as aforesaid into the
furnace becomes ignited, or mixes with the gaseous products of the fuel in a
state of combustion therein, if fuel be in use in such furnace, and promotes
the better combustion thereof and the generation of steam in the boiler; and
in some cases I allow the gas also to pass through a pipe or pipes into the
'combustion or heating chamber or chambers of the locomotive engine by
means of perforations in the pipes or by burners, as aforesaid, to aid the
combustion of the gaseous products in such chamber or chambers; and in
some cases I have the gas, generated as herein mentioned, to pass through
some suitable fluid hydrocarbon, and thence into the furnace
the means
The steam thus admitted into them is
heat, and the oxygen of such steam is to a
aforesaid. And in order to assist in the maintenance and diffusion of the
heat generated as aforesaid, in some cases I have pieces or slabs of fire tile
or brick, or other suitable material or composition, properly placed and
arranged in the furnace, and in all cases I allow a proper supply of
atmospheric air to facilitate combustion. In some cases I use the retorts,
tubes, or vessels as aforesaid without any iron or other material therein, and
sometimes I put pieces of fire brick or other suitable material therein in order
to present a greater heating surface to the steam admitted therein, and so
better promote the decomposition thereof and production of gas, as I do not
limit myself to the use of hydrogen gas, but I use for the purposes aforesaid

page_text: whatever gas or gases or gascous products may be formed by the means
aforesaid. The turnings or fragments should be removed from the retorts,
tubes, or vessels as they become oxydized, and the other materials used
therein should be occasionally removed and others put therein in their stead.
The pipes should be provided with proper cocks or arrangements to regulate
the supply of steam to the retorts, tubes, pipes, or vessels and gas to the
furnace. Sometimes I use some of the means aforesaid for the purposes of
heating the furnace and generating steam without ordinary fuel, and in some
cases I use for the purposes aforesaid the gas or gaseous products formed by
the decomposition of water not in a state of steam. These improvements may;
also easily be applied to marine and stationary engines.
I wish it to be understood that I do not claim the Invention of forming or
producing gas by the decomposition of water in a state of steam or not in a
state of steam, as the same have long been well known; but I claim the.
adaptations and arrangements aforesaid, with the right to make the necessary
variations for their particular application.
My improvements also consist in the means of constructing the steam.
whistle or alarm of the locomotive engine, which I form with two pieces or
tongues of steel, or other suitable metal, from about two inches to six inches
in length from the joint at the foot, and from about one inch to four
inches in breadth at the shoulder, and of thickness according to the dimensions.
and tone required. These tongues are flat or hollowed out, except round the
edges, where they are left flat, something like a castanet, and a passage is.
formed into the same at the foot, so that when the flat edges are brought:
together face to face there is a way for the steam into the hollow of the
tongues, and the force of the steam admitted therein causing the tongues to
gape or separate and to vibrate rapidly, the sound is produced. These tongues
are held together at the foot by a metal collar, or by screws, or by other
convenient means, and the whistle or alarm thus formed is connected with a
pipe for the passage of steam from the boiler into it. In some cases I have
only one tongue or piece of metal to vibrate, and the other, shaped as aforesaid,
or otherwise, as required, to be rigid, and in some cases I have one or both
tongues flat, and insert a piece of metal between them, and which is cut away
except round the edges, so as to form a steam way from the foot to both.
tongues at the same time, or I have such intermediate piece of metal hollowed
out on each side, except at the edges from the foot, so as to form a separate
steam way to each tongue; and in some cases I have the tongues as aforesaid.
of suitable dimensions and thickness inserted and fixed inside the neck or
small end of a trumpet, bell, or conveniently shaped instrument, and caused::

page_text: to gape and vibrate therein by the force of the steam admitted for that
purpose; and in some cases I have the tongues with the lips properly shaped for
the purpose fixed inside a tube or metal case, and allow the steam to enter
at the lips instead of the foot thereof, and thence through the tongues unto
the trumpet or other shaped instrument. The whistle or alarm hercin-before
described may also be applied for whistles or alarms to be sounded by the
breath or by means of air.
I do not claim the Invention of causing sound by the vibration of tongues
or pieces of metal, or of a column of air; but I claim the adaptations and
arrangements aforesaid, with the right to make the required variations for their
particular application.
My improvements in connection with the locomotive engine also consist in sus-
pending a rod, arm, or frame at the head thereof on suitable bearings and supports,
and having day or night signal or signals thereon or attached thereto, and the
same being caused to vibrate or oscillate by the motion of the engine and the
force of the atmosphere acting thercon in its passage on the railway, so that it
may be seen by the oscillations or quietude of such signals, whether the engine
be in motion or at rest. These signals may, if required, be shewn through an
aperture or apertures in a disc or frame in front thereof, or through plain or
colored glass fixed in such disc or frame; or the day or night signals may be
placed on the front of a disc or frame, and the rod, arm, or frame may oscillate
in front thereof, and the signals seen through an aperture or apertures in such.
rod, arm, or frame, or through plain or colored glass fixed therein. The
point and mode of suspension and direction of oscillation, videlicet, whether
from side to side or up and down, or otherwise, may be varied according to
circumstances; and in some cases the signals may be placed on the rod, arm,
or shaft above the point of suspension, and sometimes it may be necessary to.
weight or counterpoise the rod, arm, or frame. The rod, arm, or frame, or.
that point which may be in a vertical position, may be arranged to be raised
or lowered from that position to a horizontal one by a lever or other simple
contrivance, and detained there until the driver of the locomotive engine or
other person liberates it, when it will oscillate until it acquires a state of rest,
and if the engine be at rest when it is liberated, the length of the arc or path
thereof performed during each oscillation will indicate about how much time
has elapsed since it was set in motion, and the duration of the oscillations of
a pendulum-like movement may to a great extent be regulated by the length
of the rod, arm, or frame. These improvements may also be applied to
railway carriages and wagons, and, with suitable mechanical arrangements
for setting and liberating the rod, arm, or frame, and maintaining the motion,

page_text: for stations. In some cases I have wind blades or vanes, or other convenient
contrivance, on or connected with the rod, arm, or frame at the head of the
engine, so that the same may be caused to revolve with the signals thereon or
attached thereto by the force of the atmosphere acting thereon in the passage
of such engine on the railway; and in some cases I cause the rod, arm, or
frame to oscillate or rotate by the action of steam allowed to pass from the
boiler or exhaust steam from the cylinders through a pipe or pipes on vanes
or blades of a wheel or other apparatus to communicate the motion required;
and in some cases I cause the rod, arm, or frame to oscillate by motion
communicated thereto from the wheel or axle of the engine by means of a
band and wheels or by other suitable contrivance; and in some cases I cause
the rod, arm, or frame in its oscillations or rotations to sound a gong, bell, or
other instrument to attract attention. These last-mentioned improvements
may also be applied to carriages and wagons on railways. The details of my
improvements may be necessarily varied without departure from the nature of
my said Invention.
My improvements relating to locomotive engines also consist in forming the
buffers by means of cylinders having a sufficient quantity of oil or other
suitable liquid therein, and fitted with pistons properly packed and attached to
buffer rods working through stuffing boxes, and such cylinders having a valve
or valves at the end or beyond the length of the stroke of the piston, and so
formed that when the piston is forced in by means of the percussive force of
the engine coming in contact with a carriage or other object on the railway,
or by power applied by the driver or other person by means of the lever
handle and screw, the valve or valves are closed by. the pressure of the oil or
liquid, and such oil or liquid being then allowed to escape only through a
small aperture or apertures in the valve or valves into a closed pipe or pipes,
or closed vessel or vessels, a great and gradual resistance is offered, and the
effects of the shock thereby greatly diminished; and when the force is
removed from the buffer head and the piston is drawn back, and the valve
or valves open by the return action of the oil or liquid and air, and by springs,
if required, tho oil or liquid reflows into the cylinder ready to be acted on
again.
These improvements are also applicable for draw bar traction, and as a buffing
apparatus for railway purposes generally, and by properly connecting a rod or
arm at one end with the piston rod and at the other with a lever, and such
lever being connected at its other end with a pushing rod to work another
lever and the break blocks, the same percussive or other force will also press
the break blocks against the peripheries of the wheels to which they are
.

page_text: applied, and as the buffer rods are withdrawn the break blocks are taken off
the wheels. These last-mentioned improvements may also be varied in the
mode of their application.
SPECIFICATION in pursuance of the conditions of the Letters Patent, "filed
by the said Henry Wickens in the Great Seal Patent Office on the
10th May 1856.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
Wickens, of No. 4, Tokenhouse Yard, Bank, in the City of London, send.
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Tenth day of November, in the year of our Lord-
One thousand eight hundred and fifty-five, in the nineteenth year of Her.
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Henry Wickens, Her special licence that I, the said Henry Wickens,
my executors, administrators, and assigns, or such others as I, the said
Henry Wickens, 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 "IMPROVEMENTS. IN
LOCOMOTIVE STEAM ENGINES AND IN APPARATUS IN CONNECTION THEREWITH, PARTS
OF WHICH IMPROVEMENTS ARE RESPECTIVELY APPLICABLE TO OTHER STEAM ENGINES
AND PURPOSES," upon the condition (amongst others) that I, the said Henry
Wickens, 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 Henry Wickens, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, and by reference to the Sheet of Drawings and to the figures and
letters marked thereon, that is to say:-
Firstly, my improvements consist in the introduction of one, two, or more:

page_text: retorts, tubos, or vessels of iron or other suitable metal or material, and of con-
venient shape and size, properly placed or fixed in the fire box or furnace of a.
locomotive engine, that the same may be kept at a red heat by the heat arising,
from the combustion of the fuel therein, and each of them having a cover or
lid at one or both ends, or other convenient part thereof, to allow them to be
conveniently charged, as occasion may require, with a sufficient quantity of iron
turnings or iron fragments, or with other suitable material or materials, and I
connect one end of a pipe or pipes of iron or other suitable metal from the
boiler or steam cylinder or cylinders to each of such retorts, tubes, or vessels, so
that the steam, or, rather, water in a state of steam, from the boiler, or exhaust.
steam from the steam cylinder or cylinders, may pass through such pipe or
pipes into them; the steam thus admitted into the retorts, tubes, or vessels
becoming decomposed by the action of the heat, and the oxygen of such steam
being to a great extent taken up by the iron turnings or fragments therein. If
iron be used therein, the hydrogen gas is liberated through a number of small
holes perforated or left in the retorts, tubes, or vessels into the furnace or fire
box, or through a number of suitable jets or burners, for that purpose inserted
in, or connected with, or forming part of such retorts, tubes, or vessels into the
furnace or fire box to mix with the products of combustion therein. In some
cases I allow the hydrogen gas so formed by the decomposition of steam to
pass from the retorts, tubes, or vessels through another pipe or pipes connected
therewith into a gas holder, and the gas to pass therefrom as required through
one or more pipe or pipes into the furnace or fire box, or into one or more
retorts or chambers placed or fixed in the furnace or fire box, and thence
through perforations, holes, jets, or burners therein into the furnace or fire box,.
as aforesaid; or the hydrogen gas may be formed by the decomposition of steam,
as aforesaid, in or by means of a separate furnace or stove, and allowed to pass
from the retorts, tubes, or vessels therein, or gas holder connected therewith,
through a pipe or pipes into the furnace by the means aforesaid. The gas
admitted by either of the means aforesaid into the furnace becomes ignited, or
mixes with the gaseous products of the fuel in a state of combustion therein,
and promotes the better conibustion thereof and the generation of steam in the
boiler, and in some cases I allow the hydrogen gas also to pass through a pipe
or pipes to the combustion or heating chamber or chambers of the locomotive
engine, and by means of perforations, holes, jets, or burners, as aforesaid, to issue
therefrom into such chamber or chambers, and by mixing with the gaseous
products therein to aid the combustion thereof; and in some cases I have the
gas, generated as herein mentioned, to pass through some suitable fluid hydro-
carbon, and thence into the furnace by the means aforesaid; and in order to assist

page_text: in the maintenance and diffusion of the heat generated as aforesaid, in some
cases I have pieces or slabs of fire tile or brick, or other suitable material or
composition, properly shaped and properly placed and arranged in the furnace,
and in all cases I allow a due supply of atmospheric air to enter at convenient
part or parts of the furnace to facilitate combustion. In some cases I use the
retorts, tubes, or vessels in the manner and for the purposes aforesaid without
having any iron or other material therein, and sometimes I put pieces of fire
brick or other suitable material therein in order to present a greater heating
surface to the steam admitted therein, and so better promote the decomposition
thereof and production of gas, and I do not limit myself to the production or
use of hydrogen gas, as aforesaid, but I use for the purposes aforesaid whatever
gas or gases or gaseous products may be formed by the means aforesaid. The
iron turnings or fragments should be removed from the retorts, tubes, or vessels
as they become oxydized, and others supplied in their stead, and when other
materials are used therein they should also be occasionally removed and others
put therein in their stead. The pipes should be provided with proper cocks
and arrangements to regulate the supply of steam to the retorts, tubes, pipes,
or vessels, or gas holder, and also of gas to the furnace; and in some cases I use
for the purposes aforesaid the gas or gaseous products formed by the decom-
position of water, the same not being in a state of steam when it enters the
retorts, tubes, vessels, or chambers. All these improvements may also easily be
applied to known arrangements to marine and stationary engines, and there-
fore further explanation is not needed.
Secondly, my improvements consist in the means of constructing the steam
whistle or alarm of the locomotive engine, which I form with two pieces or
tongues of steel, brass, or other suitable hard metal, from about two inches to
six inches in length from the joint at the foot, and from about one inch to four
inches in breadth at the shoulder, and of thickness according to the dimensions
and tone required, but I do not limit myself to these dimensions. These
tongues are flat faced, or nearly so, or hollowed out on the face, except round
the edges, where they are left flat, something like a castanet, so that when the
flat faced parts are brought together face to face, there is a way for the steam
into the hollow of the tongues through a passage at the foot thereof, and the
force of the steam admitted between the tongues causing them to gape or
separate and to vibrate rapidly, the sound is produced. These tongues are
held together at the foot by a metal collar, or by screws or bolts through them,
or by other convenient means, and the whistle or alarm thus formed is fixed
on the boiler, or connected with a pipe of iron or other suitable metal for the
passage of steam from the boiler into it. I have described other means of

page_text: constructing the whistle or alarm in my Provisional Specification, but actual
experiments have induced me to believe that the above-mentioned mode of
construction is the best, and therefore I do not here describe any other.
Thirdly, my improvements in locomotive steam engines, and in apparatus in
connection therewith, and which improvements are respectively applicable
to other purposes, consist in suspending a rod, arm, or frame, herein-after
called the rod, to work like a pendulum, and which should be rigid, or nearly
so, and of convenient length and shape, at the head of the locomotive engine,
on suitable bearings and supports, which may be attached to the framework or
other convenient part of the engine, and such rod having one or more signals
or lamps fixed or attached thereto or suspended thereon, and being caused to
oscillate with such signals or lamps thereon with a pendulum-like motion from
side to side by the force of steam allowed to pass from the boiler, or exhaust
steam from the cylinder or cylinders, through a suitable pipe or pipes, to
actuate the mechanical arrangements for giving the required oscillating motion,
so that if it be arranged that such signals or lamps shall oscillate only while
the engine is in transitu or at rest, or vice versa, it may be seen by the oscilla-
tions or quietude of such signals whether the engine be in motion or at rest
accordingly. These oscillating signals may also be applied to the front or end
of carriages, waggons, and vans on railways, and if the carriage, waggon, or van
to which such oscillating signals and mechanical arrangements for giving the
required motion thereto be attached to a carriage, waggon, or van placed next
to the engine or tender, the same may be put and kept in motion by the force
of steam, as aforesaid, allowed to pass through a suitable pipe or pipes carried
along the engine and tender to the said arrangements for giving such motion,
such pipe or pipes in that case having a union joint or other suitable coupling
to allow the connection and disconnection between such carriage, waggon, or
van and the engine or tender; and as the mechanical contrivances for con-
municating such required motion as aforesaid are various and well known to
practical mechanics, it would be needless for me particularly to describe them
herein. Such oscillating signals may also be worked on engines, carriages,
waggons, and vans on railways by motion given thereto from the axle of the
wheels by suitable known mechanical arrangements, which it will not be
necessary for me particularly to describe; but I have, for the convenience of
explanation, shown in Figures 7 and 8 how such signals or lamps may
be caused to oscillate by connections with the axle of a railway carriage when
in motion on a railway.
Figure 7 is a side clevation of a railway carriage having the oscillating
signal fixed thereon, with the arrangements for causing the required motion

page_text: thereto; and Figure 8 is an end elevation thereof. The same letters refer to
the same parts in both Figures. a is the rod, with a weighted pendulum p.
moving on its centre b,, with a lamp suspended on the bracket c. In the
rod above its centre of motion is a slot d, and on or connected with the
pulley e, e, there
a. crank and sliding block or pin f; when the pulley is
caused to revolve by means of the strap or chain g, by motion communicated
from the axle h, by means of the pulley on the shaft i and the toothed wheel j.
working the screw thread k on the axle h, the pin is worked up and down
the slot, and the required oscillating motion is thereby given.
Figures 9 and 10 show my means for maintaining the signals or lamps in
an almost vertical position while they oscillate or rotate on an engine, carriage,
waggon, or van. a is the rod or arm, worked by means of the pulley b, b;
c is another rod or arm turning upon the fixed centre d below the centre of
motion e, and the two rods are held in their place by the cranks f, f, which
revolve round their centres. The point and mode of suspension of the rod and
the direction of oscillation, videlicet, whether from side to side or otherwise,
may necessarily be varied. In some cases the signals or lamps may form part
of or be connected with the rod above the point of suspension, and oscillate;
accordingly, having the lower part thereof sufficiently weighted or counter-
poised for the purpose, and. in some cases it may be necessary to weight or
counterpoise the rod sufficiently above the point of suspension. The signals or
lamps may, if required, be shewn through an aperture or apertures in a disc
or frame in front thereof, or through plain or colored glass fixed in such disc or
frame; or the signals or lamps may be placed on the front of a disc or frame,
and the rod may oscillate in front thereof, and the signals or lamps seen through
an aperture or apertures in such rod, or through plain or colored glass fixed
therein. In some cases I have the rod suspended on supports and bearings, as
aforesaid, at the head or other convenient part of the engine in a vertical position,
and so arranged that the driver, by means of a rod and lever and other simple.
known contrivance, and which. therefore it is unnecessary to describe, may a
raise or lower the same from that position to a horizontal or longitudinal one,
and then liberate it, so that it may oscillate until it requires a state of rest, and
so act as a signal; or if the engine be at rest when it is liberated, the length.
of the arc or path thereof performed by the rod during each oscillation will
indicate about how much time has clapsed, since it was set in motion, and the s
duration, of such oscillations of a pendulum-like movement may to a great
extent be regulated by the length of the rod; or the guard or other person-in
a carriage, waggon, or van at the further end or other part of the train to
which such engine is attached, may, by means of a revolving connecting bar

page_text: or shaft, with suitable arrangements to admit of the variation in the length of
the train, and the oscillation and position of the carriages during their transit
on the railway, and other mechanical appliances which I will more particularly.
describe, set such oscillating signal on the engine in motion, or sound a bell,
gong, or other convenient instrument, or both, to attract the attention of the
driver as a signal; and for that purpose I suspend a bar or shaft of iron
horizontally under or along the whole length, or nearly so, and sometimes
beyond each end of each carriage, wagon, van, or truck of which the train
may consist, and I support it upon suitable bearings or collars, so that it may.
revolve easily therein, and at each end of such bar or shaft I have a short
length of square or flat iron a, Figure 12, connected therewith by a joint b to.
allow motion, and also for the parts between the carriages to fall down or turn.
back when the carriages are disconnected, and which length of iron is turned
up, or has a stop fixed on it at one end; and over such pieces of iron, and also
over another short length of squaro or flat iron c, which is also turned up, or:
has a stop fixed at one end, and which is allowed to slide horizontally over the.
other bar, I have a sliding frame d, fitting loosely, and so formed as to allow.
the two pieces of iron to play a short distance from side to side or up and
down, as the case may be; and at the other end of the last-mentioned piece:
of iron I have a moveable stop e, working on a spring knife joint, or other
convenient moveable stop, and another loose sliding frame f, so that when tho
ends of two carriages so fitted up are brought together it will only be necessary
to shut down the moveable stop of one of the lengths of iron and to slide the:
end of one length of iron having such stop through the sliding frame f on the
other length of iron, and then to pull the stop up to make a secure fastening,
and so connect the bar or shaft between such two carriages; and by this being.
done between all the carriages, wagons, vans, and trucks throughout the train,
a bar or shaft is formed, which will be rigid, or nearly so, when a torsional or:
revolving motion is communicated thereto, but sufficiently flexible between the.
carriages during their transit. If it be found convenient, a universal joint may.
be employed instead of the joint b, or otherwise, so that it does not interfere:
with the action of the sliding frames. The lengths of the irons a, c, must be.
regulated according to the lengths of the buffer heads from the carriage, and,
the size of the iron must necessarily vary according to circumstances; but for
general purposes the shaft or bar may be of round iron, of about an inch and.
a quarter in diameter, and the square or flat iron of corresponding strength;
or there may be a universal joint in connection with the shaft or bar at each.
end of the carriage and also with the iron a, and each such iron having a
stop e, or other suitable stop, may be sufficiently long and slightly bent, towards.

page_text: the end, as in Figure 13, so that it may slide in the sliding frame f, and one
length of iron and one sliding frame at each end of each carriage may thus be
dispensed with. The bar or shaft may be caused to revolve by the guard or
other person in a van or carriage in any part of the train by means of bevelled
wheels and connections, or by other known mechanical contrivances, and
which it would be useless to describe; and the bar or shaft may be easily
fitted with a stop or ratchet, or other known means, so as to revolve only in
one direction, if required, and the guard or other person at one end of the
train may, by causing such shaft or bar when properly connected throughout
the train; and by means of suitable known mechanical contrivances in con-
nection therewith, actuate the oscillating signals or lamps on the engine, or
sound a gong, bell, or other instrument to attract attention, as aforesaid, at the
other end or other part of the train, or turn on the steam whistle on the engine.
The oscillating signals on an engine, carriage, van, or wagon may also be
actuated by means of a maintaining power, similar to that herein-after
described, fixed thereon or therein, and set in motion by suitable means by
the guard or other person t
thereon or therein. My oscillating signals may also
be employed for stationary and other railway signals, and may be set in motion
and caused: to oscillate for a certain time by means of a maintaining power,
and then to stop and remain at rest until put in motion again, when they will
again. oscillate for a like period of time, or they may be set in motion and
oscillate until they gradually come to a state of rest. Figures 14 and 15 shew
another arrangement of the revolving bar.
Figure 1 is a front. elevation of a signal post with the oscillating signal,
and mechanical arrangements for setting the rod in motion and maintaining
such motion for a certain period; and Figure 2 is a side elevation thereof.
The same letters refer to the same parts in both Figures. a is the rod, attached
to the shaft b, and having a weighted pendulum p at the lower part, and a
signal lamp at the upper part thereof over the barrel c, which is attached to
the spur wheel d by the shaft e; the cord or chain to which the weight fis
attached is wound by the handle g on the shaft e, and there is a ratchet or
stop to prevent the barrel unwinding except by motion of the rod. is a
stud or pallet wheel, having the studs thereof set at a slight angle and work-
ing on the shaft i, which has at its other end a pinion whose leaves work into
the teeth of the spur wheel d; on the shaft b is the pallet j, which works
between the said studs; the pallet is shewn on a larger scale in Figure 3. k is
a spring stop to press in notches at certain distances apart on the edge of the
barrel. On the engine or tender or one of the carriages of the train there is a
bar or rod so placed that it may press against the bell-crank lever l as, it

page_text: passes it, and thereby to draw down the spring stop k by means of the cord
or chain and liberate the barrel c, and by the power of the weight the train
of wheels of the barrel, spur wheel, pinion, and stud wheel are set in motion,
and the studs pressing alternately against the two edges of the pallet j, the
oscillating motion is communicated to the rod and signal lamp thereon, until
the spring stop enters the next notch and stops it. The bar or rod on the
engine, tender, or carriage may be made to lift, so that the driver or other
person thereon may lift it, and thereby prevent it pressing against the lever
when it passes, if necessary. The length of time during which the pendulum
will oscillato each time it is liberated, namely, three or five minutes, or other
period, may be easily regulated by the spring stop and notches, and the main-
taining power may be casily arranged to last for any reasonable time, namely,
12, 24, or other reasonable number of hours, without winding it up again, by
the adjusting the arrangements shewn, or by a further train of wheels arranged
according to known plans, and by means of connecting wires and other known
contrivances the stationary or other railway signals may be actuated and set
in oscillating motion as aforesaid at a considerable distance; or by a pulley
and other known means the maintaining power may be wound up lower down
the signal post, and instead of the weight e a strong coiled spring may bo
used, or the guard or other person at the station may, by pulling down the cord
or chain and liberating the spring stop, set the rod in motion, and by keeping.
such spring pulled or pressed downwards so that it will not enter any of the
notches, the oscillating signal may be kept in motion for any length of time.
until the whole maintaining power is expended. It may be necessary in some,
cases to give a starting motion to the pendulum when the spring stop is
withdrawn, and that may be easily done by a spring or lever or other known
means to be actuated by the cord or chain, or by adaptation of the means,
shewn in Figures 4, 5, and 6, and if necessary, the rod when on an engine,
carriage, van, or wagon, or on a signal post, may during its oscillations act on.
a lever or hammer, or by other known means strike a bell or other instrument,
and thereby cause the same to be sounded to attract attention, and a bell.
crank or other suitable movement may be attached to the signal post, so that
when the weight has descended to it and presses on it, it will by means of
connecting wires and other suitable arrangements ring a bell in the station.
master's or porter's room, or other place, and thereby give notice that the
maintaining power ought again to be wound up.
Figuro 4 is a front elevation of a signal post and oscillating signal, and
arrangements for setting the same in motion without the maintaining.
power, and also for stopping it if necessary; and Figure 5 is a side.

page_text: elevation thereof. The same letters refer to the same parts in both Figures:
a is the rod suspended at b; c is a bell-crank movement at the side of
the rail, to be acted on by a bar or arm on the engine, tender, or carriage
as it passes it on the railway. When the bell crank c is thus acted on, the
rod'or shaft d, by means of the wire or cord e and bell crank or pulley e, e,
is caused partially to revolve, and with it the other bell crank f; and the
frame 9, which has a recess, in which the rod a is shewn. When the frame
has reached to the required position it throws out or liberates the arm a
and the same then oscillates with the signal or lamp thereon until it acquires
a state of rest; the frame 9 remains in the position at which it was when
the rod was liberated until it is brought back to the position as shewn in
Figure 6 (which is a plan view) by the bar or arm of a coming engine,
tender, or carriage, acting on another bell-crank movement on the side of
the rail at a distance up the railway, and the wire or cord h connected, and
thus causing the frame and with it the rod to regain the position as shewn in
Figure 6.
Fourthly, my improvements relating to locomotive engines consist in forming
the buffers by means of cylinders having a sufficient quantity of oil or other
suitable liquid therein, which will not freeze, and fitted with pistons properly
packed and attached to buffer rods working through stuffing boxes; and such
cylinders having a valve or valves at the end or beyond the length of the'
stroke of the piston, and so formed; that when the piston is forced in by means
of the percussive force of the engine coming in contact with a carriage or
other object on the railway; or by power applied by the driver or other person
by means of the lever handle and screw, the valve or valves are closed by the
pressure of the oil or liquid, and such oil or liquid being then allowed to escapé
only through a small aperture or apertures in the valve or valves into a closed
pipe or pipes or closed vessel or vessels, a great and gradual resistance is
offered, and the effects of the shock thereby greatly diminished'; and when the'
force is removed from the buffer head, and the piston is drawn back, and the
valve or valves opened by the return action of the oil or liquid and air, and
by springs, if required, the oil or liquid re-flows into the cylinder ready to
be acted on again; and by properly connecting a rod or arm at one end with
the piston rod and at the other with a lever, and such lever being connected at
its other end with a pushing rod to work another lever and the break blocks,
the same percussive or other force will also press the break blocks against
the peripheries of the wheels to which they are applied, and as the buffer
rods are withdrawn by the force of springs or otherwise, the break blocks are
taken off the wheels. These liquid buffers may also be easily applied for!
'

page_text: stationary buffers, and as a buffing apparatus for railway purposes generally
without further description than by reference to Figure 11.
Figure 11 is a side elevation of a railway break van, partly in section,
showing the liquid buffers and apparatus, and as connected with the breaks.
a, a, are the cylinders; b, b, the pistons, properly packed with rods c, c, which
work through stuffing boxes, and are attached to or form a continuation of the
buffer rods or shanks; d, d, are the valves, one thrown up and the other down;
fixed at the foot of the upright or closed pipes e, e, and those pipes having or not
having, as occasion may require, an air chamber f at the top, and which may
extend over the roof, and be connected with the upright pipes attached to like
cylinders and arrangements on the other side of the van; the cylinders are
filled with the oil or other liquid, and the tubes partially so. 9 is a strong
socket, forged solid with pin for connecting rod h, and bored out to fit buffer
shank, which is fitted up to a shoulder and kept in its place by a set screw.
The slot at the end of the connecting rod is to allow the buffers to push to a
moderate pressure without putting on the breaks; the levers i, i, should be
keyed on the shaft, so as to clear the inside of the wheels, the pulling rod j
being formed with the slots k, k, and connected with the bell-crank movement
7, and that crank being also connected with the link m, nut n, secrew o, and
shaft p; the breaks can be worked by the guard in the ordinary way, whether
there bo pressure on the buffers or not. I have shewn other improvements in
my Provisional Specification, but as I have found that those I have herein
described sufficiently answer the intended purposes, I have not included such
other improvements herein, and therefore do not claim them.
Having described the nature of my said Invention, and in what manner the
same is or may be performed, I wish it to be distinctly understood that as to
my improvements firstly herein-before mentioned, I do not claim the Inven-
tion of forming or producing gas by the decomposition of water in a state of
steam or not in a state of steam, as the same have long been well known, but
that claim the adaptations and arrangements as described for the purposes
mentioned, with the right to make the necessary variations for their particular
application for the purposes stated.
Secondly, I claim the steam whistle or alarm, as described.
Thirdly, I claim the oscillating signals on engines, carriages, wagons, or
vans on railways, and, connected therewith, the particular means of actuating
the same; and also of sounding a bell, gong, or other instrument, as described;
and also the oscillating signals and arrangements for railway stations and pur-
poses, as described; but I do not claim the mechanical arrangements of the
maintaining power separately from the oscillating signals; and I also claim

page_text: the arrangements for preserving the signals or lamps in an almost vertical
position during their oscillations or rotations, as described.
Fourthly, I claim the liquid buffers and buffing apparatus, as described, and
their combination with the other arrangements for the purposes of breaks, as
described; but I do not claim the particular arrangements for putting on and
taking off the breaks taken separately from the said liquid buffers, as the same
are well known.
Fifthly, I do not claim any of the several parts forming the combinations or
arrangements aforesaid separately, except as stated.
Sixthly, as the several arrangements herein-before described may necessarily
be varied without departing from the nature of my said Invention, I claim the
right to make all such variations accordingly.
In witness whereof, I, the said Henry Wickens, have hereunto set my
hand and seal, this Tenth day of May, in the year of our Lord One
thousand eight hundred and fifty-six.