IMPROVEMENTS. IN RAILWAY CARRIAGES, IN PREVENTING ACCIDENTS! ON RAILWAYS, AND IN ASCERTAINING THE SPEED OF CARRIAGES
Year: 1847

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME; I, ALEXANDER
SIMONS; of London Street, Fenchurch Street, in the City of London,
Merchant, send greeting."
WHEREAS Her present most Excellent Majesty Queen Victoria;.. by.
Her Royal Letters Patent under the Great Seal of Great Britain, bearing.
date at Westminster, the Fifteenth day. of June, in the tenth year of: Her.
reign,, did, for Herself, Her heirs and successors; give and grant unto me;
the said Alexander Symons, my executors; administrators; and assigns, Her,
special licence; full power, solė privilege and authority, that I; the said
Alexander Symons; my executors, administrators, and' assigns; and such others
as I, the said Alexander Symnons;: 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 of years therein: expressed; should and
lawfully might make; use, exercise; and: vend; within that part of Her said
Majesty's United Kingdom of Great Britain and Ireland called England;--Her
Dominion of Wales, and Town of Berwick-upon-Tweed; my. Invention', of..
"IMPROVEMENTS. IN RAILWAY CARRIAGES, IN PREVENTING ACCIDENTS! ON RAILWAYS,
AND IN ASCERTAINING THE SPEED OF CARRIAGES;" in which said Letters Patent is
contained a proviso, obliging me, the said Alexander Symons, to particularly
describe and ascertain the nature of my said Invention; and in what manner
the same is to be performed; by: an instrument in writing; under. my hand-and-
seal and seal, and cause the same to be inrolled' in Her Majesty's High-

page_text: 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 thereto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
Alexander Symons, do hereby declare the nature of my said Invention, and
the manner in which the same is to be performed, are fully described and set
forth in and by the following statement and Specification thereof, reference
being had to accompanying Drawings, which I declare to belong to and to
form part of such Specification, by the letters and numerical figures marked
thereon for the purpose of such reference, that is to say :-
The nature of my said Invention consists in and has reference to certain
improvements in railway carriages, in preventing accidents on railways, and
in ascertaining the speed of carriages, and I declare the particular manner in
which the same is to be performed and carried into practical effect to be
and to consist in the construction and the arrangement of mechanical parts,
together with the combinations of such parts with and amongst each other,
devised for and applied to the herein-before said purposes, as the same are
herein-after described and. set forth, that is to say :-
My Invention consists in the various improvements which I am about to
specify and describe, all or some of which, collectively. or separately, are appli-
cable as improvements in railway carriages, or in preventing accidents on rail-
ways, or in ascertaining the speed of carriages; but being of various kinds, I
will, in order to prevent confusion, and before describing them in detail, state
the precise nature and object of each of those improvements, and designate
them by the numbers 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, so that
in any mention of or reference to any of these improvements made in this
Specification, or in the Drawings hereunto annexed, I may clearly designate
and distinguish the particular improvement in question by its number.
.
The following is a list of the improvements herein-after described :-
No. 1. An apparatus for preventing carriages running off the rail.
No. 2. An apparatus for stopping a train in the event of the breaking of
an axle or a wheel coming off.
No. 3. An apparatus to be employed for stopping the engine when the
driver may not be on the engine.
No. 4. An apparatus for. measuring and counting the speed of railway
carriages.
· No. 5. A new method of attaching carriages together.
No. 6. An apparatus to be employed for preventing or subduing the shocks
arising from a collision with railway trains.

page_text: No. 7. A new method for the preventing accidents, by making signals
between the guards and drivers of a railway train by the use of whistles and
other instruments acted upon by compressed air.
No. 8. A new arrangement for preventing accidents, by affixing or placing
metallic wires or rods, &c. to or on railway carriages, to be used as parts of a
metallic circuit for the transmission of signals by electricity.
No. 9. An arrangement for connecting and disconnecting the ends of the
'wires, &c. attached to any carriage in the manner last described, No. 8, so as
readily to connect or disconnect the parts of the metallic circuit throughout
a train as carriages are added to or taken from it.
No. 10. An improved method of making signals or communications to the
'driver or guards of a railway train.
No. 11. A new kind of buffers for railway carriages, called "outer spring
buffers," to be used in addition to and outside of, or without and in lieu of the
buffers ordinarily in use.
No. 12. An improved mode of constructing and placing buffer beams or
tubes and rods.
No. 13. An arrangement for strengthening the frame of railway carriages,
so as to admit of placing buffer beams, tubes, or rods on or near the top of a
carriage..
No. 14. The use and application of buffers at or near the top of railway
carriages. :
No. 15. An improvement in the mode of connecting railway carriages with
each other, for the purpose of traction or propulsion of carriages forming a train..
No. 16. A new method of securing the tires of wheels of locomotives and
railway carriages, so as to prevent their flying off in the event of a fracture.
No. 1. I will first give a description of an apparatus for preventing car-
riages from running off the rail. It consists of a new method of fixing the rails"
in the chair, and in the addition of two wheels to the locomotive, called safety
wheels. The rails are fixed securely in the chairs by means of screw bolts
a, b, (Figure 4,) which cross in a horizontal line the two lips of the chair and
the rail. This bolt is of two different thicknesses; the smaller part b crosses
one lip of the chair and the rail. In closing the end of the screw b, the part a,
which is of a larger diameter, cannot enter in the hole of the rail through
which the part 6 passes, from which it follows that the rail will be strongly
pressed against that part 6 of the chair, and held in such manner as to obtain
the greatest amount of firmness. The hole of the rail through which the bolt
a, b, passes should be slightly larger than the bolt, so as to be certain that the
rail is not placed-upon some of the bolts but upon the chairs. The rails fixed
b
0

page_text: upon this plan can never get out of their proper places, and consequently, will
never cause any irregularities on the surface of the rails, which would interfere
with the safe working of the train. For new railways. to.be constructed the
chairs may have a guard piece, as shewn in the Drawing (Figure 4, B), which
will protect the outer end of the bolts and prevent any, one injuring them.
The two safety wheels, shewn at Figures 1 and 2, run with the other. wheels
and upon the same rails, and they are attached to the framing of the engine in
front of the train by a jointed bent lever working on a pivot. This mode of
joining the wheel to the. engine is so arranged, that should one of the rails. bo
out of its place, or should the locomotive meet with any obstacle so as to. throw
it off the rail, the joint would come into action, and lengthen the arm. in. such
manner as to cause the safety wheels to remain upon the rails; the diameter of
these wheels should. be, as large as possible. The mode of attaching and
joining, these. wheels. is seen in Figures 1 and 2, in which is a frame of a
single solid piece, which when required can turn upon the two pins at the two
ends of the same.rod b, b. c, c, are. the. axles of the safety wheels, which are
fixed thereto in the ordinary manner. These safety wheels have an equal power
of resistance to the wheels of the carriages and engine; but if it should at any
time be considered advisable.to, give. them a greater power of resistance; two
additional horizontal wheels d, d, may be added, which will increase the
leverage of the safety, wheels, and supply a second point. of pressure. These
should be so placed that they will not come into action except when the
locomotive has a great tendency to go off the line. If it is desirable that
these two. kinds. of. wheels should be kept in contact with each other, the
periphery, of the horizontal: wheels. should be covered with leather or india-
rubber, so that the friction should not rub away the sides of the safety wheels.
The axle of these horizontal; wheels is on a line. with the two axles of the safety
wheels, and can be moved a little within the framing, which carries it; by this
arrangement, if the framing. takes a position less inclined, in consequence of
the lifting of the. engine, it will not communicate. its. motion to the axis, and
consequently; the horizontal. wheels, will at all times retain their position.
Figure 5 shows the effect of the. safety wheels. As the engine is lifted,.so: will
the expansion of the joint which.connects. these. wheels: encrease, and will not
permit these safety wheels to.rise with it. These: wheels will never be removed
from, the rails, so that even, should. the: locomotive: be forced off the rails. the
carriages will be.sure.to: keep on the line.
No. 2. I will now, describe..a self-acting apparatus: for stopping. a. train: in
the event of the breaking of an.axle or. a. wheel coming off, and, thus preventing
accidents. Figure 15 represents a. section of carriages having an arrange
t

page_text: ment of levers applied thereto in such manner that they are brought into
action in the event of any accident, and are so arranged that they will act
upon the whole train from the carriage where the accident occurred to all the
others, including the engine, which will stop immediately by the action of
the levers, the last arm of which closes the valve of the pipe through which
the steam is supplied to the cylinders. The breaking of an axle or a wheel
coming off will put this system of levers in operation in the following
manner: The framing of the carriage has affixed to the under part of it.
two rods, as seen in Figure 5; which serve to sustain and guide the rods and
chains which form this system of levers, and at the same time form a support.
and bearing to another lever c; b; d; the arms of this lever being lengthened;
as shown by e. The two ends c, d; of the lever c, b, d, carry an arm at
Figures 14, 15, 17, which comes near the wheels of the carriage and the
enginė. If an axle break, the wheel's attached thereto will not continue their
perpendicular position, but will have a tendency to be thrown off the rails,,
but not being able to quit the rails on account of the flanches; they will tend to
separate in opposite directions: The inclined position which the wheels aré
thus obliged to take by the breaking of the axle will cause them to press and.
act upon the arms, which will cause a deviation in the position of the lever
c; b, d, which will then assume the position shewn by the letters g; h; at
Figure 17, by dotted lines: The end e, in changing its position to g, will
draw the chain 9, i; which being affixed at i to the rod which passes along
the whole of the train, draws this rod and moves the lever l; m, n, which in
its turn acts upon the lever o, p, q, and so on; to the next lever r; s, t; until it
arrives at the engine, where it is in connection with the valve of the pipe
through which the steam is supplied to the cylinder; and which it closes,.
thus preventing the flow of steam; and consequently causes a stoppage of the
train. But if it should happen that a wheel breaks or comes off, the carriage:
being thus provided with the supports shewn at A, B; Figures 15 and 16,
with the rod C; D; it will be seen that the part B of these supports by pressing
upon the rail prevent the carriages from turning over; in this case; the rod
C, D, also pressing at the point D upon the rail, turns on à pin at C; and
assumes the position shewn by dotted lines. This movement being transmitted
to the levers c, b; d, in the same manner as before described, produces the
effect of stopping the train in a very short time. The shape and arrangement.
of the angular lever r, s, t, should be such, that the action which is transmitted
to it should. be equal; whether the carriages are brought close together, or
whether they are separated from each other the whole length of the junction.
chain

page_text: No. 3. I will now describe an apparatus to be employed for stopping the
engine when the driver may not be on the engine. Figure 2 shows a side view
of a locomotive engine, and Figure 3 an end view. To one of the two driving
wheels (the one which corresponds to the side where the apparatus is applied)
near its rim and on its inner face is affixed a stud A, shown in dots. At each
revolution of the driving wheels, the stud A presses against one of the four.
pallets of the wheel A, B, C, D, which is caused to describe a fourth of a
circle. This wheel carries on its outer axis a pinion of four teeth, which take.
into the teeth of another wheel E, F, G, H, and at each fourth of a circle
described by the wheel A, B, C, D, causes the wheel E, F, G, H, to advance
one tooth. The wheel A, B, C, D, also carries at the outer side of its axis
another pinion of four teeth, which pressing alternately against a spring I
(shown in Figure 7) affixed to the external side of the engine, prevents the
wheel A, B, C, D, from running back after it is released from the stud A of
the driving wheel; the toothed wheel E, F, G, H, also carries other teeth L
near the outer circumference and on the inner surface of it; these teeth are
shown at Figures 7 and 8. M is another pinion (shewn in Figure 2), having
its bearings upon the side of the engine, and which is put in motion by the
revolution of the wheel E, F, G, H, the teeth L taking into the notches in
the circumference of the pinion M. When the pinion M is put in motion,
the rod N, O, Figure 3, which joins the handle O (which handle is employed
to regulate the supply of steam to the cylinders), presses this handle, and
causes it to close the valve, and consequently the steam being cut off, the train
will soon stop, and this will happen at all times when the engine is running
without the driver.. But in order that this mechanism may not act upon the
steam valve except in cases of need, above described, I have arranged a lever,
P, Q, shewn in the Figures 2 and 3, which is to be pressed upon by the foot of
the driver by means of the treadle R, which will change the position of the
pinion M just previous to the teeth L taking into it. S is a bell, which is struck
by a projecting tooth in the wheel E, F, G, H, a few moments before the teeth
I take into the pinion M, and the sound of which bell informs the driver that
the treadle is to be pressed down; the position of the pinion M thus changed,
the wheel E, F, G, H, will continue its rotary motion without acting upon
the lever handle O, and consequently no effect will be produced with the
steam valve. It will be at once seen, if the treadle is not pressed down at the
proper time that the pinion M. will be kept in its place, and that the teeth Ļ
will take into it, and by its connection the lever O will shut off the steam.
ITowever, it is proper to determine at what intervals the attention of the driver
should be called to the working of this apparatus. At each revolution of the

page_text: driving wheel, the wheel E, F, G, H, advances one tooth; if, for example,
the number of teeth is 140, and the circumference of the driving 6 metres, tho
attention of the driver by the striking of the bell will be drawn at each division
of 840 metres of the course of the train, that is to say, at each minute, if the
speed is at the rate of 50 kilometres per hour. An engine provided with such
an apparatus will inform the driver whether to continue or suspend the speed,
and if he is attentive to his duty, he will; upon such notice being given to him,
press his foot upon the treadle R, otherwise the train will be stopped. This
mechanism adapted to the engine may be said to act in the sume manner as
the reins do to the horses, and guided by the driver it does not prevent him
from performing his other duties, the pressure of his foot being a simple act,
which may be done without preventing him performing his other functions; it
is also a guarantee for safety and an obligation of care to him who holds in his
hands the lives of so many individuals. If he should neglect his duty the
engine itself will inform him of it by the stoppage of the train, and in case the
driver, from any collision or shock, or other case, should be thrown from
the engine, the engine will immediately stop itself.
No. 4. I will now describe the apparatus for measuring and counting the
speed of a train of carriages. The same axis which carries the wheel E, F, G, H,
(before described, and shown in the Figures 2 and 3,) and which wheel serves
to stop the train when free, carries also another wheel u, v, seen at Figure 8,
which is not shewn in Figure 2, it being concealed by some of the other parts.
The wheel u, v, follows precisely the same movement as the wheel E, F, G, H,
being connected to it. It will be seen that motion is given to the wheel
E, F, G, H, by the motion of the driving wheel, which, by means of the stud
A, Figure 2, at each of the revolutions causes the wheel with four pallettes
A, B, C, D, to describe a fourth of a circle; and the latter wheel in its turn,
by means of the pinion, transmits the movement to the wheel E, F, G, H, by
driving it one tooth; consequently, if the wheel E, F, G, H, makes one'
revolution in a minute, the wheel u, v, will do the same. The circle of the
wheel u, v, will be divided into several sections pierced with holes, as shewn at
Figures 5 and 6. Between each hole is a small peg or pin which passes
through the thickness of the wheel; this pin, which slides in the whole, projects
a little on the outer surface, but is perfectly level on the inner surface, where
is applied a series of numbers from 1 to 100, that is to say, as many numbers
as there are moveable pins which are destined for markers or pointers. At
the lower part of the circle, which may be said to form the crown of the 'wheel
u, v, is an arc of a circle a, b, which turns upon the same axis as the wheel u,,
but unconnected with it. This arc of a circle it covered with two sheets of

page_text: white paper, and between these two sheets is one of black transfer paper;
these three sheets of paper are retained in their position on the arc by means
of a hinged lever, which may be raised when it is required to, remove the
paper. Joined to this arc. of a circle is another arc of a circle c, d, but placed
in an opposite direction, yet turning upon the same, axis, and having at its
circumference teeth into which the end of the spring f.and the end of the bent
lever g, h, i, work, the use of which will be afterwards explained. A small
clock hammer will be placed near the wheel u, v, in such a position that the
strokes of the hammer will fall on the circumference of the wheel u, v, precisely
at the point i, at each minute of the striking of the hammer upon the circle
of the wheel u, v, (when in motion) at the point i; the blow will at the same
time strike one of the projecting pins; which have each a number at the other
extremity, and the end i of the lever g, h, i, which moves upon a pivot h. fixed
to the side of the engine. The pin which has received a blow will be pushed
from its place and project forwards through the ring, and thus press upon the
paper with which the arc of the circle a, b, is covered; at the same time the lever,
g, h,i, by the effects of the same blow, will assume the inclination shewn by the
points, and consequently from this movement the ends will be removed from
the teeth of the arc of the circle c, d, and will press against the next tooth.
At the point i, of the circle u, v, will be seen one of the two small rods, which
by the blow of the hammer is forced back to the outer part of the circle, and
goes through the inner and imprints a mark upon the paper which covers the.
arc of the circle a, b; and between these two white sheets of paper is placed
another, covered with a marking material, so that the same number will be
imprinted on both sides at the same time. After the blow of the hammer is
effected, the printing rod resumes its former position by means of a spring,
and at the same time the lever g, h, i, resumes its perpendicular position. In
the movement which this lever takes to recover its ordinary position, the end of
it pushes against the tooth of the arc of the circle c, d, against which it presses,.
and consequently the other arc of the circle which is connected with it will
turn upon its axis a sufficient space to allow of there being a proper distanco
between the marks upon the paper as they are made. The spring F, in
pressing against one of the teeth, will prevent the arc of the circle c, d, from
running back when the end of the lever g, h, i, is raised for the purpose of
taking into the next tooth, and, will raise the apparatus which carries the
printed numbers.
"
"
It remains now to explain how the above apparatus will indicate: the
exact speed at which the train is going along the line. The speed is usually.
calculated by ascertaining the space passed over and the time occupied in:

page_text: doing it, but here the time is always the same, that is to say, one minute;
the space passed over may be varied. The space passed over by the train
will be indicated by the measure according to the number of degrees passed
over, and which will have to be multiplied by the space which these degrees
are equivalent to; for example, we will suppose the number of marks on the
indicator to be from 1 to 100, and suppose also that the wheel E, F, G, H,
has made one revolution, which is equal to a distance of 840 metres, which is
at the back of the wheel, but which is seen in the Figure 3 by looking at the
back part of the engine, which represents the speed of the train: 'thus each
marking instrument being equivalent to 840 metres, as. has been seen above,
the wheel u, v, turns with and in equal time with the wheel.E, F, G, H. 'In
counting the number of degrees between the first and second mark on.the
paper, and then by multiplying them by 840, you have the space passed over
by the train in the first minute of the journey; and then, by counting the
number of degrees between the second and third, and also multiplying them
by 840, you will have the increased speed of the journey during the second
minute, and so on, through the journey. We will suppose, as an example,
upon the sheet of paper will be found marked the following numbers: 25, 12,
6, 10, and 8. The following very simple calculation would be made: between
25 and 12 there are 87 degrees; that is to say, in the space of the first minute
the circle had turned from 25 to 100, which gives 75 degrees; and again,
1 to 12, which makes 87; and by multiplying the total together by the
840 metres, you will bave the speed 650 metres per minute.
From 12 to 6= 94'x 840, 789 metres per minute.
612 108 x 840, 873 ditto
- -
10 -
8=98 x 840, 823 ditto
ditto.
ditto.
In the first minute of the journey the train will have moved with a speed of
39 kilometres in the hour; in the second, 47 kilometres; in the third,
52; and the next, 49, and so on. In examining the sheet of paper, the
different speeds which the train has run during the journey will be marked
thereón. ..
No. 5. I will now describe a new method of attaching carriages together.
It consists of tube A, Figures 12 and 13, which is placed under the framing
of the carriage. This tube has a double bottom with an inner valve and an
5 air-tight piston. At the front of the framing of each carriage is a sliding
piece a, b, in which the rod of the piston of the preceding carriage is confined,
and a bent lever (carried by the same rod of the piston), which at the point c
enters into the holes of the sliding piece a, b; these holes are of the same size
as the piston rod. This lever is kept constantly down by means of a weight,

page_text: which is worked by hand when the carriages are attached or detached. In
connecting the carriages together care should be taken that the piston is at
the bottom of the tube or cylinder. In starting a train of carriages, the motion
will not be communicated to them all at once, but will be given gradually, in
consequence of the elastic resistance of the air in the cylinder A, which is
compressed by the piston, and it will be the same in stopping a train. The
buffers of the carriages will not come in contact violently with each other, as
the shock will be gradually broken by the resistance of the compressed air in
cach cylinder. If the piston be 40 centemetres diameter and 30 centemetres
stroke, the air contained in the cylinder will oppose gradually a resistance
which may be calculated at the rate of from 3,000 or 4,000 kilogrammes.
Carriages so connected together will not approach or separate from each other
with jerks, nor vibrate from one rail to another, which causes the disagreable
and dangerous motion of rocking. Each carriage in front and behind will
also be provided with a hinged bent lever, the handle of which would be under
the control of the guard, so that in case of danger he can by drawing this
handle disconnect the rod of the piston from the sliding piece, and so discon-
nect the carriages from each other even whilst in motion at full speed.
No. 6. I will now describe an apparatus to be employed for preventing the
collision of railway trains, or subduing the shocks therefrom. To prevent the
collision of railway trains, or at any rate to prevent or diminish their terrible
consequences, is the object of this part of the Invention, and it is considered
that there are three conditions essentially necessary. 1st, that the engine-
driver, seeing the danger inevitable, should have the power of stopping the
train immediately; 2ndly, that the shock produced on the carriages by this
sudden stoppage should be counteracted; 3rdly, that the contact of two trains
coming in opposite directions, or one train running into another, should be
deprived of its force, or neutralized in such manner as to prevent its producing
any injurious effect upon the passengers who may be in the carriages, or even
to the carriages. None of these conditions have yet been complied with in
any of the systems now in use. The present mode of stopping a train is not
powerful enough to stop a train all at once. The breaks offer but a feeble
resistance to the impelling force, and do not check the effect of a shock, and
there is no apparatus placed in front of the engine, so as to receive the first
shock. There is no system of break, however powerful it may be, which can
have strength enough to stop a train immediately. I consider the best and
only means for checking the movement of a train immediately is to raise the
driving wheels of the engine from the rails, and allow it to rest upon a frame
carried by supports which slide along the rail. This object will be obtained

page_text: in the following manner :-The two ends of the axis of the driving wheels are
made to extend a little way beyond the bearings, the extended parts forming a
screw, as shewn at Figures 3 and 9, and the framing of the engine carries at
the two lower ends e, e, (Figure 2.) a double lever E, F, G; the points of
pressure of this lever are pieces of iron f.f, which form a shoe, and are placed
above, and at a small distance from the rails. The two ends 9 are connected
with and supported by the armiture h, i, j, the part k of which will be placed
immediately underneath the projecting part of the axle of the driving wheels
(see Figures 2, 3, and 9). The bent lever l, which turns upon the pin l,
keeps the armature h, i, j, raised above the rails sufficiently to prevent the
pieces from sliding thereon. m, n, (Figure 3,) are transverse rods for
connecting together the lever e, f, g, on both sides of the engine, preventing
at the same time this lever from changing its positions towards the rail when
it is put into action. In case of danger, the driver of the engine would draw
the upper arm of the lever l, causing it to turn on its pin, which removes
the supports that kept the arm h, i, j, raised from off the rails as well as
the levers e, f, g. These levers will then fall by their own weight, and the
pieces ff, will come in contact with the rails. The extended part of the
axle of the driving wheels carries also a disc of metal q, r, seen in Figures 3
and 9, which is divided into two half circles, the thickness of which
gradually increases from the part marked q, which is the thinnest, unto the
marked r, which is the thickest. The armiture h, i, j, shewn in Figure 9,
carries also projections, in such manner, that when the lever e, f, g, is lowered,
it is brought under the disc q, r, which in its movement pushes slightly against
the armature h, i, j, and causes the part k to take into the grooves of the
screw o, p, shewn at Figures 3 and 9. This screwed part being a truncated
cone, the armature h, i, j, cannot be lowered any more when the pieces fare.
in contact with the rails; it follows, that in the rotary movement the screw
must be lifted up a distance equal to the difference between the smallest and
the largest worms of the screw; and this screw being an extension of the axle
of the driving wheel, it follows, that as it is raised it also raises all the wheels
of the engine from off the rails, which will at once put a stop to the action of
its propelling power, and the engine will be supported by the four pieces f.
The lifting of the locomotive ought to be only so much as to break adhesion
between the wheels and the rails. This operation may be performed in less
than a second, for with half a turn of the driving wheel the armature h, i, j, is
brought under the action of the screw o, p,. in a contrary rotary direction; the
wheels are thus separated from contact with the rails, and the adherence
of the large wheels with the rails being removed, the action of the propelling

page_text: . power will cease, the pieces f will check in a few moments the momentum
of the train by .sliding and bearing on the rails with all the dead weight
of the engine which they support. Figure 10 represents an engine which
this checking system is shewn applied to. The engine may again be brought
into its proper working state to put the train in motion by reversing the driving
wheels one turn, and bringing the apparatus back, into its former position.
The instantaneous stopping of an engine propelled at an ordinary or moderate
speed always produces stocks to the carriages, which are thrown one
upon the other with a force proportionate to their momentum. If the
carriages are connected in the.manner described in the preceding clause, No. 5,
that is to say, by. means of a piston' working in a cylinder, the shocks will be
entirely subdued by the very powerful and invariable spring of compressed air.
If the carriages are connected by chains, and protected by buffers of the kind:
now in use, the action of the above-described apparatus might be dangerous if
applied to the locomotive without some precaution. In that case the break
must be applied to the two or threo last carriages in the train, and worked at
the moment the engineer shuts off the steam. All shocks which arise from
the sudden stoppage of the trains.will be completely destroyed by the applica
tion of the system of connecting the carringés together with the cylinders and
pistons, as described in the foregoing description, No. 5. It remains now to
explain the third condition which is necessary to prevent il corisequences
arising from a collision between two trains; and supposing the apparatus just
described should not be put into operation soon enough, so that the train niny
possess sufficient of its propelling force to cause danger, in such a case, security
may be guaranteed by the use of the system of a cylinder (as described
under No. 5), applied to the engine upon a large scale, and which upon being
compressed will prevent the consequences of the shock. For that purpose, a
large cylinder and piston is to be applied to the front of the engine, so that in.
meeting another train, the piston would press the air contained in the cylinder,
and check the force with which the trains would otherwise come against each
other. Figures 1 and 2.shew one of these cylinders. If the diameter of the
piston be meter 0.75, before it touches the bottom of the cylinder, the air
comprised therein will give a resistance equal to about 4,500 kilograms, when
the piston has arrived at half its course; about 13,500 kilograms; when at
three-quarters of its course; 31,500 kilograms, when at three-fourths of its
course; and, in fine, 67,500 kilograms when at fifteen-sixteenths of its
course. These calculations are made upon theory. Admitting that in practice
a portion of the air becomes. condensed by the act of compression, and
that the force obtained is only half of that stated, this half will be more

page_text: than sufficient to withstand the shock. One of these cylenders may be placed
upon a luggage carriage and placed in front of the engine. But if there
be a good system established of keeping up a constant and ready com-
munication between the driver of the engine and the guards of the carriages,
as well as with the passengers, at all times, and especially: during the night, or
during fogs, many of the accidents which now happen may be avoided.
Experience, unfortunately, tells us that at present there is no good system of
this character in operation, and that. the ordinary methods of communicating
between the guards and drivers of trains do not succeed; but: I believe. that
by the arrangements of which the descriptions follow (No. 7, 8, 9, 10), such a
system of signals may be adopted as will be completely successful..
No. 7. I will now describe one of these methods. for the prevention of
accident, by making signals between the guards. and drivers of a railway. train;
by the use of whistles and other apparatus acted upon by compressed air: In
Figure 11, A, B, C, D, is a cylindrical box, which contains two cylinders,
Band C; the first serves to compress the air by the aid of the cylinder, A, the
handle of which will be seen outside the box, the other one is the reservoir,
into which the air is compressed; this reservoir has an opening D, formed by
a safety valve; at this point of the apparatus is applied an instrument. of tlie
most suitable kind, as a whistle, horn, or trumpet, the working of which I will
now explain. When it is required to use this instrument, by turning the
handle a certain number of times, a certain number of atmospheres. will: bo
compressed into the reservoir. When the compression of the air has taken
place beyond the.point of the weight of the safety valve, it will. open,. and. a
rush of air will escape through. the opening. D, and pass into the whistling.
apparatus or other instrument, by which a sound will be given off to intimate
to the other parts of the train that something is wrong, or to be made use of
by giving out one, two, three, or a greater number of sounds to express any
signals that may be agreed upon, and be-preconcerted.
No. 8: I will now described another arrangement. for making signals
between the driver of the engine and the guards of a railway train, as well as
between the latter and the passengers in the carriages.. This improvement
consists in the affixing to or placing upon any railway carriage, locomotivė,
tender, truck, van, or vehicle of any kind, forming or intended to form part of
any train, two continuous pieces or lengths of metallic wire, chain, rod, bar;
plate, or band, extending the whole-length and from end to end of every.or
any such carrriage; &c., with one end of every such metallic-wire, &c. placed'
at or projecting, from each. end of every such carriage, locomotive, tender;

page_text: truck, van, or vehicle; and also fitted at each end in a suitable manner with a
flexible, pliable, or elastic piece of metallic rope, chain, or wire, and a suitable
mode of or contrivance for connecting or disconnecting so as to admit of con-
necting any such end of wire, chain, bar, plate, rod, or band so affixed to or
placed upon any carriage, &c. in a train, to any other such end of wire, &c. of
any other carriage in that train by close metallic contact; and also to admit
of easily disconnecting the end of every such wire, chain, bar, plate, rod, or
band from the end of any other such wire, &c.; the whole of the above-described
arrangement and contrivances being for the purpose of using the said pieces
or lengths of wire, chain, bar, plate, rod, or band affixed to or placed upon the
carriages, locomotive, tender, trucks, vans, or vehicles in a train, as well as the
flexible, pliable, or elastic connecting pieces and fittings respectively, as parts
of a metallic circuit, and when all connected with each other in a train from
carriage, locomotive, tender, truck, van, or vehicle, to carriage, locomotive,
tender, truck, van, or vehicle, to form a complete metallic circuit for electric
fluid (produced by the well-known action of a galvanic battery carried with
the train) through and along every carriage, locomotive, tender, truck, van, or
"vehicle of a train, from the locomotive in front to the last carriage behind, and
vico versa, to be used as a means or medium of preventing or guarding against
accidents, by making signals or communications from, to, and between the
guards, passengers, and drivers of railway-trains. I am aware that the use of
a metallic circuit for the transmission of electricity to make signals between
the drivers and guards and passengers of a railway train has been proposed
and described before the dato of my Patent, but the arrangements and appa-
ratus have been inefficient and useless in practice, owing to the impracticable
or imperfect methods adopted for forming the metallic circuit from carriage to
carriage throughout the train, and for connecting and disconnecting or length-
ening and shortening the wires forming such metallic circuit, as carriages are
added to or taken from a train. By the simple plan, above described, of
attaching to each carriage its two lengths of wire, with the arrangements for
connecting or disconnecting the ends of those lengths of wire, all difficulty is
obviated, every carriage carries with it constantly its part of the metallic
circuit, which is easily and promptly connected with the other parts thereof.
To render my description more intelligible, I will refer to the Drawing, Figures
20, 21, where the red lines (o+, o+, n+, n+) shew the direction of the wires,
and the manner in which they are placed. In order to render the insula-
tion of the wires perfect, and at the same time protect them from injury, I
prefer that they should be imbedded in a groove or channel cut into the wood-

page_text: work of the framing of the carriage in the direction shewn in the Drawing,
or in any other direction that may be found more suitable or convenient, the
wire itself being covered with a non-conducting material, and the groove or
channel in the woodwork of the framing being covered over or filled in with
narrow plates of metal or slips of wood, or otherwise secured, so that the wires
may be got at, should they require examination or alteration; or the wires may
be carried along the carriage in any required or convenient direction from end
to end, inside or outside the carriage, either at the bottom or the top, or under-
neath or at the sides of the carriage, in small tubes made of or lined with any
substance a non-conductor of electricity, or in metal tubes if the wires be
sufficiently covered and protected with a non-conducting material; although in
the Drawing I have shewn two lines of wire separated from cach other, one
along each side of the carriage, the two wires necessary to form the metallic
circuit may be placed in the same groove or channel in the woodwork of the
framing, or inside the same tube, or otherwise alongside each other, caro
being taken to insulate each wire completely in its whole length by covering
it with a non-conducting material, so as to render lateral contact between the
two wires impossible.
No. 9. I will now describe the arrangement for connecting and disconnecting
with and from each other the ends of the wires attached to the carriages, in the
manner described in the last-mentioned improvement, No. 8. This improve-
ment consists in the adaptation or use of pliable, flexible, or elastic lengths
or pieces of metallic rope, chain, or wire, attached to the ends of the wire,
&c., last described, No. 8, or detached for the purpose of connecting the end
or ends of metallic wire, chain, rod, bar, plate, or band, laid down, placed upon,
or affixed as above described (No. 8), in or upon any railway carriage, loco-
motive, tender, truck, van, or vehicle, in a train, with the end or ends of any
other wire, chain, rod, bar, plate, or band laid down or affixed upon or to any
other carriage, locomotive, tender, truck, van, or vehicle in the same train.
In the Drawing, Figures 20, 21, the letters p, p, shew the ends of the wires
fixed to a carriage; r, r, are connecting pieces, of either metallic rope, chain,
or wire, which may be attached to the ends p, p, permanently on each car-
riage, and remain suspended ready for connexion, or they may be detached
pieces to be used as required; 8, s, shews those connecting pieces attached to
the ends of the fixed wires p, p, between two carriages; t, t, shows those con-
necting pieces attached together at the end of a carriage, supposed to be the
last in a train, to complete the metallic circuit. q, q, represents the ends of
the branch wires brought to the top of each carriage, to enable the guard to
connect or disconnect the metallic circuit, and make or break contact by.

page_text: means of a suitable apparatus and arrangement for that purpose. I propose
that the ends of the wires and connecting pieces intended to be connected
together, be fitted with clasps and spring locks made after the manner of a
bracelet clasp, the pressure of the spring of which shall cause close and perfect
metallic contact between the ends of the wires when connected by means of
those clasps. Many other modes of connexion may be made use of, but in-all
of them the principle of close contact between the parts intended to form the
metallic circuit must be comprised...
No.: 10. I will now describe an improved mode of making signals or.com-
munications to the driver, or. guards of a railway train. In the preceding
improvements, No. 8 and 9, I have made mention of electricity or galvanism;
and of a metallic circuit, as the means or medium of making signals and
communications from one part to any other part of a railway. train, and I have
referred to the use of a galvanic battery for that purpose; but I do not claim
the use or application of either of those agents for the purpose of making
signals or communications in the way herein-befere referred to and described;
having introduced the mention of them only to illustrate the improvements;
No. 8 and 9, which consists of the arrangements described for affixing: or
placing upon any or every railway carriage; &c., pieces. or. lengths of wire, &c.,
to remain permanently attached to every carriage, and form parts of a metallic
circuit for the transmission of electricity, when all of such parts in a train are
connected together by means of flexible, pliable,, or elastic pieces of rope,
chain, or wire,, as before referred to and described. But in addition to those
improvements. (No. 8 and 9), I now propose under this head (No. 10), when
the arrangements before described for the transmission of electricity through
a train. are made, to apply the electrical power or action. obtained from
a galvanic battery by any of the methods well known and. practised, to
actuate and put in motion a.bell, gong,, or alarum, and also a. needle, pointer,
or hand, rotating or vibrating, as electricity is, applied thereto, on a dial
or any other. plate, having certain directions or signals engraved or marked
thercon, and placed immediately in sight of the driver of the engine or
the guard to whom signals or communications have to be made;and.the.
mode in which I propose to bring this improvement into practice: is to.
fix the bell, gong, or alarum, and the dial or other plate with the direc
tions or signals engraved, or in any marked thereon, close to and immediately.
in sight of the driver or guard, that is to say, if for the use and direction.
of the driver,, upon or close to the end of the boiler of the engine where.
the driver takes his stand; and if for the use and direction of the guard, upon
or close to his seat in or on the carriage, so that either the driver or the

page_text: 6
guard can immediately hear the bell, gong, or alarum, when, struck to com-
mand his 'attention, and in a moment.see distinctly the action of the needle or
pointer which is to denote the signal or communication made to him. In the
case of the guard; the indications upon the dial would consist of a set of com-
munications such as the passengers may be considered to find it necessary to
make to tlie 'guard, such as " a passenger is ill," an accident has 'happened to
the carriage," "stop immediately," "stop" at the next station;" &c. In the
case of the driver, the indications on the dial would be of the nature of those
marked upon the dial in the Drawing, Fig. 24, being directions to him from
the guard, namely, "stop," "go on," "fast," "full speed," "slower," "very
slow," and any others that experience may prove to be useful or requisite.
A great advantage which I propose from this arrangement in the latter case,
in addition to the importance of transmitting signals at will and.' momentarily
from the guard to the driver, is to place the direction and management of
the train and of the locomotive itself under the controul and orders of the
guard, by enabling him to give his directions to the driver of the engine, and
not only to give him timely notice of approaching danger before or behind the
train, or of any accident to any carriage, by the breaking of an axle or a
wheel or otherwise, but also to controul and direct the speed of the engine and
time the journey of the train just as the guard of a mail coach on a.turnpike
road controuls and directs the driver of the horses, and times the journey of
the coach. By that arrangement the attention of the driver of the engine
will be exclusively devoted to the care of the engine, his attention not being
distracted by the duties of timing the journey, keeping a constant look-out;
and in fact conducting the train when in motion, all of which now entirely
devolves upon 'him, and are the cause of many accidents; he will be able to
attend more carefully to the state of his fire, the supply of water in his boiler,
the pressure of steam, and the management of his engine and breaks, upon
which the safety and lives of the passengers so much dépend, and the necessary
attention to which duties on the part of the driver very often render'it impos-
sible for him to be on the look-out at the very moment when danger is at
hand. In the proposed arrangement; the bell; gong, or alarum will first be
struck to command the attention of the driver, who will fix his eyes on the
dial and obey the signal at which the needle or pointer, after it is put in
motion, remains stationery, all of which movements will be effected in a few.
moments of time.
•
'
No. 11. I will now describe a new kind of buffers for railway carriages,
called "outer spring buffers," to be used in addition to and outside of or with
out and in lieu of the buffers ordinarily in use. This improvement consists of

page_text: a new kind or description of railway buffers, herein named "outer. spring
buffers," which are attached to or form the two extreme ends of a steel spring
placed horizontally, of which spring the centre is attached and firmly fixed to
a projecting block or cross piece of wood or iron, called the outer buffer block,
at each end of any railway carriage, locomotive, tender, truck, van, or vehicle,
each of such outer buffers or extreme ends of such steel springs being so con-
structed and fitted as that it can be easily connected with and disconnected
from any similar or corresponding outer spring buffers or end of such steel
springs attached to any other carriage, locomotive, tender, truck, van, or
vehicle, and so as that such means of a contrivance for so connecting or dis-
connecting such outer spring buffers or extreme ends of such springs, shall be
or form the means of connecting and disconnecting the carriages, locomotives,
tenders, trucks, vans, or vehicles of a railway train with and from each other,
and that the inner end or side next to the carriage of every such outer spring
buffer or extremity of such springs, when sufficiently compressed, shall abut
upon and press against the corresponding inner buffer ordinarily used on rail-
way carriages. In the Drawing, Figure 21, these outer spring buffers and
the arrangements connected with them are shown. 9. g, are the buffers
attached to and at the extremities of the spring h, h; i is the outer buffer block
to carry the spring h, h, which is firmly fixed to its block and to the transverse
beam of the framing of the carriage by the bolt and screws j, j, one, two, or
more of which may be used if necessary.
No. 12. I will now describe an improved mode of constructing and arrang-
ing buffer beam, or tubes and rods. I take a beam of wood, or a tube of iron
or other metal or material of suitable strength, and place it lengthways from
end to end of the carriage, one on each side. I arrange these beams or tubes
so as to receive and bear the blow or shock of the buffers when driven home,
in case of collision upon the end of every such beam or tube, and transmit such
blow or shock to or against any carriage in a train from buffer beam or tube
to buffer beam or tube, without crushing, damaging, or disturbing any part of
the fabric or structure of any carriage in the train; and this arrangement I
effect in the following manner :-If I use a beam of wood, I bore a cylindrical
or other passage through the centre of the beam, of a diameter a little larger
than that of the buffer rod; or I construct such beam of two parts, each of the
length of the carriage, or rather longer, with one half of the cylindrical or
other passage grooved out of each, so that when laid one upon the other, the
cylindrical or other passage is formed in the centre, and I unite the two parts
together with marine glue, or other strong cement. If I use a tube, I provide.
that its internal diameter shall in like manner be a little greater than that of

page_text: the buffer rod, so that in either case the rod can work freely in the cylindrical
other passage. I make an opening on the inner side at the middle of the
beam or tube of sufficient length to admit of the play of the end of the rod-
against the buffer spring usually placed on its bed underneath the carriage.
By this arrangement, when the buffer by a shock or collision is driven home,
it will strike against the end of the beam or tube, and cannot possibly bo
displaced or thrust into the carriage.
No. 13. I will now describe an arrangement for strengthening the frame of
railway carriages, so as to admit of placing buffer beams, tubes, or rods at or.
near the top of a carriage. This improvement consists in making the frame-
work of the bottom, sides, partitions, & roofs of any railway carriage, &c. of
sufficient strength to support and admit of placing and fixing buffer beams,
tubes, or rods upon or immediately under the roof, as well as at the lower part
of any carriage, &c., so as to receive and transmit the shock of collision upon.
and from buffer beam, tube, or rod to buffer beam, tube, or rod of the carriages
respectively, at the top as well as the lower part of any carriage, without
injury or damage to the fabric or structure of any part of any carriage.
No. 14. I will now describe an improvement consisting of the use and
application of buffers at or near the top of railway carriages. This im-
provement consists in placing and fixing at or near the top or roof, and pro-.
jecting from each end of any or every carriage, locomotive, tender, truck,
van, or vehicle, buffers, hereby named "top buffers," to distinguish them
from the buffers placed at the lower parts of railway carriages, as now in
ordinary use, so that in case of the violent shock or pressure of carriages,
locomotives, tenders, trucks, vans, or vehicles in a train upon each other, or in
case of collision, such top buffers may come in contact with and press upon
each other, that is to say, so that the "top buffers" of any or every carriage
shall come in contact with and be pressed against the corresponding top buffers
of the preceding or following carriage, locomotive, tender, truck, van, or vehicle
of the train, and thereby, by forming points of contact at the top as well as at
the bottom of every carriage with the preceding and following carriages, shall
prevent the riding or thrusting up of any carriage by violent pressure at the
lower buffers or parts of such carriage against, upon, or into any other following
or preceding carriage, and thereby also prevent any carriage from crushing
into, breaking, or damaging any other carriage in the train before or behind at
the time of collision or violent concussion. The value of this improvement as
a protection to the lives and persons of passengers is very great, inasmuch
as the present arrangement of buffers, by placing them in a single line, of
which the plane is at a low point of the carriages, often lower than the centre.

page_text: of gravity, naturally tends (if any part of the plane.inclines from a perfect
level, or if some of the buffers or rods. are lower or higher than others), to
thrust the carriages upwards, and in fact, by producing that effect, has in many
collisions of railway trains caused a lamentable destruction of human life, from
the terrible catastrophe on the Versailles railway up to the last calamity on
the London and North-western. The top buffers, placed. as, described and
shewn in the Drawings, Figures 18, 19, 20, will effectually counteract any
tendency of the carriages to ride up when pressed upon each other, and by
giving greater solidity to the train in case of pressure of the carriages upon
cach other will prevent jumping, and keep every carriage: more.securely on the
rails. They will also in great measure obviate any danger from propelling a
train with an engine from behind.
No. 15. I will now describe an improvement in the mode of connecting
railway carriages with each other, for the purpose of traction or propulsion of
the carriages' forming a train. This Invention consists in.a mode of connect-
ing railway carriages, locomotives, tenders, trucks, vans, or-vehicles, with each
other, for the purpose of traction, by and at two points of contact,.before and.
behind every such carriage, locomotive, tender; truck, van, or..vehicle, instead
of by or at one point of contact at the centre of each end, as is at present
invariably practised, such two points of contact and connexion for the purpose
of traction to' be 'at each end, and as near as may be to the sides of the
carriages, locomotives, tenders, trucks, vans, or vehicles; the object of this im-
provement being to prevent or diminish the oscillation of carriages, &c. in a
train in motion. It is obvious that when carriages in a train moving at a high
velocity are attached to each other only at one point in the centre; as at present
is the practice, they must have a strong tendency (especially the last carriage) to.
oscillate or rock from rail to rail, if the slightest obstacle be presented on the
rail to either of the wheels 'or to the side of the flanche. It is also obvious,.
that if the carriages are attached at two points, as above provided for, the ten-
dency to oscillate will be counteracted, if not obviated entirely; but in using
two points of contact for the purpose of traction instead of one, it becomes
necessary to guard against too great a degree of rigidity in the motion of the
train and position of the carriages with respect to each other in rounding curves.
I therefore propose using this improvement, in combination with a preceding
one, No: 11, by making use of the ends of 'the springs of the "outer spring"
buffers," or rather the outer spring buffers themselves, as the points of con-
nexion and traction between the carriages. The flexible' movement of those
springs will cause the connecting points to expand or contract, or rather to
yield on either side, exactly as the line of direction of the train may require.

page_text: The arrangement whereby the last-mentioned improvements, Nos. 13, 14, 15,
are carried into effect, will be more clearly perceived by referring to the Draw-
ings, Figures 18, 19, 20, and 21, in all of which the same letters represent
the same parts. Figure 18 shews the verticle section of one side of the framing
of a carriage; Figure 19, a side view of a train of carriages, with top and
bottom buffers; Figure 20, an end view of a carriage, with top and bottom.
buffers; Figure 21, a plan of the bottom timbers or framing of a carriage;
Figure 22, buffer beam and tube, with cylindrical passage. inside to receive
buffer rod; 'Figure 23, the arrangement for connecting .the ends of the outer
spring buffers. a, a, buffers, placed at the bottom of the carriage, as at present
in use; b, b; top buffers, described as improvement No. 14; ;c, c, bottom buffer
beam or bed; d, d, top buffer beam or bed; e, e, uprights of frame to support
top buffer beam at the ends of the carriages, and also forming the door jambs;
ff, diagonal timbers to strengthen framing; 9, 9,..outer: spring buffers,
attached to and at the ends of the spring h; h, h, outer buffer springs; i, i,
outer buffer block for spring; j, j, bolt and screws to secure springs.to end of
carriage; k, l, vertical iron pius' (k. being longer. than 1) to connect carriages
by the outer buffers, fixed one (k) on the right-hand, buffer, the other (l).on
the left-hand buffer, before and behind each carriage, or vice versa, so that k
will be fixed. to the buffer of one carriage, and to the opposite buffer of the
next carriage. m, a sliding clamp or clasp, inade to embrace both pins k; 1,
and bring them in close contact; m is so made that being placed over the pin k,
and secured by a top screw o from coming off; it will slide up and down on tho
pin k. By sliding tho clasp up to the top of the piu.k, the pin.l, fixed upon
the buffer of the next carriage, is brought in contact with the pin k, when tho
clamp or clasp being lowered, over the pin.l, it embraces both the pins.. At
one end of the clasp m. is a pressure screw. n, by. which the two pins will..be
securely connected together, or they may be so connected by having a worm
on the upper part of the pin k, to admit of the clamp or clasp m being screwed
down to its place by the nut screw o (shewn in Fig. 21), an iron strap.or.chain
to act as a bridle to restrain any action of the springs h, h,.from,the, traction
of engine upon the train when in-motion, "but leaving the springs free to yield
to the propelling action or momentum of the carriages, &c., one against the
other..
..No. 16. I will now describe a new method of securing. the tires, of.wheels of
locomotives and railway.carriages, so as to prevent their flying.off in the event
of a fracture, which has been the cause of many.serious..railway accidents.'
Although in the annexed Drawings, Figures 25, 26, 27, 28, 29, there are only.
four plans shewn, the forms may be varied in many ways.; but they must all,.

page_text: nevertheless, be modifications in the application of the principle of this
improvement, and which may be described as the way of putting on and
securing the tire of a wheel when in a circular and completed form, so as to
obtain a continuous hold on the rim of the wheel by the adhesion of its parts,
which has hitherto not been accomplished. The tire A having been rolled as
near as possible to its shape, and welded and formed to the exact circumference
of the whee', is afterwards to be turned in the lathe to the correct shape; the
rim B and spoke C are to be forged and welded, also as near to their shape as
possible, and then to be turned likewise to the exact. form of the indentations
of the tire. When ready for fixing, the tire is to be heated to such a tem-
perature as will expand it to three-quartors of an inch or an inch in diameter..
When taken from the furnace it must be placed on a level iron plate, and the
wheel immediately lowered into it (see Drawing, Fig. 29); which being done,
the tire, by contraction, will draw itself gradually into the corresponding inden-
tations in the wheel. When this has taken place, so far that the parts hold to
each other, the wheel, with the tire attached to it, is to be immersed in a tank
of cold water, to complete the contraction. The rivets D, D, or tap screw E,
as shown in the Drawings, are then to be fixed at a distance of about three
feet apart, the object of which is to keep the tire from springing from the rim
of the wheel in the event of a fracture; and as each part of the tire at F has
a hold of the rim of the wheel throughout the circumference, the impossibility
of its flying off will be apparent.
In Figure 26, instead of using a rivet or screw, the part G is to be filled
with melted zinc or other metal, which plan may be considered as giving a
more perfect hold of the parts to each other than either of the others.
Having thus described the nature and objects of the aforesaid improvements,
and also in what manner the same are to be understood, ascertained, and
performed, I now declare, that I do not claim, as parts of the Invention for
which I have obtained Her Majesty's Letters Patent as aforesaid, any of the
parts of railway carriages, locomotives, or engines, or modes of making signals,
or preventing accidents, which, before the date of the aforesaid Letters Patent
were known and in use, having only made mention of or referred to the parts
of railway carriages, locomotives, or engines, or modes of making signals, or
preventing accidents, heretofore known and in use, in order better and more
fully to explain and illustrate the manufacture, use, and practical application
of the improvements which do form parts of the aforesaid Invention, under the
before-recited Letters Patent. And I therefore further declare that I do not
claim, as of the Invention for which the aforesaid Letters Patent have been
granted, any but the improvements which are herein-after mentioned and set

page_text: forth as my claims under the aforesaid Letters Patent, and numbered as
claims No. 1 to No. 23 iuclusive; but I do claim, as of the Invention secured
to be by and under the aforesaid Letters Patent, the particular modes of
arrangement and particular combinations of parts forming the following
improvements, namely,―
1st Claim. The method of fixing the rails in the chairs by means of screw
bolts, as herein-before described under the head No. 1, and shewn in the
Drawing, Figure 4.
2nd Claim. The two additional vertical wheels, called safety wheels, affixed
to any locomotive, and provided with a jointed bent lever, to keep the safety
wheels on the rails, in and after the manner herein-before described under
head No. 1, and shewn in the Drawings, Figures 1 and 2.
3rd Claim. The two additional horizontal wheels, also heroin-before described
under the head No. 1, and designated in the Drawings, Figures 1 and 2, by
the letters d, d.
4th Claim. The system of levers and chains attached to any carriage,
together with the apparatus connected therewith, to be brought into action by
the breaking of an axle or other accident acting from one carriage to another,
and closing the valve through which steam is supplied to the engine, so as to
stop its working, in the manner herein-before set forth, and described under
head No. 2, and more fully explained by reference to the Drawings,
Figures 14, 15, 17.
5th Claim. The arrangements of supports in connexion with a rod, and
acted upon by a bent lever to sustain a carriage from falling over, as herein-
before described under head No. 2, and particularly referred to in the
Drawings, Figures 15 and 16, by the letters A, B, and C, D, and r, s, t.
6th Claim. An arrangement, consisting of two pinions and a toothed wheel;
and other apparatus, together with a treadle and bell, to be fixed to a loco-
motive engine, and by a self-acting movement, when the engine is in motion,
to act upon the steam valve and shut off the steam from the cylinders;
the whole constructed and arranged in the manuer herein-before described
under. head No. 3, and more fully shewn and explained by reference to
Figures 2, 3, 7, in the Drawings.
7th Claim. The apparatus and mechanism for measuring and counting the
speed of an engine, as herein-before fully described under head No. 4, and
shewn in the Drawings, Figure 2 and 8, and 5 and 6.
8th Claim. A mode of constructing, arranging, and fixing to any railway
carriage in a train, an air cylinder and piston, to be used for connecting
carriages together in a train, and also to act, by producing resistance of com

page_text: pressed air, as a spring in every such cylinder, as a means of preventing or
subduing the effect of the collision of trains, or of violent shocks against rail-
way carriages; the whole of the construction and arrangement of the various
parts as herein-before described under head No. 5, and particularly referred to
and shewn in the Drawings, Figure 12, 13.
9th Claim. The mechanical arrangements for lifting the wheels of a loco-
motive engine off from contact with the rails, and simultaneously placing the
whole weight of the engine upon four supports, provided with shoes, resting
and sliding upon the rails; the whole of the said arrangements as. herein-before
fully described and set forth under head No: 6; and particularly shewn and
explained in the Drawings; Figure 2, 3, 9, 10.
10th Claim. The placing in front of any locomotive, or upon a truck in
the front thereof, a large air cylinder and piston, constructed, arranged, and
fixed as herein-before described under head No. 5, and referred to under head.
No. 6, to be used and to act as a powerful spring of compressed air to .break
the force of the shock in.case of the engine coming in collision with a train or
any.object..
"
... i
11th Claim. The mode: of constructing, arranging, and: using an apparatus
to produce sounds. in.a whistle.or other instrument by means of compressed
.air, as herein-before particularly described and shewn under head No-7; and-in
Drawings, Figure 11..
12th Claim. The affixing to or placing upon any or every, railway.carriage,
locomotive, tender,. truck, van, or other vehicle forming or intended to form part
of a train, two pieces or lengths of metallic wire, chain, ród,.bar, pláte, or band;
to remain attached to every such railway carriage, locomotive, tender, truck,
van, or other vehicle, for the purpose of forming and being used as .parts of a
metallic circuit for the transmission of electricity, to make signals and com-
munications on. and through a train, by bringing the ends of. such pieces or
lengths of wire, &c. attached to any carriage,. &c. in contact with the ends
of any such pieces or length of wire, &c. attached to the preceding or following
carriage in a train, according as the same is herein-before described and
explained under the head No. 8, and referred to and sliewn in Drawings,
Figures 20, 21; that is to say, I claim only the affixing to or placing upon any
carriage, &c. the wire, &c., as above described and referred to; .but I do not
claim, as of the Invention secured by the aforesaid Letters Patent, the use: of
electricity or of a metallic circuit for the transmission of signals.
13th Claim. The adaptation.or use of pliable, flexible, or elastic lengths: or
pieces of metallic rope, chain, or wire, either remaining attached and suspended
to the ends of the wires, &c. affixed to or placed upon any carriage, &c., and

page_text: herein-before described under head No. 9, or in detached pieces or lengths,
in either way to be used for the purpose of forming the connecting parts.
between the wires, &c. affixed to or placed upon the carriages, &c. in a train, in
the manner above.mentioned under.. head. No. 8, as particularly described
under head No. 9, and shewn in the. Drawings, Figures 20, 21, by the letters r.
and t.
14th Claim. The attaching to or placing upon or near to the end of the
engine where the driver takes his stand, or upon or near to. the seat of any
railway guard, à.bell, göng, or alarum, and .a dial or other plate on which
signals or communications ȧre, marked,. such bell, gong, or.alarum, and such
signals or communications, to be actuated or designated by electrical -or
galvanic action transmitted through a metallic circuit, the arrangement being
made in the manner herein-before particularly described under head No. 10,
and referred to in Drawing, Figure 24; that is to say, I claim the attaching or
placing of the bell, gong, or 'alarum, and of the dial or other plate, in the
manner and for the purposes herein-before mentioned and described. (see head
No. 10); but I do not claim the use of electricity or of a metallic circuit or
galvanic battery for the transmission of 'signals.
15th Claim. The construction, arrangement, and. use of .a. new kind of
buffers, which I call outer spring buffers, in addition to and outside of, or.
without and in lieu of the buffers in ordinary use, after the manner. herein-
before described under head No.-11, and shewn in the Drawings, Figure 21.
16th Claim. The improved mode of constructing and arranging buffer
beams or tubes and rods, after the manner herein-before described under head
No. 12, and shewn in Drawings, Figure 22.
17th Claim. The placing of buffer beams or tubes and rods at or near to the
top of railway carriages, in the manner herein-before described under head
No., 13, and shewn in Drawings, Figures 18, 19.
18th Claim. The strengthening the framing of the sides, ends, and partitions
of railway carriages by upright and diagonal supports of wood or iron, so as to
give sufficient strength to the carriago.to carry buffer beams or tubes and rods
upon or near to the top thereof, in the manner herein-before described under
head No. 13, and shewn in Drawing, Figure. 18.
19th Claim. The use, application, and fixing of buffers at or near to the top
of railway carriages, locomotives, tenders, trucks, vans, or vehicles' of any kind,
as herein-before referred to and, described under head No. 14, and shewn in
Drawings, Figures 18, 19, 20.
20th Claim. The connecting of railway carriages to each other at two
points at each end and near to the outside, to be used as points of traction,

page_text: instead of at one point in the centre, as explained and described under head
No. 15, and shewn in Drawings, Figure 21.
21st Claim. The use of the outer spring buffers described under. head
No. 11, as the two points of connexion referred to in claim 20, and described
under head No. 15, and shewn in Drawing, Figure 21.
22nd Claim. The contrivance or arrangement for connecting the opposite
buffers of carriages in a train with each other by means of two pins or rods
affixed to the buffers, and a clamp or clasp passing over them and attaching.
them firmly to each other by means of a worm and screw, in the manner
herein-before described under head No. 15, and shewn in the Drawings,
Figure 23.
23rd Claim. The particular mode of securing the tires of wheels of locomo-
tives and railway carriages so as to prevent their flying off in the event of a
fracture, in and after the manner herein-before described under head No. 16,
and particularly shewn and explained in the Drawings, Figures 25, 26,
27, 28, 29.
And I further declare that the modes of arrangement, construction, and
combination of the various parts of the foregoing claims are herein-before
specified, described, and set forth under the before-mentioned heads Number
1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, and 16 respectively.
In witness whereof, I, the said Alexander Symons, have hereunto set my
hand and seal, this Fifteenth day of December, in the year of our Lord
One thousand eight hundred and forty-seven.
AND BE IT REMEMBERED, that on the same Fifteenth day of December,
in the year above mentioned, the aforesaid Alexander Symons came before
our Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained, in form above written.
And also the Specification aforesaid was stamped according to the tenor of
the Statute in that case made and provided.