IMPROVEMENTS IN THE PERMANENT WAY OF RAILWAYS, AND IN CONNECTION THEREWITH
Year: 1860

page_text: LETTERS PATENT to William Bull, of Great George Street, West-
minster, for the Invention of "IMPROVEMENTS IN THE PERMANENT WAY OF
RAILWAYS, AND IN CONNECTION THEREWITH"
Sealed the 26th April 1861, and dated the 31st October 1860.
PROVISIONAL SPECIFICATION left by the said William Bull at the
Office of the Commissioners of Patents, with his Petition, on the 31st
October 1860.
I, WILLIAM BULL, of Great George Street, Westminster, do hereby declare
the nature of the said Invention for "IMPROVEMENTS IN THE PERMANENT
WAY OF RAILWAYS, AND IN CONNECTION THEREWITH," to be as follows:-
My Invention consists in certain new forms of rails, chairs, and fastenings,
and modes of framing and laying the sleepers, whereby the transverse and
longitudinal bearing principles are combined, the stability and safety of the
road are increased, and the rails are made available as electric conductors, so
that the progressive motion of any train thereon can be indicated thereby at
at any station, or to any following or preceding train on the same line.
The rail I propose to use is a double-headed rail reversible in the chairs,
and fastened therein by a wood key. The heads of these rails are made in the
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page_text: form of the section of a horse's hoof, and the connecting rib is formed nearly
flush with the side.
The chairs are single for intermediate bearers, and double and tongued for
the joints, obliqued angled, and secured to the sleepers on a new principle of
fastening, which I denominate dovetail and wedge-spiking. This mode of
fastening is also applicable to right-angle chairs and flanged rails, for both
which I also intend it. I adopt the oblique angle principle in forming the
chairs, in order to obtain a broader bearing (cross grain) and at the same
time to cause both spikes to traverse the centre of the sleeper. The spikes
being thus made to cross each other in transverse section, and incline to or
from each other in longitudinal section, I form the cheeks of the said chairs
with a convex surface longitudinally, and inverted convex wedge opening ver-
tically to prevent the wood key when driven in from moving in any direction.
The double or tongued chairs are formed on the same principle as that
above described for the single chairs, but have a tongue either cast with or
fitted to the inside of one of the cheeks. These joint chairs may be cast both
in one, if necessary, and the tongues be fitted, but I prefer to use them singly.
The rail-joint bearing is formed by placing two of these chairs (when cast
singly) nearly together, so that the tongue of one passes through the trough of
the other on opposite sides of the rails, the two ends of which being. brought
together between the tongues are strengthened and supported thereby. A
wood key driven into each chair completes the joint. For further security, and
also to facilitate insulation, I place or mount these joint chairs and the first
intermediate chair on each side of the joint upon a sleeper frame, the sides of
which form longitudinal bearers; the intermediate sleepers, which are trans-
verse bearers, are laid at an oblique angle with the centre line of way where
the line is straight, and at right angles thereto where curved. In the latter
case I use a skew-soled chair, and in the former a right-angle one; the single
chairs are fastened with two, the double chairs with three spikes each.
At the quarter, half, or mile posts, or at such other distances as may be
required, I insulate the metals between two or more of the frames above
described by cutting off contact and connection at the joints thereon. The
sections of the rails and metals thus insulated are to be connected with line
(electric conducting) wires. A suitable apparatus attached to the train, and in
connection with the wheels, would establish electric communication for
telegraphing or signalling between such train and the stations on the line, and
also between or with the preceding and following trains. As the train passes
each section of the rails & metals insulated as above described, the circuit of

page_text: the electric current is completed, and mechanism in connection with a battery
is thereby actuated, and the progressive motion of the train is indicated and
registered.
The indicator which I propose to use consists of a graduated dial, the
divisions upon which are regulated so as to represent the miles & quarters on
the line where the insulations occur, the circumference of the dial being the
scale of the whole distance to be indicated. Upon a spindle in the axis of
this dial there is an escape wheel and a hand or pointer; this wheel being
relieved one notch by the action of the electric current as the train passes
the quarter distances, also moves the pointer through a corresponding distance
on the dial, and thus indicates and registers the progressive motion of the
trains.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed.
by the said William Bull in the Great Seal Patent Office on the 30th
April 1861.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, WILLIAM
BULL, of Great George Street, Westminster, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirty-first day of October, in the year of our Lord
One thousand eight hundred and sixty, in the twenty-fourth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me, the
said William Bull, Her special licence that I, the said William Bull,
my executors, administrators, and assigns, or such others as I, the said
William Bull, 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, exer-
cise, and vend, within the United Kingdom of Great Britain and Ireland,
"IMPROVEMENTS IN
the Channel Islands, and Isle of Man, an Invention for
THE PERMANENT WAY OF RAILWAYS. AND IN CONNECTION THEREWITH," upon the
condition (amongst others) that I, the said William Bull, my executors or
administrators, by an instrument in writing under my, or their, or one of
their hands and seals, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be performed,
and cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.

page_text: NOW KNOW YE, that I, the said William Bull, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement and accompanying Drawings, that is to say:-
My Invention relates to the permanent way of railways, and consists in
certain new forms of rails, chairs, and fastenings, and mechanism or apparatus
combined, or in connection therewith; and in modes of framing and laying the
sleepers, herein-after described, whereby the longitudinal and transverse
bearing principles are combined, and the strength and durability of the road
are increased, and the rails and mechanism in connection therewith indicate
and register the progressive motion of the trains thereon.
The forms of rails, chairs, and fastenings, and modes of framing and laying
the sleepers are shewn upon the annexed Drawing, which is laid down to a
geometrical scale of one foot in an inch.
Figure shews a double-headed rail in section, which I denominate the
horse-hoof headed rail.
Figure 2 a twin self-fishing rail.
Figures 3 and 4, a three-headed rail, flange jointed, which I propose to
make of cast-iron, and to lay down at the stations and contact points (herein-
after described) and where else required. This rail may be cast entire, or the
heads may be made separate, and formed into the section shewn at Figure 4,
by wrought-iron ribs.
Figure 5 shews a side elevation of a sleeper frame, which I propose to use
at the rail joints, and also shews the double or joint chairs, and single or
intermediate chairs, the mode of supporting and strengthening the rail joints
at the contact points and where else required.
The right-hand elevation
Figure 6 shews the same frame, &c., in plan.
(Figure 5) also shews a mode of forming the rail joint, which I propose to
adopt; and this mode of doing so is also shewn in plan at the right hand of
Figure 6. In Figures 5 and 6 the same parts of the permanent way are
shewn lettered with similar letters. a, a, shows the centre line of railway
(single road); b, b, the rail joints; c, c, side bearers; d, d, cross bearers and
ties notched and framed thereto; e, e, intermediate cross bearers; f, f, rail-
joint plates, either entire plates as shewn on the left of Figures 5 and 6, or
flanged and jointed as shewn at the right hand g.
•
The object of thus framing the sleepers at the joints of the rails is to obtain
additional strength at those points, and to obtain a better means of insulating
the rails for contact in the electrical indicating principle of construction which

page_text: forms a part of these improvements. I use the circular and other forms of
chairs here shewn in order to obtain a greater bearing surplace upon the
sleepers. For that purpose I also propose to use a skew-soled chair. I in-
cline the spike i, i, i, &c., in order to get a more secure fastening, still using
the common form of spike, or in lieu thereof short pieces of rod iron cut to the
proper length, the dovetail principle which I here show requiring no head to
the pin, while it prevents the constant rising of the chair and spike common
under the verticalo principle of fastening the chairs and rails to the sleepers.
By inclining the spike to or from each other in transverse as well as in longi-
tudinal section, they cross each other in the baight of the wood, and thus
have a tendency to prevent the cracking of the sleepers; a result which is
caused by both spikes entering the sleeper in the same line of baight in the
common method, and with the common double-flanged chair. This is shewn at
Figure 7.
Figure 8 shows the plan I propose to adopt in fastening flanged rails to
sleepers. I also propose to make use of rails of this class with longitudinal
bearers at the contact points, either of wrought-iron or in cast-iron, with a
wrought-iron sole plate between the sleeper and rail either of flat or angle
iron. By means of this framed principle of sleeper bearings I obtain a stronger
road and more durable permanent way without increasing the weight of the
metals, which I thereby not only render more rigid, but make them available
in connection with the mechanism hereinafter described for conducting media
for telegraphic purposes, for indicating and registering the progressive motion
of the trains thereon, and by suitable apparatus to be attached to the train; also
available for the general purpose of signalling. I obiain greater strength at
the rail joints without perforating the ends of the rails, as is donc in the
ordinary mode of fishing. Between the ends of the rails and also between the
joint plates and rail-ends, I insert a thin piece of leather, millboard, gutia
percha, or other suitable substance for cutting off metallic contact (at such
parts of the line as it is required to indicate the passage of the trains) and
thereby insulate one rail of twenty feet, more or less, as may be necessary.
The rails or portion of metals so insultated I either connect with the line wires,
or with a wire at the side of the line, which I denominate the permanent-way
wire or progressive-motion indicator wire. At the stations at which it is
required that the progress of the train shall be indicated a battery is fixed, and
in connection therewith a dial or indicator, both of which are also connected
with the line permanent-way wire, the terminals of which are the pairs of
insulated rails, as before described.

page_text: Figure 10 represents a length of railway, being the terminus, l, the
station at which it is supposed the motion of the trains is required to be indi-
cated, and their progressive motion registered from the terminus k to the other
station m. The Figures 1, 2, 3, &c. to 12, represent the contact points
(points of insulation). Figure 10 is supposed to represent the dial or indi-
cator. The periphery of this dial is the scale of the distance k to m, and is
graduated, so that each division on the dial corresponds with the divisions on
the line. The hand n in front of this indicator is to be actuated by a train of
wheel work driven by a spring or weight, but held stationary by a ratchet
wheel at the back, the pawl which relieves the ratchet being in connection
with and actuated by an electro-magnetic armature, which is again actuated
by the electric current passing along the permanent-way wire. Now, suppose
a train to be starting from the terminus k, and the hand of the dial in the
position shewn, and the permanent-way wire in connection with the battery at
the station I, when the train arrives at the contact point 1 on the line the
electric circuit would be completed by the wheels of the engine connecting the
two insulated rails (one in connection with the line or permanent-way wire,
and the other with the earth) when the current would flow and actuate the
electro-magnetic armature, and thereby relieve the pawl and ratchet, when the
hand on the indicator will move to the point 1 on the dial; as the train passes
the point 2, &c. the hand will move again to point 2, &c. on the dial, and
thus indicate and register the progressive motion of the train along the entire
length of the line from the terminus to the station m, when the hand will be
again in the required position to start and travel with the following train.
Where the distance and number of trains require it additional dials would be
used. As the current would continue to flow while the whole of the train
passed over the contact point, the train of wheel work should have a run-off
wheel, which would be regulated so as to allow a train of any required length
to pass the points before the running wheel had run down. I instanced the
striking part of clockwork as that which would be required here.
When repairs would render it necessary I provide another means of com-
pleting the circuit, which is shewn upon the drawing at Figure 6. 0, 0, are
small pillars hooked at the top, having a screw at the bottom to screw into
the sleepers; between these pillars I suspend a rod or wire, and upon the
guard iron or other part of the engine to fit a small arm to let down and project
over the top of the rail, so as to pass under and touch the suspended rod
(which is put into metallic contact with the permanent-way wire) and would
thus complete the circuit, as in the case before described.

page_text: For signal purposes I propose to use similar mechanism on the engine or
other part of the train, and cause the current to pass through a second or
train indicator, which would also consist of a dial, and have the hand, in
this case, however, would be actuated by a dipping needle of the ordinary con-
struction. The natural position of this hand should be vertical, and point to
caution; at the periphery be inclined to the left for danger or stop, and to the
right for line clear or all right. The negative terminal wire in this case would
be connection with the metal work, and the earth and the positive insulated,
except when in contact with the rods p or other contact media. It will be
readily understood that by the use of the mechanism and apparatus herein
described, with suitable instrument at the stations, signals could be transmitted
to trains in motion; and by an instrument and battery attached to the train
messages in cases of danger or accident could also be transmitted by the
same means.
For rendering electricity available for regulating the motion of trains
approaching a station I propose to have two signal distance points, where
independent contact shall be formed, one, say a mile from the station, and
another as near thereto as may be required (above and below each station);
between these points I propose to lay down an independent wire to be used
only for the station signals, to be called the signal wire, and as every train
passes these points contact is to be formed by the suspended rod-mechanism,
or other suitable means. As each train passes the outer distance signal point,
see Figure 9, it is proposed that the current should be completed through
the bell, and also take up a signal from the station, if necessary. In order to
insure safety at all times in passing or approaching a station, no train should
pass the inner distance signal point without receiving the signal from the
station. By this means collisions would be avoided, and the superior signals
which this electric apparatus would afford with the outer and inner signal
points, and independent or signal wire, the motion of all trains could be effec-
tually controlled, and that independent of the present signal apparatus, lamp,
and signalmen. The signal apparatus herein described would also be inde-
pendent of fogs and other obstructions.
I propose to use batteries and instruments of the ordinary construction, the
principle of construction of which are well known. The station dials would
consist of the ordinary electric clock work, and the train signal indicator
would be a needle indicator, to which a small run-off train of wheel work might
be added, if necessary, actuated by a weak spring and armature, or other suit-
able means, for holding the points in the required position. When pointing

page_text: danger or clear for a sufficient interval, a bell on the train apparatus herein
would, in a great measure, render the latter addition unnecessary.
Having thus described and illustrated my said Invention, I have to state
that I do not confine myself to the precise forms and dimensions or arrange-
ments of parts shewn upon the Drawings, but that by the same have
explained to the best of my ability the nature and object of the said
improvement.
In witness whereof, I, the said William Bull, have hereunto set my hand
and seal, this Thirtieth day of April, One thousand eight hundred and
sixty-one.
WILLIAM BULL. (L.S.)