AN IMPROVED MODE OR MODES OF PREVENTING ACCIDENTS ON RAILWAYS
Year: 1852

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ARCHER, of Hampton Court, in the County of Middlesex, Gentleman, send
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of
Great Britain and Ireland, bearing date at Westminster, the Twenty-fourth
day of March, One thousand eight hundred and fifty-two, in the fifteenth year
of Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said William Archer, my exors, adññiors, and assigns, Her especial
license, full power, sole privilege and authority, that I, the said William
Archer, my exors, admors, and assigns, or such others as I, the said William'
Archer, my exors, admors, and assigns, should at any time agree with, and no
others, from time to time and at all times during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
England, Wales, and the Town of Berwick-upon-Tweed, my Invention of
"AN IMPROVED MODE OR MODES OF PREVENTING ACCIDENTS ON RAILWAYS;" in
which said Letters Patent is contained a proviso that I, the said William
Archer, shall cause a particular description of the nature of my said Inven-
tion, and in what manner the same is to be performed, by an instrument in
writing under my hand and seal, to be enrolled in Her Majesty's High
Court of Chancery within six calendar months next and immediately after
the date of the said in part recited Letters Patent, as in and by the same,"
reference being thereunto had, will more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, 1, the said
William Archer, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are fully described and ascer-
tained in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, and to the figures and letters marked thereon,
that is to say:-
My Invention consists of improved apparatus to be applied to the permanent
ways of rail, tram, or other system of bearings laid for the purpose of obtaining
speedy transport by means of engines or vehicles worked by steam or other
mechanical or natural power, the objects of the said apparatus being to make
the conveyance of persons and property in the vehicles used for transport
along the aforesaid lines of permanent way more safe from accident than
heretofore. This I effect by apparatus consisting of signals of various kinds
placed at convenient distances along the permanent way, which are set by
mechanical arrangements forming part of the said apparatus in connexion
with inclined curvilineal planes or friction wheels, acted upon by the tires of
the wheels passing along the said permanent way, or by certain additions
made to the engine carriage or moving body or bodies. The setting of these
signals takes place instantaneously with the pressure of the tire of the wheel,
but as soon as the vehicle has passed, one portion of my apparatus is so
arranged as to effect the unsetting of the signals in as slow a manner as the
expediency of particular cases of application may necessitate. By this means
the engine driver of an engine following at too great a velocity a previous
train is warned by the signal, if not "unset," that only a certain fixed time has
elapsed since the first engine passed. These signals being set by mechanical
arrangements acted upon by the flanches of the wheel of the locomotive
engine, and "unset" by natural means, to be described hereafter, are self-
acting at all times.
The details of my improvements for accomplishing these objects are fully
set forth herein-after, and contained in the descriptions of and references to
the annexed Drawings, which explain the apparatus I I have invented for
those purposes.
Figure 1, Sheet 1, is a plan of a portion of permanent way, with the rails laid
down in the usual way on transverse sleepers. Figure 2, Sheet 1, is an elevation
of the same apparatus. Figure 4, Sheet 2, is an enlarged plan of the working
details; and Figure 2, Sheet 2, an elevation of the same, also drawn to the same
enlarged scale. In all four of the above-named Figures, similar letters in each
denote similar parts. When the rails, trains, or other plates of the permanent
way are not laid on longitudinal sleepers, I lay down longitudinal timbers, iron, or
t

page_text: other sleepers, to support the rails, trains, or other plates, for a distance varying
from twelve to twenty feet, more or less, as the necessity of the local position
of the joint transverse sleepers of the permanent way at the place at which my
apparatus is put up admits of.
On
In Figures and 2, Sheet 1, the space taken up by my longitudinal
sleepers is shewn to extend between the two transverse sleepers a, a, a, a.
broad guage railways, and all narrow guage lines laid with longitudinal
bearings, I avail myself of the advantage offered by a ready laid longitudinal
bearing along such distance as my apparatus necessitates. On all permanent
ways laid on transverse bearings, I substitute a continuous bearing for such
distance as I may have to require by some such simple arrangement as that
shown on the Drawings, Figures 1 and 2, Sheet 1, where a, a, are two of the
joint sleepers of a narrow guage line; b, b, b, b, longitudinal bearings extending
along the entire distance occupied between the said transverse sleepers, and
the parallelism of which is kept by the transverse beams c, c, c, and as used on
permanent ways with continuous bearings; d, d, the rails either laid with
flanches or single and double chairs, as at present in use, or otherwise parallel
with the rails, and laid on the same longitudinal bearing. I append a safety
guide G¹, G', shewn in transverse section in Figure 3, Sheet 1, and to an
enlarged scale in Figure 4; a projection appended to the under side of the
engine or carriage ensures perfect safety throughout the length G, G. Instead
of the ordinary length of transverse joint chair sleepers, I employ at the longi-
tudinal extremities of my longitudinal bearings 6 transverse sleepers of a
somewhat greater length than those at present in use, when required, and affix
to the ends of the same bearings e, e, in which work the extremities of the
main axis f, f, of a curvelineal moveable inclined plane g, g. The axis is
supported at one or more intermediate points (such as h) the case may require
by means of suitable bearings i, i; the whole is laid on such necessary framing
or bearings as may be deemed sufficiently secure, with due reference to the
local material on which the same is to be laid. To the axle f, f, I affix the
curvilineal vane g, g, of iron or other metal or material, extending for a
distance of from fourteen to eighteen feet, more or less, between the said
axle and the rail, from which latter it is merely allowed space for free
play. The radius length of this vane I make about five and a half inches
in ordinary cases, but this and the other dimensions of the other portions
of my apparatus I vary necessarily, according to the requisitions of
particular circumstances. The vertical rise k, k, of the vane I make equal
to the size of an angle of forty-five degrees, or of one eighth part of the
circumference, a little more or less. The ratio of rise for the entire distance

page_text: I do not make constant, but I give the vane an accelerated rise, starting with a
curve tangent to the horizontal line of rails, or zero, and increasing gradually
to the maximum ratio of inclination at the opposite end of the vane. The'
curve of the surface of the vane thus becomes one of double curviture, giving at
the outer edge of rail an accelerated inclined plane, commencing at zero and
gradually increasing to the maximum ratio, say, for example, that which the rise
of the radius of five and a half inches bear to a length of sixteen feet, by this'
means the protruding portion of the wheel of a locomotive engine or other vehicle
worked on the permanent way, pressing immediately after passing the zero or
tangent point of the curve, causes the vane to shift its position, causing a part
revolution of the main axle f, f, necessarily equal to one eighth portion of its
circumference, and provided the vane be each time brought back to its original'
tangential position, the same effect will be produced each and every time that
a flanche passes along the rail. Having thus obtained a power equal to the
weight of the locomotive or other vehicle, as the case may be, to give a part
rotation to my longitudinal axle, I make use of certain intermediate mechanical
arrangements, hereafter to be described, for communicating this same part
rotatory motion of the main axle of my apparatus into a vertical or other
convenient direction for working such signal or signals as may be deemed
necessary in each particular case: Any of the simple mechanical arrangements
for changing a curvilineal into a rectilineal motion can effect the setting of the
signal or signals instantaneously with the pressure of the flanche on the vane,
but as the return to the original tangential position of the same I require to
be an infinitely slower process than the first, I make use of an intermediate
arrangement between my main axle vane and the signal station, which may be
varied in its parts materially, but the main principle of which remain the
same, such as that shewn in Figures 1 and 2, Sheet 2. In connection with
the bearings of the main axle, I have a frame worked perfectly secured, such,
for instance, as that partly shewn at 1, 1, 1, 1, but whose dimensions and details
will naturally vary with local circumstances by means of a good and thoroughly
sound foundation. Across it, on proportional bearings m, m, works a
secondary axle j, j, furnished with a small chair wheel n so placed as to have
the same vertical tangent as that of the circumference of the chair wheel o, o,
of the same radius as the vane. The respective proportions of these wheels
I so combine that for the revolution of an eighth part of the circumference of
the main axle, I obtain a semi, three quarter, or even entire revolution of the
secondary axle when required. On my secondary axle I employ two additional
chair wheels p, p, on each side of the space left within the framework afore
mentioned, the chairs of which are used to give vertical motion to the lower

page_text: plate q, q, of an air receiver r, r. Cast-iron frames 8, 8, properly screwed and
bolted to the framing, have appended to them guide rods t, t, by which means
I secure the parallelism of working of the said lower plate. The receiver
itself v, v, in the case represented in the Drawing, consists of two plates u, u,
and 2, 9, of a suitable diameter, and a flexible leather or other air-tight
cylindrical body or belt fastened round the peripheries of the plates so as to be
perfectly air-tight. The upper plate is fixed to the upper part of the framing
at two or more points u, u, and is furnished with a series of patent galvanised
india-rubber valves, such as are shewn to a larger scale in Figures 9 and 10,
Sheet 2. They are self-acting, and open outwards only in the following
manner-They consist of a short neck a, Figures 9 and 10, Sheet 2, from
which protrude two perfectly flat and even plates of galvanised india rubber of
the shape shewn at b, c, d, e, f, the portion of the front edges at b, c, d, and
e, f, being hermetically joined together, while those along d, e, are left without
adhesion to admit the outward passage of the air; air, passing into the neck
and through the valve in the direction shewn by the arrows in the Drawing,
readily finds issue at the unclosed edge d, e, but the instant a partial vacuum is
made in the receptacle in connection with the neck of the valve, the outward
atmospheric pressure being greater than the inner, and acting on the two outer
surfaces of the plates a, b, c, d, e, f, press them together so effectually (in the
direction shewn by the dotted arrows) as to prevent the entrance of the air.
I place a series of these or other self-acting valves on the upper plate u, u, v, v,
so as to allow of the instantaneous escape of the entire cubic body of air
capable of filling the receiver when fully distended. I regulate this cubic
capacity according to circumstances herein-after mentioned. The distance
between the plates q, q, and u, u, regulate the diameter of the chain wheels
p, p, so as to effect a complete "lift" by the depression afore mentioned of the
vane, the eighth part revolution of the vane giving an entire vertical lift of
the lower plate of the receiver; with the vertical motion of the said plate I
connect by any simple means the vertical motion of the signal rod W, the two
"lifts" being instantaneous motions.
Figure 7, Sheet 2, is a back view of the signal "unset," and Figure 8 is a
front view of the same "set." From this arrangement it will be seen that the
instant the flanche of a locomotive has passed over and exerted its pressure
over the entire length of the vaue, a simultaneous communication of action is
effected, which forces the cubic quantity of air in the receiver to escape, and
sets the signal. In the Drawing I have merely shewn by way of illustration
a signal of the simplest or disc form, but motion can be communicated by the
mode I have described to all and any particular kind of signal that may have
to be employed. When the air has made its escape through the valves

page_text: ".
provided for its exit, a partial vacuum is formed between the plates of the
receiver, and the pressure of the atmosphere on the lower plate prevents its
resuming its original position. For the purpose of obtaining a slow motion
back to the said original position, I provide a small aperture x in the upper
plate of the receiver, the size of which can be regulated by a small cone
and thumbscrew, or other convenient means, and a weight W' affixed to the
under side of the lower plate; the smaller the aperture the longer will the
boards be in resuming their original position and in "unsetting" the
signal. Y, Z, are two brackets supporting the upper plates. By this means
I am enabled to warn the driver of an engine that a first train is only
a-head by an insufficient distance if he should happen to be following too
soon after it. Moreover by the arrangement of a second vane, shewn at
Y¹, Z', Figures 1 and 2, Sheet 1, I am enabled to offer such mechanical
resistance to a lever so adapted to the engine or other moving body as to shut
off the steam and blow the whistle. The proportions of the various parts and
cubic capacity of the receiver are necessarily variable, but for all ordinary
purposes I find an eight-inch stroke, a little less or more, sufficient for all
purposes of a reversion of the signal under a space of twenty minutes.
I do not confine myself to the form of receiver herein-before described, as
any recipient capable of cubical extension and diminution will answer each
and every purpose of the application of my Invention. When the form of
two plates with intervening leather or other impermeable and pliable mate-
rial is used in the manner I have herein-before described, and when also the
amount of vertical depth of the apparatus can be increased, a central rack a,
Figure 3, Sheet 2, and guide rod b, the former worked by a pinion c, to which
the mechanical action is communicated direct from the main axis of the vane,
may be employed with advantage.
As a substitute for the receiver, Figures 1, 2, and 3, Sheet 2, I sometimes
employ a piston a, working air-tight in a cylinder truly bored and of suffi-
cient cubic capacity, a vertical section of which b, b, is shewn at Figure 4,
Sheet 2, and a plan of the same at Figure 5, Sheet. 2. d, the piston rod, the
vertical motion of which may be regulated by means of the leverage of the
counterpoise weight e affixed to the axles of the segmental portion of pinion f,
so as to be an inverse ratio with the decrease of atmospheric pressure exerted
on the piston. A cylinder such as I have described I employ in various
ways, viz', either with an up-stroke or down-stroke "setting" of the signal,
the only difference in the construction being in the position of the air-escape
valve and inlet aperture, which, being variable, I have left out in the Draw-
ing. Suffice it to say, that if the up-stroke of the piston be used for the
"setting" of the signal, the air escape and air inlet will be over the piston;

page_text: or if the down-stroke be used instead, the reverse arrangement of the issues
will necessarily be required.
Further, in order to adopt with greater mathematical accuracy the prac-
tical working of the return stroke uniformly, instead of the counterweights,
Figure 4, Sheet 1, whose leverage can only vary as the rise of its vertical
angle, I substitute a rack pinion Q and rack 6, Figure 6, Sheet 2, the counter-
weight of which c works by means of a chain e in an excentric d, the equa-
tion of whose curve e, f, is in the direct inverse ratio of the increase or
decrease of pressure, as the case may be, on the piston; by the means above
mentioned I realize the greatest possible amount of accuracy in the practical
working of my apparatus. It will be seen that the arrangement herein-before
described affords protection by the indication of the period of time which
elapses between the passage of the two engines or trains.
By the following application of the vane already fully described I transmit
the operation on the signal to any convenient distance instead of acting imme-
diately upon it. This portion of my apparatus and the mode of working is.
illustrated at Figure 5, Sheet 1, where a, a, a, is the rail, and 6, 68, 68, three
of my screw vanes, as previously described and acted upon by the flanche of
the passing wheel. To the chain wheel of the vane I append a counterweight
c, whose tendency is not only to bring the vane back to its original position,
but to pull the horizontal bent levers d in the direction of the arrows; a
similar counterweight e, working on the longer arm of a vertical bent lever f,
draws the connecting wire, chain, or other suitable medium of communication,
g, in the opposite direction. This bent lever f is furnished with a moveable
catch acting on a projecting arm of the axle of the vane used for the purpose
of re-unsetting the apparatus. A flanch passing over vane b¹ unsets the catch,
which cannot again be reset, and the vane brought back to its original
position until the train has passed b² vane, which, acting on the bent
lever d, re-unsets the vane b'; the same takes place with 6, and so
on, for any distance of permanent way required. In connexion with the
air receiver of my apparatus I sometimes use or employ a friction wheel
or wheels of sufficient diameter to be acted upon by a plane attached to the
To the axis of this wheel I
engine or vehicle instead of the moveable vane.
append the chain wheels of my air receiver, as herein-before described. The
portion of the periphery of this wheel which I use I vary according to circum-
stances, sometimes using endless means of action by keeping it entire, and
sometimes using a break for " setting" and unsetting; and I do not confine
myself to placing this arrangement at all times within the rails, as it may be
acted upon by a small longitudinal plane fastened to the outside of the engine,
and so arranged as to press with sufficient power on the greater radius of the

page_text: wheel, but to pass freely along a chord at the circumference, having its seg-.
ments removed. In some instances it may be found necessary to place the
wheel horizontally, and sometimes in an oblique position.
Having now described the nature of my Invention, and the manner in
which the same may be carried into practical effect, I wish it to be distinctly
understood that I do not confine myself to the precise details herein described
as various alterations of parts may be found necessary to suit various "ways"
or other circumstances; but what I claim is,-
First, the setting of signals or alarms by the pressure or gravity of a loco-
motive engine, carriage, or other vehicle while in a state of motion passing
along a permanent way of any kind, the said pressure or gravity being used
in lieu of manual labour or other power.
Secondly, I claim the improved inclined vane and friction wheel by each or
both of which the power derived from the gravity of the moving body is
transmitted to the several other parts or portions of my apparatus.
Thirdly, I claim the air receiver admitting of a diminution or increase of
its cubic contents.
Fourthly and lastly, I claim the combination of bent levers, counterweight
catches, wire, chain, or other connecting medium, in connection with my inclined
vane or friction wheel, for communicating the "settings" or "unsettings"
of the signals or alarms to a lesser or greater distance, as herein-before
described.
In witness whereof, I, the said William Archer, have hereunto set my
hand and seal, this Eleventh day of September, in the year of our
Lord One thousand eight hundred and fifty-one.