PREVENTING THE ACCIDENTS ON THE RAILWAYS WITH THE AID OF A RIGHT LINE OP IRON, AND IN STOPPING THE TRAINS ALMOST INSTANTANEOUSLY
Year: 1854

page_text: LETTERS PATENT to Jean Chrilottome Denis Demay, of 19, Leicester
Square, London, acting for Antoine Charles Cardot, a Mechanician
Engineer, in Paris (France), for the Invention of "PREVENTING THE
ACCIDENTS ON THE RAILWAYS WITH THE AID OF A RIGHT LINE OP IRON, AND
IN STOPPING THE TRAINS ALMOST INSTANTANEOUSLY."-A communication
from the said Antoine Charles Cardot.
Sealed the 14th November 1854, and dated the 31st July 1854.
PROVISIONAL SPECIFICATION left by the said Jean Chrilottome Denis
Demay at the Office of the Commissioners of Patents, with his Petition
on the 31st July 1854.
1, JEAN CHRISOTTOME DENIS DEMAY, of 19, Leicester Square, London,
acting for Antoine Charles Cardot, a Mechanician Engineer, in Paris (France),
do hereby declare the nature of the said Invention for "PREVENTING THE
ACCIDENTS ON THE RAILWAYS WITH THE AID OF A RIGHT LINE OF IRON, AND IN
STOPPING THE TRAINS ALMOST INSTANTANEOUSLY," a communication from Antoine
Charles Cardot, to be as follows:-
There are two things to be made for stoping a train to overcome the
steam, to overcome the inertia of the mass. The one is made with the aid of
the regulator, and that is not my Invention; but I have found the mean to
overcome the inertia of the mass, and this is my Invention. For that purpose

page_text: I place an horizontal iron rod, catching into cach waggon, and coming from
the end of each train. The waggon of the breaks-man must be furnished
with a handle and a rack, as the tender, for facilitating the stoping of the
train by the man charged of watching the march of the same, and this takes
places in drawing the iron rod, which besides acts from itself when an obstacle
s offered. In this double cases that iron rod being articulated, and with
lastic springs; operates a strong pression upon the wheels of each waggon,
and although running at the rate of sixty miles per hour, the stoped rotation
does not make more than about twelve. Such is, in two words, my system,
which shall be completely explained in the general Specification.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Jean Chrilottome Denis Demay in the Great Seal Patent
Office on the 15th December 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JEAN
CHRILOTTOME DENIS DEMAY, of 19, Leicester Square, acting for Antoine
Charles Cardot, a Mechanician Engineer, in Paris (France), send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirty-first day of July, in the year of our Lord
One thousand eight hundred and fifty-four, in the eighteenth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said Jean Chrilottome Denis Demay, Her special licence that I, the
said Jean Chrilottome Denis Demay, my executors, administrators, and
assigns, or such others as I, the said Jean Chrilottome Denis Demay, my
executors, administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within
the United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "PREVENTING THE ACCIDENTS ON THE
RAILWAYS WITH THE AID OF A RIGHT LINE OF IRON, AND STOPPING THE TRAINS
ALMOST INSTANTANEOUSLY," a communication of the said Antoine Charles
Cardot, upon the condition (amongst others) that I, the said Jean Chrilottome
Denis Demay, by an instrument in writing under my hand and seal, 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 imme-
diately after the date of the said Letters Patent..

page_text: NOW KNOW YE, that I, the said Jean Chrilottome Denis Demay, do
hereby declare the nature of my said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained in and
by the following statement :-
My system has not only for object to become the master of a train, but
by the combination of my mechanism I am able to avoid the accidents caused
by the unexpected meeting of two trains, by an obstacle on the way, by an
outrailing, by the breaking of an axle, by a sinking down of the soil, &c., in
one word, by all what can occasion a sinister. In what does consist the
impossibility to become the master of a train? It is not the strength of the
steam; this can be stoped instantaneously in shuting the regulator; it is
only the strength of inertia, which must be compressed. The first of those
strengths, the most dangerous, is grounded on the rotation of the wheels; it is
then from thence that comes all the evil. In respect of the second strength,
the inertia of the mass, conformably with any experiments, a waggon running
at sixty miles per hour in a given time, the rotation being stoped, makes
no more than fifteen feet. It follows, that if, by a whatsoever mean, we
can stop simultaneously the rotation of all the wheels of a train, this shall
follow the rule of a simple waggon, that is to say, it shall make no more than
fifteen feet.
No. 1st, an ordinary waggon supplied with the new system; No. 2, tender,
idem; No. 3, a mechanism used for taking away the communication of the
new system for the actual beaks in the riggins; No. 4, an interior cutting of
the locomotive furnished of its fore wheels; No. 5, the fore wheels of a locomo-
tive; No. 6, an horizontal view of an ordinary waggon, Fig. 1. No. 7, a front
view of the Fig. 5; No. 8, the cutting of the Fig. 7. Formation of a train.―
If you draw near the first waggon for forming a train, the support of joining
N of the tender passes between the rollers of the link M of the waggon, and
by that mean puts it in communication with the lever D, after you put the screw
and the chains as usually. It is the same with the other waggons, however
taking care that the support N passes in the link M of the other waggon,
which is very easy, since the link M slippes on the lever D, and is fixed by a
screw of pression X'. It is also the same with the support N, which can be
slipped till the interior of the waggon, or brought nearer at will. That system
to reunite the waggons, which is my speciality, is of the greatest importance,
because it is alone so simple, permitting the blow of the buffer and the
attraction, without otherwise causing the mechanism to be playing. I have
employed the actual system of breaks in order to make use of the material
now working. At the end of each train the waggon of the break's-man must

page_text: be furnished with a handle and a rack G' as the tender; that mechanism is
placed in order to facilitate the stoping of the train, by the man charged to
watch the march of the convoy. The disposition of the mechanism of an
ordinary waggon is again used as a hand lever, for the standing out of the way
or for the formation of a train. If when a train is running you wish to
become the master thereof, the mechanician attracts the handle lever U',
Fig. 4, which by that movement keeps free the lever Q, which is coming and
The
lying upon the lever double P, fixed after the tree S of the tender.
clock-work gearing R, fixed after the lever D, by its own weight falls upon the
lever Q, and is coming and taken in its teeth, so that as the tree S has a move-
ment of rotation, the ends of the lever double P, which are furnished with
rollers, cause an impulse of ascension to be given to the lever Q, as well as
to the clock-work gearing R, which on its turn impresses the same movement
to the lover D, which is tied by the links of the second waggon, and gives a
combined articulation to. every lever of each waggon. This lever, which
has a vertical lengthening E, that is engaged between the levers of slipping
G, H, draws the iron rod F, which on its turn keeps free the lever C, which
by its own combined weight ties tight the breaks, and by that mean stops the
rotation. I have put two levers G, H, the one of the first order, and the other
of the third order, that my slipping can play in every way. For puting all the
system in its first order, the mechanician catchs the rack with its pinion H',
the communication of which had been taken away by the cross piece K', turns
the handle, and by this means puts again all the levers D in their horizontal
position; afterwards the warmer lifts up the clock-work gearing R, raises
again the lever Q, and attracts towards him the support T; after one goes to
each waggon and raises up the lever C, and the train is ready to run again.
If an obstacle is to be found on the way, it is coming and touching the lever
Qof the fore wheels of the locomotive, which on its turn causes the support
T plays, and the train stops, as it was the will of the mechanician. A sinking
down of the soil takes place, my mechanism plays again in the same manner.
If an ordinary waggon goes out from the way, or if an axle is broken, as soon
as my lever D takes an oblique line, the levers C fall down, and the train is
forced to stop again. In order not to prejudice the actual system for stoping
a train in the stations, or, for the working the saine, the lever C of the tender,
instead of being fixed upon the tree H, as for the other waggons, is moveable,
and it is only the tail Z', which is fixed upon the tree H", and which by that
mean permits to the lever B', moveable on the tree H", to come to be pressed
against the roller C', which is fixed after the lever of buttress, which permits
to tie tight the breaks as usually. For relaxing them without nevertheless

page_text: prohibiting any system to play in case of accidents, the lever D¹ is put in swing
gate; through the rod E' the breaks are put again in their normal place, and
the lever D' is also put in its vertical place. Conformably with this summary,
it is now to be seen by the preceding Specification, and by the Drawings
annexed to it, that the Letters Patent that I wish to take constitute a new
system, fit to avoid the accidents on the railways. It is then well acknow-
ledged that the basis of my system is specially grounded,' and althoug may be
the mechanical mean, on the rupture of the parallelism existing between the
way and the material.
In witness whereof. I have hereunto set my hand and seal this
LEGEND. EXPLICATION.
A, cross-piece and support of breaks; B, breaks; C, lever of breaks fixed
on the tree H; D, lever bearing support of the link; E, vertical lengthening
of the lever D; F, rod of sliping; G, H, levers of sliping, 1st and 3d order;
I, roller fixed to the counterpoise of the end D; J, support of the rod F; K,
screw for ruling the sliping; L, moveable rod to the lever G' and support K;
M, link; N, another, furnished with the support of junction; O, leader of the
lever D; P, lever, double, fixed after the tree S of the tender; Q, lever, with
teeth of moveable rochet on the tree H; R, clock-work gearing moveable
after the lever D; S, back axle of the tender; T, rod bearing the lever Q;
U, support of the rod T; V, support of strength fixed to the tree D; X, actual
square rule to tie tight the breaks; Z, double stem, destined to join the rod T
of the tender to the rod T' of the locomotive; A', leaders of the lever D and
lever of the tender; B', moveable lever on the tree H", and united to the
square rule X by the rod X"; C, roller fixed to the lever of the buttresses of
the breaks; D', moveable lever, which comes and is placed behind the lever B₁
through the intermedial P'; E', rod fixed to the lever D¹; F¹, counterpoise of
the lever D'; G', rack; H', pinion; I', gearing of vertical angle after the tree
of the pinion H'; J', pinion of horizontal angle; K', sash of the tender; L',
fore wheels of the locomotive, supported by the slides M'; M', slides fixed to
the platform of the locomotive; N', buffers of the fore wheels; O', moveable
buffer fixed to the lever P¹; P', lever used to give the playing to the lever Q';
Q', lever of sliping of the fore wheels; R', cross-piece of the 2 branches L' of
the fore wheels; S', moveable horizontal tree bearing the levers Q'; T', chain
of communication; U', lever with a handle fixed to the locomotive; V', lever,

page_text: united to the rod L, and by its counterpoise serving to keep constantly the
sliping P¹ in its position; X', screw, serving to fix the links M and N; K',
cross-piece fit to change the rack G'; Z', tail fixed to the axle H' of the
tender; H", axle of the tender and of the waggon; A", lever of the buttresses
of the breaks of the tender; R", cross-piece of the buffers N.
(L.S.) JEAN CHRILOSTOME DENIS DEMAY.