MENTS IN ELECTRICAL TRAIN INTERCOMMUNICATION. PARTS INVENTION ARE APPLICABLE TO ELECTRO-MAGNETIC APPARATUS. AND OTHER OF WHICH ELECTRICAL
Year: 1868

page_text: IMPROVE.
LETTERS PATENT to Samuel Manley Martin, of Pinner. and Samuel
Alfred Varley, of 66, Roman Road, Holloway, both in the County
of Middlesex, Telegraph Engineers, for the Invention of
MENTS IN ELECTRICAL TRAIN INTERCOMMUNICATION. PARTS
INVENTION ARE APPLICABLE TO ELECTRO-MAGNETIC
APPARATUS.
AND OTHER
OF
WHICH
ELECTRICAL
Sealed the 24th July 1868, and dated the 29th January 1868.
PROVISIONAL SPECIFICATION ell by the said Samuel Mank y
Martin and Samuel Alfred Varley at the Office of the Com-
missioners of Patent, with their Petition, on the 29th January
1868.
We, SAMUEL MANLLY MARTIN, of Pinner, and SAMUEL ALFRED
VARLLY, of 66, Roman Road, Holloway, both in the County of
Middlesex. Telegraph Engineers, do hereby declare the nature of the
said Invention for IMPROVEMENTS IN ELECTRICAL TRAIN INTERCOMMUNICA-
TION. PARTS OF WHICH INVENTION ARE APPLICABLE TO ELECTRO-MAGNETIC AND
OTHER ELECTRICAL APPARATUS. to be as follows:-
This Invention relates to improvements on two former Inventions
for electrical train intercommunication, and in the construction of
Price 8d 1

page_text: apparatus connected therewith, for which Letters Patent were granted
to us bearing date the 5th day of April 1866, No. 966, and for which
Letters Patent were granted to us bearing date the 30th day of July
1867, No. 2207.
Our Invention consists,-
Firstly. Of improvements in the construction of the electrical coupling
ropes connecting vehicle and vehicle.
Secondly. In an arrangement for indicating to the engine driver and
guards whenever a train or a vehicle breaks away.
Thirdly. In the construction of electrical alarums and in parts ef
the apparatus connected therewith.
Fourthly. In the construction of apparatus to be placed in the
carriages to enable the passengers to communicate with the guards
and engine driver.
Fifthly. In the construction of cells for galvanic batteries for the
same, and applicable to other purposes.
Sixthly. In the construction of galvanic batteries and tools, by means
of which they may be more easily renewed.
Seventhly. In a method of generating electricity by mechanical force.
We construct our coupling ropes of wire rope, which we call the core,
over which is wound spirally one or more wires, and we prefer these
wires previously to their being wound round the core to be surrounded
with a wire wrapped spirally upon them. A hempen core or thin steel
plates similar to those used in the manufacture of crinolines may be
substituted for the wire rope; the whole is then covered with hemp or
other suitable material to protect it. These ropes are connected to eyes
at one end made by preference of cast iron, and these eyes are wrapped
with copper or other suitable wire where they make electrical contact,
the other end of the coupling is connected with the wire running from
end to end of the carriages.
Our method of giving notice when a train has broken away is an
addition to the spring hook and eye coupling described in the Specifica-
tion of a former Invention, for which Letters Patent were granted to
us bearing date July 30th 1867, No. 2207. We joint the box containing
the hook to a plate of metal which is attached to the carriage, and which

page_text: we call the back plate," this joint is generally made at the lower
portion of the box, a lug is attached to the upper end of the box; this
lug passes through a staple usually cast in one solid piece with the
"back plate" and large enough to allow the lug to be moved forward to
any desired fixed amount. The box is held close to the back plate by
means of a spring. A flat spring which we call the contact spring is
attached to a projection on the upper portion of the back plate and
presses upon the top of the lug. When the couplings are unduly
strained the box is pulled forward and the contact spring drops down
behind the lug and comes in contact with a piece of metal closing the
electric circuit and rendering the alarums in the van and on the engine
active. Shortly after the contact spring has dropped behind the lug its
further motion is arrested by the staple, the hook of the coupling then
opens and the coupling eyes become detached from the hooks.
We construct the electro-magnets which actuate and form part of our
alarums in the following manner: We take a piece of soft iron of a
suitable length and size for the core and flatten it in the centre; we
then drill a hole through the flattened portion, the core is then wrapped
with insulated wire and the extremities of the soft iron core are usually
connected by means of a soft iron bridge, the core is then divided or
nearly so in the centre, a piece of soft-iron mounted on an axle works
just freely in the circular space in the centre of the electro-magnet;
this axle passes through a light lever which we call the striking lever,
and to which it is attached. A hammer is fixed to one end of this bar,
and a balance weight a little heavier than the hammer to the other;
the normal position of this bar is at right angles to the core of the
electro-magnet. When the circuit is closed the piece of soft iron
working in the centre of the electro-magnet arranges itself in the same
direction as the electro-magnet, moving a quarter of a circle or nearly so,
and causing the hammer to strike a bell. To make this bell ring
continuously when the circuit is closed the balance weight a
before the bell is struck raises a lever, which we call the
break lever," and divides the circuit. The striking bar now assumes a
vertical position, and an arm projecting from it comes in contact with
the "make-and-break lever and forces it into contact with an insulated
piece of metal and again closes the circuit. The "make-and-break lever
is mounted on an axle, and is either a permanent magnet, one pole
little
make-and-

page_text: of which may work between two pieces of soft iron, or is made of
soft iron and works between the poles of two permanent magnets.
One of the main features of this arrangement is that no springs
are required as is the case in the usual construction of electric alarums.
To make the apparatus compact and also to obtain increased power
we sometimes arrange two or more of these electro-magnets behind
one another, and mount a corresponding number of armatures on the
axle. When we do this for greater simplicity of construction we
sometimes do not flatten the soft iron cores in the centre, but either
cut the cores in the centre right through wide enough to allow the
armatures to move just freely between, or the cores of each electro-
magnet may be made of two pieces. The plan hitherto most generally
adopted in the construction of electro-magnets is to wrap the insulated
wire in one or two sections, and to so connect them that the electric
current passes through the one series of convolutions before entering
the other. We prefer to wrap them in sections of 4, 6, S. or more, and
to connect these sections side by side, so that the electric current divides
itself among them, passing through all at the same time; this enables
us to employ a much larger number of convolutions of insulated wire
without seriously increasing the resistance of the circuit, and con-
sequently to obtain greater power out of a given amount of electric
force. This part of our Invention may be applied to nearly all electro-
magnets and galvanometers.
We construct our apparatus for enabling passengers to communicate
with the guards and engine driver by means of what we term lever
boxes; these are made by preference of cast iron. A lever attached
to an axle, which has a cam on it, is mounted in the box and can be
moved by a handle projecting through the box, a detent or click rests
upon this cam. The passengers have access to the handle. When the
handle is pulled beyond a certain fixed amount the click drops into a
notch in the cam and a metallic pin comes into contact with an insulated
spring and closes the electric circuit. The handle cannot be replaced
excepting by means of a key made specially for the purpose and which
is kept by the officials in charge of the train.
We construct our cells for galvanic batteries in the following
mannerWe construct a mould of the shape of the cell, over this
we wrap a piece of calico or other suitable fabric which may be soaked

page_text: En Paymeny on nanay rain.
previously in varnish; we then wrap a sheet of india-rubber closing
the bottom and uniting the seams either by warmth and pressure or
by means of a suitable solvent in such a way as to form a cell. The
india-rubber cell is made in the first instance higher than it is intended
to be when finished, the sides of the cell may now be stiffened by
placing thin sheets of wood of the height the cell is intended to be
when finished and binding this by tape or calico. Another sheet of
india-rubber is then wrapped over the whole, and the bottom closed,
and seams joined as before de-cribed. The extra length of the first
sheet of india-rubber is then folded back over the outer sheet of
india-rubber and made to adhere to it either by heat and pressure
or by means of a suitable solvent. The power of what are known as
sulphate batteries becomes very much reduced after they have been
in action for some time owing to copper being deposited and adhering
to the zine; when this takes place the most effectual way of restoring
the action is to take away the zine plates and replace them with
new ones. To enable the zinc plates to be readily removed instead
of rivetting the copper straps attached to the positive and negative
elements of the battery, as is usually done, we unite them by ordinary
tinman's or plumber's solder, and in order that this may be readily done
we bend the ends of the copper of the positive and negative elements
so that they lie flat against each other a little above the cells, and
construct a soldering iron of the form of a pair of tongs which is kept
heated by a spirit lamp. To remove the old zine plates the copper straps
are grasped by the heated jaws of the tongs and unsoldered; new plates
are then placed in the battery and soldered together and the batteries
are at once renewed without the trouble of removal.
For ringing electrie bells we sometimes use a simple form of magneto-
electric machine. We mount two sets of magnets on an iron plate
opposite one another, a single horse-shoe magnet may in some cases be
substituted for the two sets of magnets. The poles are usually armed
with soft iron horns to concentrate the magnetism to a point in each set.
A soft iron toothed wheel attached to an iron axle moves just freely
between the poles of the two sets of magnets, and is so constructed
that when one tooth of the wheel is opposite the soft iron horn of the
one set of magnets the space between the teeth is opposite the other
soft iron horn. On revolving the toothed wheel the magnetic circuit
becomes closed alternately with the one set of magnets and the other.

page_text: The soft iron axle is placed through the centre of a coil of insulated
wire and negative and positive currents of electricity generated on
revolving the toothed wheel.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Samuel Manley Martin and Samuel Alfred Varley
in the Great Seal Patent Office on the 29th July 1868.
TO ALL TO WHOM THESE PRESENTS SHALL COME. we, SAMPEL
MANLEY MARTIN, of Pinner, and SAMUEL ALFRED VARLEY, of 66.
Roman Road, Holloway, both in the County of Middlesex, Telegraph
Engineers, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-ninth day of January, in the
year of our Lord One thousand eight hundred and sixty-eight, in the
thirty-first year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto us, the said Samuel Manley Martin and Samuel
Alfred Varley, Her special licence that we, the said Samuel Manley
Martin and Samuel Alfred Varley, our executors, administrators, and
assigns, or such others as we, the said Samuel Manley Martin and
Samuel Alfred Varley, our executors, administrators, and assigns, should
at any time agree with, and no others, from time to time and at all
times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of
Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention
"IMPROVEMENTS
for
INTERCOMMUNICATION
PARTS OF
IN
ELECTRICAL
APPLICABLE TO
ARE
TRAIN
ELECTRO MAGNETIC
AND
OTHER
WHICH INVENTION
ELECTRICAL APPARATUS." upon the condition (amongst others) that we, the
said Samuel Manley Martin and Samuel Alfred Varley, our executors
or administrators, by an instrument in writing under our, or their, or
one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was
to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after
the date of the said Letters Patent.

page_text: Martin & Varley's Improvements in Signalling on Kartway Trains.
NOW KNOW YE, that I, the said Samuel Alfred Vailey, on behalf
of myself, and the said Samuel Manley Martin, do hereby declare the
nature of our said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement thereof, that is to say:
This Invention relates to improvements on two former Inventions
for electrical train intercommunication and in the construction of
apparatus connected therewith, for which Letters Patent were granted
to us. bearing date the 5th day of April 1866. No. 966, and for which
Letters Patent were granted to us, bearing date the 30th day of July
1867, No. 2207.
Our Invention consists,
Firstly. Of improvements in the construction of the electrical coupling
ropes connecting vehicle and vehicle.
Secondly. In an arrangement for indicating to the engine driver and
guards whenever a train or a vehicle breaks away.
Thirdly. In the construction of electrical alarums and in parts of the
apparatus connected therewith.
Fourthly. In the construction of apparatus to be placed in the
carriages to enable the passengers to communicate with the guards and
engine driver.
Fifthly. In the construction of cells for galvanic batteries for the same
and applicable to other purposes.
Sixthly. In the construction of galvanic batteries and tools by means
of which they may be more easily renewed.
Seventhly. In a method of generating electricity by mechanical force.
We construct our coupling ropes of wire rope which we call the core,
over which is bound spirally one or more wires, and we prefer these
wires previously to their being wound round the core to be surrounded
with a wire wrapped spirally upon them. A hempen core or thin steel
plates similar to those used in the manufacture of crinolines may be
substituted for the wire rope. The whole is then covered with hemp or
other suitable material to protect it; these ropes are connected to eyes
at one end made by preference of cast iron, and these eyes are wrapped
with copper or other suitable wire where they make electrical contact,

page_text: the other end of the coupling is connected with the wire running from
end to end of the carriages.
"
Our method of giving notice when a train has broken away is an
addition to the spring hook and eye coupling described in the Speci
fication of a former Invention for which Letters Patent were granted to
us, bearing date July 30th, 1867, No. 2207. We joint the box containing
the hook to a plate of metal which is attached to the carriage, and which
we call the back plate," this joint is generally made at the lower
portion of the box, a lug is attached to the upper end of the box, this
Tug passes through a staple usually cast in one solid piece with the
back plate and large enough to allow the lug to be moved forward
to any desired amount. The box is held close to the back plate by
means of a spring. A flat spring which we call the contact spring is
attached to a projection on the upper portion of the back plate and
presses upon the top of the lug. When the couplings are unduly
strained the box is pulled forward and the contact spring drops down
behind the lug and comes in contact with a piece of metal, closing the
electric circuit and rendering the alarums in the vans and on the engine
active. Shortly after the contact spring has dropped behind the lug, its
further motion is arrested by the staple, the hook of the coupling then
opens and the coupling eyes become detached from the hooks.
We construct the electro-magnets which actuate and form part of our
alarums in the following manner:-We take a piece of soft iron of a
suitable length and size for the core and flatten it in the centre. We
then drill a hole through the flattened portion, the core is then wrapped
with insulated wire and the extremities of the soft iron core are usually
connected by means of a soft iron bridge, the core is then divided or
nearly so in the centre, a piece of soft iron mounted on an axle works
just freely in the circular space in the centre of the electro-magnet, this
axle passes through a light lever, which we call the striking lever, and
to which it is attached. A hammer is fixed to one end of this bar and
a balance weight a little heavier than the hammer to the other; the
normal position of this bar is at right angles to the core of the electro-
magnet. When the circuit is closed the piece of soft iron working
in the centre of the electro-magnet arranges itself in the same direction
as the clectro-magnet, moving a quarter of a circle or nearly so, and
causing the hammer to strike a bell. To make this bell ring con-

page_text: tinuously when the circuit is closed the balance weight a little before
the bell is struck raises a lever, which we call the "make-and-break
lever," and divides the circuit.
The striking bar now assumes a
vertical position, and an arm projecting from it comes in contact
with the "make-and-break lever," and forces it into contact with an
insulated piece of metal, and again closes the circuit. The "make-
and-break lever" is mounted on an axle, and is either a permanent
magnet, one pole of which may work between two pieces of soft iron
or is made of soft iron and works between the poles of two permanent
magnets. One of the main features of this arrangement is that no
springs are required, as is the case in the usual construction of electric
alarums.
To make the apparatus compact and also to obtain increased power
we sometimes arrange two or more of these electro-magnets behind one
another, and mount a corresponding number of armatures on the axle.
When we do this, for greater simplicity of construction, we sometimes
do not flatten the soft iron cores in the centre, but either cut the
cores in the centre right through wide enough to allow the armatures
to move just freely between, or the cores of each electro-magnet may
be made of two pieces. The plan hitherto most generally adopted in
the construction of electro-magnets is to wrap the insulated wire in one
or two sections, and to so connect them that the electric current passes
through the one series of convolutions before entering the other. We
prefer to wrap them in sections of 4, 6, 8, or more, and to connect these
sections side by side, so that the electric current divides itself among
them, passing through all at the same time; this enables us to employ a
much larger number of convolutions of insulated wire without seriously
increasing the resistance of the circuit, and consequently to obtain
This part of
greater power out of a given amount of electric force.
our Invention may be applied to nearly all electro-magnets and
galvanometers.
We construct our apparatus for enabling passengers to com-
municate with the guards and engine driver by means of what we
term lever boxes; these are made of cast iron. A lever attached to
an axle which has a cam on it is mounted in the box, and can be
moved by a handle projecting through the box; a detent or click rests
upon this cam. The passengers have access to the handle. When the

page_text: handle is pulled beyond a certain fixed amount the click drops into a
notch in the cam, and a metallic pin comes into contact with an
insulated spring and closes the electric circuit. The handle cannot be
replaced excepting by means of a key made specially for the purpose,
and which is kept by the officials in charge of the train.
We construct our cells for galvanic batteries in the following
manner: We construct a mould of the shape of a cell; over this
we wrap a piece of calico or other suitable fabric, which may be
soaked previously in varnish; we then wrap a sheet of india-rubber,
closing the bottom, and uniting the seams either by warmth and pressure
or by means of a suitable solvent in such a way as to form a cell. The
india-rubber cell is made in the first instance higher than it is intended
to be when finished; the sides of the cell may now be stiffened by
placing thin sheets of wood of the height the cell is intended to be when
finished, and binding this by tape or calico. Another sheet of india-
rubber is then wrapped over the whole, and the bottom closed, and
scams joined as before described; the extra length of the first sheet of
india-rubber is then folded back over the outer sheet of india-rubber
and made to adhere to it either by heat and pressure or by means of
a suitable solvent. The power of what are known as sulphate batteries
becomes very much reduced after they have been in action for some
time, owing to copper being deposited and adhering to the zinc; when
this takes place the most effectual way of restoring the action is to take
away the zinc plates and replace them with new ones. To enable the
zinc plates to be readily removed instead of rivetting the copper straps
attached to the positive and negative clements of the battery, as is
usually done, we unite them by ordinary tinman's or plumber's solder;
and in order that this may be readily done we bend the ends of the
copper of the positive and negative elements so that they lie flat against
each other a little above the cells, and construct a soldering iron of the
form of a pair of tongs, which is kept heated by a spirit lamp. To
remove the old zinc plates the copper straps are grasped by the heated
jaws of the tongs, and unsoldered new plates are then placed in the
battery and soldered together, and the batteries are at once renewed
without the trouble of removal.
For ringing electric bells we sometimes use a simple form of

page_text: plate opposite one another. A single horse-shoe magnet may in some
cases be substituted for the two sets of magnets. The poles are usually
armed with a soft iron horn to concentrate the magnetism to a point in
each set. A soft iron toothed wheel attached to an iron axle moves.
just freely between the poles of the two sets of magnets, and is so con-
structed that when one tooth of the wheel is opposite the soft iron horn
of the one set of magnets the space between the teeth is opposite the
other soft iron horn. On revolving the toothed wheel the magnetic
circuit becomes closed alternately with the one set of magnets and the
other. The soft iron axle is placed through the centre of a coil of
insulated wire, and negative and positive currents of electricity generated
on revolving the toothed wheel.
And in order that our Invention may be more fully understood and
readily carried into effect, we will proceed, aided by the accompanying
Drawings, more fully to describe the same.
DESCRIPTION OF THE DRAWINGS.
Figures 1 and 2 shew our method of constructing the ropes for our
couplings which form the electrical connections between vehicle and
vehicle. A, A, A, A, A, A, A, are the wire rope strands forming the
core with one or more conducting wires wound spirally round; C is a
wire bound spirally round the core binding the strands together; D
is a serving of hemp or other suitable material, which protects and
insulates the conducting wires.
Figure 3 shews our method of constructing couplings with metal
plates. A is the conducting core, consisting of thin metal plates,
similar to that used in the manufacture of crinolines; D is a serving
of hemp to insulate and protect them.
Figures 4, 5, 6, 7, shew our method of indicating to the officials
in charge of a train whenever a train or vehicle has broken away.
Figure 4 is a side view, shewing the apparatus when the train is
coupled up; Figure 5 is a side view indicating what takes place
when a train or vehicle breaks away; Figure 6 is a front view, shewing
the circuit closed after a train has broken away; Figure 7 is a top
view. E, E, is the back plate attached to the carriages and connected
with the insulated wire running from end to end of each vehicle;
F is the joint; G is the box of the spring coupling hook working on

page_text: the joint F, and held by a spring, not shewn in the Drawing, against
the back plate E, E; H is the staple usually cast in one solid piece
with the back plate, and which limits the motion of the lug I, forming
part of the coupling box G; K is the hook of the coupling: L is
the eye of the coupling rope; N is the spring attached to the top
of the back plate E, resting in its normal position on the top of the
lug I, and dropping behind it when the box is pulled forward, and
coming in conatet with the metal stop 0, which is connected to the
ironwork of the carriages, and thus closing the electric circuit.
Figure 8 shews the method we prefer of completing the electrical
connections by means of the buffers, such mode of connection being
described and claimed in a Provisional Specification filed by us on
the 28th July 1868. P, 1'. represent a pair of buffers pressing against
each other when the train is coupled up; Q, Q, are the buffer rods
working in boxes R, R, attached to the framework of the carriages, as 1
usual; S, S, are the coupling ropes which pass through the buffer
plates, and are attached to metal plates S', S, fastened to the wooden
faces of the buffers.
Figures 9 and 10 show our method of making a continuous ringing
alarum, which may also be employed for releasing a detent and 2
liberating a hammer actuated by a spring; T, T, is the soft iron core
indicated by the dotted lines; U is the bridge connecting the two
extremities of the soft iron core; V is the piece of soft iron mounted
on an axle and working in the central space between the poles of
the magnet indicated by the dotted lines; W is the striking lever; 2
W is the hammer attached to the upper end of the lever, and wis
the balance weight; X is the make-and-break lever; Y, Y, are two
magnets, between which the make-and-break lever moves, and which
arrests its motion. the upper magnet is insulated from the metal-
work of the alarum, and when it is in position shewn in the 3
Figures the circuit is completed; Z is an arm projecting from the
striking lever, which strikes the make-and-break lever, and raises
one end of it against the upper magnet, as shewn in the Drawing.
When the circuit is closed the striking lever assumes the position
indicated by the dotted lines and knocks away the detent a, the lever b 3
is then forced back by the cam c actuated by the spring d and the
bell e a portion of which only is shewn in the Drawing, is struck

page_text: by the hammer, as indicated by the dotted lines. The hammer of
the striking lever W' after knocking away the detent strikes the bell g;
just previously to its doing this the balance weight attached to the
lower end of the striking lever comes in contact with the make-and
break lever, which assumes the position indicated by the dotted lines,
the circuit is now divided and the balance weight by the action of
gravity raises the hammer of the striking lever, and the projecting
arm Z comes in contact with the make-and-break lever forcing it in
contact with the upper magnet and closing the circuit.
Figures 11, 12, 13, 14, 15, 16 and 17 show the apparatus for enabling
the passengers to communicate with the officials in charge of the train;
Figure 11 is a front view of the apparatus; Figure 12 is a back view
shewing the internal parts: Figure 13 is a side elevation with one side
removed, shewing the position of the parts when a handle has been
pulled by a passenger; Figure 14 is a side elevation with one side
removed, shewing the position of the parts when in their normal position;
Figure 15 is a front view of another form of the apparatus; Figure 16
is a back view of the same; Figure 17 is a side view with one side
removed. h is a cast-iron case; i is the handle or lever, with a journal
working in a bush or hole bored in the partition j, which divides the
case into two compartments; is a cam attached to the journal of the
lever, and carrying a contact spring 1; m is a detent or pawl which
drops into a notch in the cam when the lever is pulled forward, as
shewn in Figure 13, thereby preventing its return; n is a piece of metal
insulated from the case, and called the contact piece; is a spring,
which when the detent is released forces the lever back into its normal
position as shewn in Figure 14.
Figure 18 represents the key employed for resetting the apparatus
which is simple in construction, and at the same time the lock is difficult
to pick as the back of the keyhole is a solid ward, the unlocking portion
of the key being at p. The framework of the box is connected to the
ironwork of the carriage, and the insulated contact piece n with the
insulated wire running from end to end of the carriage. When the
handle is pulled forward the contact spring which is in metallic con-
nection through the iron case with the ironwork of the carriage is
brought into contact with the insulated piece n, and the electric circuit
is completed. The alarums on the engine and vans are set ringing,

page_text: and continue to do so until the apparatus is reset by means of the key,
which is in the possession of the officials in charge of the train. The
only practical difference between Figures 15, 16, and 17 from Figures 11,
12, 13, and 14, consists in a bell-pull handle or knob being used in place
of a lever handle.
Figures 19 and 20 shew the construction of the magneto machine we
employ in some cases for ringing the bells in place of galvanic batteries.
Figure 19 is a top view, and Figure 20 a side view. g is a toothed
wheel, made by preference of malleable cast iron, and fixed to a soft iron
axle r; s, s', are two iron plates cut into teeth, and are so arranged that
when the teeth of s are opposite the teeth of the wheel g the teeth of s¹
are opposite the spaces in such wheel. The iron plates s, s', form the
keepers of two sets of permanent magnets indicated by the parallel
dotted lines in Figure 19, these magnets are oppositely magnetized so
that the one plate s becomes a north pole, and a south pole, or vice
versa; is a coil of insulated wire through which the axle / passes.
When the toothed wheel is revolved the magnetic circuit becomes
closed through the toothed wheel and axle alternately with the one
set of magnets, and the other generating in the coil negative and
positive currents of electricity.
Having now described the nature of the said Invention, and the
manner in which the same is to be performed, we would have it under-
stood that we do not confine ourselves to the precise details herein
shown and described; but what we do claim is,―
First. The method of constructing coupling ropes for electrical
connections for the purpose of train intercommunication, substantially
as described in reference to Figures 1, 2 and 3.
Secondly. We claim the method of indicating when a carriage or
vehicle has broken away, substantially as described in reference to
Figures 4, 5, 6 and 7.
Thirdly. We claim the method of constructing electric alarums, and
the use of the magnetic make and break, substantially as described in
reference to Figures 9 and 10.
We also claim wrapping the insulated wire of electric alarums in more
than two sections, and connecting them side by side as described.
Fourthly. We claim the method of constructing electrical apparatus

page_text: for enabling the passengers to communicate with the officials in charge
of the train, and for resetting the apparatus, substantially as described in
reference to Figures 11, 12, 13, 14, 15, 16, 17 and 18.
Fifthly. We claim the construction of the apparatus for generating
electricity by means of mechanical force, substantially as described in
reference to Figures 19 and 20.
In witness whereof, I, the said Samuel Alfred Varley, have here-
unto set my hand and seal, this Twenty-ninth day of July,
in the year of our Lord One thousand eight hundred and
sixty-eight.
SAMUEL ALFRED VARLEY. (L.S.)