IMPROVEMENTS IN RAILWAY BRAKE APPARATUS, ALSO IN APPARATUS CON- NECTED THEREWITH FOR GIVING VISIBLE AND AUDIBLE SIGNALS ON RAILWAY TRAINS
Year: 1877

page_text: LETTERS PATENT to Henry Edward Newton, of the Office for Patents, 66,
Chancery Lane, in the County of Middlesex, Civil Engineer, for the Invention
of "IMPROVEMENTS IN RAILWAY BRAKE APPARATUS, ALSO IN APPARATUS CON-
NECTED THEREWITH FOR GIVING VISIBLE AND AUDIBLE SIGNALS ON RAILWAY
TRAINS." A communication from abroad by Frederick W. Eames, of Water-
town, in the State of New York, United States of America
PROVISIONAL SPECIFICATION left by the said Henry Edward Newton at
the Office of the Commissioners of Patents on the 18th October 1877.
HENRY EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer. "IMPROVEMENTS IN RAILWAY BRAKE APPA-
RATUS, ALSO IN APPARATUS CONNECTED THEREWITH FOR GIVING VISIBLE AND
AUDIBLE SIGNALS ON RAILWAY TRAINS." [A communication from abroad by
Frederick W. Eames, of Watertown, in the State of New York, United States of
America.]
This Invention relates to,-
Improvements in apparatus for operating the brakes of railway trains.
Also to improvements in apparatus for sounding an alarm when the brakes are
applied, such apparatus being located on the locomotive engine.
Also to apparatus by means of which all the brakes can be applied from any part
of the train, the alarum on the locomotive being at the same time sounded and
signals thrown out which indicate the point or part of the train from which the
alarm proceeded and the brakes were applied.
To accomplish these results the natural pressure of the atmosphere as opposed to
a vacuum is employed, the vacuum being formed by means of an air ejector, pump,
or other exhaust, operated by the force of the steam in the boiler of the locomotive.
The Invention relates, lastly, to improved means for coupling the vacuum pipes of
the several carriages constituting the train.

page_text: Briefly stated, the improved braking apparatus consists,―
First. Of an air ejector of improved construction, which operates automatically
through connection with and by means of the force of the steam in the boiler of the
locomotive, so that as long as there is sufficient force of steam to move the train or
locomotive, there will be sufficient force to check and stop their momentum; and
said ejector can be made to operate continuously, or so as to be constantly at work
in creating and maintaining a vacuum, or it may be so arranged that it will cease to
operate when a given amount of pressure is secured, and again begin to operate
when a certain minimum is reached.
Secondly. In providing an air ejector, pump, or other air exhaust operated by
steam power, with a valve apparatus which will operate automatically to open and
close the valve in the steam pipe through the formation or destruction of a vacuum
in an enclosed chamber or connecting tube.
Thirdly. In certain improved devices whereby a vacuum is maintained on both
sides of a piston diaphragm, or its equivalent, by the automatic action of an air
ejector, pump, or other air exhaust, and the application of said improved devices for
the purpose of operating railway brakes when the vacuum is destroyed on one side
of said piston or tube, connecting therewith and releasing the brakes when the
vacuum is restored on both sides of the pistons.
According to one arrangement the piston is fitted loosely in an air-tight cylinder,
and attached thereto by an elastic or compressible chamber connected internally
with the pipe leading to an exhaust pump. The rod of the piston carries a cross
head, which by its connection through levers and rods with a drag chain leading to
the brakes puts the brakes in action.
The piston is fitted with a valve which opens inwards under the action of the
exbaust pump, and thus a vacuum more or less perfect is obtained in the cylinder
through the flexible vessel. When air is admitted into the flexible chamber by the
opening of a valve in the exhaust pipe, or by the accidental rupture of that pipe,
the brakes will be put on. The exhaust vessel being caused to expand, drive
forward the piston with its rod, and thus set the levers connected with the drag
chain in action.
To return the piston to its normal position an elastic compressible tube attached
at one end to the cylinder cover surrounds the piston rod, and is attached thereto.
This tube by means of a hole in the cylinder cover is open to the air, which, as the
cylinder is exhausted, enters the tube and forces back the piston, thereby taking off
the brakes.
To ensure the retention of the brakes in action the cylinder is connected directly
with an additional exhaust tube, which may lead to a vacuum chamber, or to a
second exhaust pump.
Instead of the flexible vessel attached to the piston the piston may be packed to
work air-tight in the cylinder.
The cylinder may also be fitted with balance valves behind the piston to ensure
the sudden action of the latter for the purpose of putting on the brakes. One of
these valves being in connection with the exhaust pipe and the other with the
atmosphere will act alternately, and when the brakes are to be applied air will be
admitted behind the piston and the vacuum cut off simultaneously.
Another plan of effecting the instantaneous action of the piston is to connect the
vacuum tube with a chamber fitted with a flexible diaphragm which carries a valve
rod, the valve of which when open admits air to the back of the piston. A tendency
is given to this valve to rise from its seat by means of a coiled spring, and it is
drawn to its seat by the action of the exhaust on the flexible diaphragm. The
exhaust valve is carried by a spring, which returns to its seat when the exhaust is
broken, and at the same moment the flexible diaphragm will be free to yield to the
back pressure of the coiled spring, and the air valve will be opened.
The improved alarum consists of a gong, the hammer of which is operated by
means of clockwork, which is released and set in motion by the destruction of a
partial vacuum under a diaphragm, or its equivalent, the vacuum, so long as it is

page_text: maintained within the chamber or cylinder under the diaphragm, preventing the
operation of the alarm. At the back of the diaphragm a spring is provided for
forcing up the diaphragm, and thereby releasing the clockwork, when the alarum
will be instantly set in action.
When the brakes are applied throughout the train the alarum will be sounded
on the locomotive.
The improved signalling apparatus consists of semaphore and lantern signals,
which are held within recesses formed in the sides of the carriages, or each compart-
ment of the carriage, by the action of a vacuum inaintained under a diaphragın, or its
equivalent, but on the destruction of the vacuum under the diaphragm the signalling
devices connected therewith will fall out and become exposed to view, and as they
cannot be held within the recess except by the restoration of the vacuum, and as
the restoration of the vacuum is effected by communication with the locomotive, the
particular carriage or compartment of a carriage from which the alarm proceeds
cannot fail to be detected.
The signalling apparatus is connected with the vacuum pipes and cylinders
throughout the train, and with the alarum located on the locomotive, and the appa-
ratus belonging to each carriage, or to the several compartments of each carriage, is
provided with a valve fitted with a handle or cord by means of which the valve can
be pulled open by any one in the carriage or compartment. On the opening of any
one of said valves the vacuum will be destroyed, not only in that particular
signalling apparatus, but also in all the brake cylinders throughout the train and
from under the diaphragm of the alaruin, so that the opening of the valve will warn
the driver of the engine, apply the brakes throughout the train, and throw out the
signals pertaining to the carriage or compartment from whence the alarm pro-
ceeded; but it will not destroy the vacuum under the diaphragms of the signalling
apparatus pertaining to any other carriage or compartiment of the same carriage, or
thereby cause the display of any signals except those pertaining to the compartment
from whence the alarm proceeded.
The Invention also consists in certain improvements in the coupling devices
which couple the air pipes between the carriages of the train, the peculiar construc-
tion and operation of which is such that the two parts of the coupling are made
counterparts of each other, and are always in proper position to effect the coupling
of the pipes when they come together.
The coupling pipes are provided at their extremities with valves, which are
opened either in the act of coupling the pipes together, or preparatory to making
the connection. In the one case the valves fit into seats arranged transversely of
the pipes, and in the other into seats formed in the side of the pipes, or obliquely
thereto.
In the arrangement in which the valves open in the act of coupling up the pipes, .'
the pipes are formed with rigid catches and loops to interlock, and also with spring
catches that drop on to shoulders on the ends of the pipes. In the other arrange-
ments the valves are carried by levers, which levers form spring catches that press
the coupled pipes together. In order to couple these pipes the valve levers are
tipped to raise the valves from their seats, and the ends of the pipes to be coupled.
are thrust under the raised valves so as to bring the valve openings of the two pipes
nto coincidence.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Edward Newton in the Great Seal Patent Office on the 18th
April 1878.
"
HENRY EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer. IMPROVEMENTS IN RAILWAY BRAKE APPA-
RATUS, ALSO IN APPARATUS CONNECTED THEREWITH FOR GIVING VISIBLE AND
AUDIBLE SIGNALS ON RAILWAY TRAINS." A communication from abroad by
Frederick W. Eames, of Watertown, in the State of New York, United States of
America.
This Invention relates to,-
Improvements in apparatus for operating the brakes of railway trains.
Also to improvements in apparatus for sounding an alarm when the brakes are
applied, such apparatus being located in the locomotive engine.
Also to apparatus by means of which all the brakes can be applied from any part
of the train, the alarum on the locomotive being at the same time sounded, and
signals thrown out which indicate the point or part of the train from which the
alarm proceeded and the brakes were applied.
To accomplish these results the natural pressure of the atmosphere as opposed
to a vacuum is employed, the vacuum being formed by means of an air ejector,
pump, or other exliaust, operated by the force of the steam in the boiler of the
locomotive.
.
The Invention relates, lastly, to improved means for coupling the vacuum pipes of
the several carriages constituting the train.
Briefly stated, the improved brake apparatus consists of,-
An air ejector of improved construction, which operates automatically through
connection with and by means of the force of the steam in the boiler of the loco-
motive, so that as long as there is sufficient force of steam to inove the train or
locomotive, there will be sufficient force to check and stop their momentum; this
ejector can be made to operate continuously, or so as to be constantly at work in
creating and maintaining a vacuum, or it may be so arranged that it will cease to
operate when a given amount of pressure is secured, and again begin to operate
when a certain minimum is reached.
Also in providing an air ejector, pump, or other air exhaust operated by steam
power, with a valve apparatus which will operate automatically to open and close
the valve in the steam pipe through the formation or destruction of a vacuum in an
enclosed chamber or connecting tube.
Also in certain improved devices whereby a vacuum is maintained on both sides
of a piston, diaphragm, or its equivalent, by the automatic action of an air ejector,
pump, or other air exhaust, and the application of said improved devices for the
purpose of operating railway brakes when the vacuum is destroyed on one side of
said piston or tube, connecting therewith and releasing the brakes when the vacuum
is restored on both sides of the piston.
The improved alarum consists of a gong, the hammer of which is operated by
means of clockwork, which is released and set in motion by the destruction of a
partial vacuum under a diaphragm, or its equivalent, the vacuum, so long as it is
maintained within the chamber or cylinder under the diaphragm, preventing the
operation of the alarum. At the back of the diaphragm a spring is provided for
forcing up the diaphragm, and thereby releasing the clockwork, when the alarum
will be instantly set in action.
When the brakes are applied throughout the train the alarm will be sounded on
the locomotive.
The improved signaling apparatus consists of semaphore and lantern signals, which
are held within recesses formed in the sides of the carriages, or each compartiment of the
carriage, by the action of a vacuum maintained under a diaphragm, or its equivalent

page_text: but on the destruction of the vacuum under the diaphragm the signaling devices
connected therewith will fall out and become exposed to view, and as they cannot
be held within the recess except by the restoration of the vacuum, and as the
restoration of the vacuum is effected by communication with the locomotive, the
particular carriage or compartment of a carriage from which the alarm proceeds
cannot fail to be detected.
The signaling apparatus is connected with the vacuum pipes and cylinders
throughout the train, and with the alarum located on the locomotive, and the appa-
ratus belonging to each carriage, or to the several compartments of each carriage, is
provided with a valve fitted with a handle or cord by means of which the valve can
be pulled open by any one in the carriage or compartment. On the opening of any
one of said valves the. vacuum will be destroyed, not only in that particular
signaling apparatus, but also in all the brake cylinders throughout the train and
from under the diaphragm of the alarum, so that the opening of the valve will warn
the driver of the engine, apply the brakes throughout the train, and throw out the
signals pertaining to the carriage or compartment from whence the alarm pro-
ceeded; but it will not destroy the vacuum under the diaphragms of the signaling
apparatus pertaining to any other carriage or compartment of the same carriage, or
thereby cause the display of any signals except those pertaining to the compartment
from whence the alarm proceeded.
The Invention also consists in certain improvements in the coupling devices
which couple the air pipes between the carriages of the train, the peculiar construc-
tion and operation of which is such that the two parts of the coupling are made
counterparts of each other, and are always in proper position to effect the coupling
of the pipes when they come together.
Sheet 1 of the accompanying Drawings illustrates the general arrangement and
application of the improved vacuum brake apparatus.
Fig. 1 shows the apparatus in elevation as applied to a locomotive engine and
tender; Fig. 2 is a plan view of same.
Referring to the parts by letters, which are the same in both Figures, A repre-
sents an air ejector or exhauster operated by steam from the boiler of the locomotive,
which is conducted through a suitable pipe a; this ejector apparatus (the construc-
tion of which will be herein-after given in detail) is employed to create a vacuum in
the air pipes, which extend throughout the length of the train, and connect with the
brake cylinders attached to each carriage.
Atmospheric pressure as opposed to a vacuum being the power employed to apply
or release the brakes, and said power being created by the steam in the boiler, it
will be obvious that so long as there is sufficient steam power in the locomotive
boiler to move the train, there is sufficient power to stop its momentum, and the
vacuum power may be stored up and utilized to apply the brakes, even should the
steam in the locomotive boiler fail on an emergency..
B, B¹, are the air pipes, which are attached to the several carriages or wagons of
the train, and connected between the carriages by suitable flexible hose couplings,
such as are herein-after described.
The air pipes are also connected by means of a branch pipe b with the brake
cylinders or vacuum chambers C secured to each carriage or member of the train;
these brake cylinders or vacuum chambers may be constructed in different ways, as
herein-after described, but however constructed their pistons and piston rods are
arranged to operate either by the formation or the destruction of a vacuum in the
connecting air pipes.
In the brake cylinder C a vacuum is maintained on both sides of the piston to
keep the brake off the wheels. By destroying the vacuum on one side of the piston
the brakes are immediately applied through the brake lever D, which is connected
with the piston rod.
To illustrate the operation of this apparatus we will suppose the ejector A to be
in operation, drawing the air from the pipe B and cylinder C, and there being a
valve in the piston head, it will also draw the air from the cylinder on both sides of

page_text: the piston and through the branch pipe b'; it will also draw the air from the
pipe B, creating a vacuum in both pipes and cylinder, and the operation of the
ejector being automatic, as herein-after fully described, the vacuum will be
preserved, and the brakes kept from the wheels until it is desired to apply them.
To apply the brakes the valves of the ejector are shifted so as to close communi-
cation between the pipe B and open it between B', and the ejector. At the same
time another valve is opened in the pipe B to admit air into the pipe and destroy
the vacuum.
The air passes by the pipe B through the branch b into one end of the cylinder C,
thereby moving the piston rod. At the same time the ejector may continue its
operation, and draw air from the other sides of the cylinder through the pipes B¹
and b', thereby aiding in applying the brakes quickly.
By again reversing the position of the valves of the ejector communication is shut
off between the pipe B and the external air, and opened between it and the ejector.
The operation of the latter will then draw the air from the pipe B and the cylinder
C, and create a vacuum therein, as before described, to release the brakes.
Fig. 3 of the Drawings illustrates the method of storing vacuum power by the use
of an additional tank having free communication with the operating cylinder. In
this as in the former Figures C is the operating cylinder; B and B', the air pipes
connected with the cjector A; B2 is a branch pipe which connects the operating
cylinder C with an exhaust tank C¹, and also connects both these vessels with the
air pipe B¹.
The operation is the same as before described, the only difference being that when
the ejector is withdrawing the air from the pipe B it also withdraws it from the
reservoir C, and thereby creates additional vacuum power.
It will be seen that the apparatus described has two lines of air pipes, and I prefer
to use two lines of pipes, but if preferred a single pipe may be used, as illustrated by
the diagram, Fig. 4, in which C is the operating cylinder; C¹, the exhaust tank; and
B, the air pipe connected with the ejector apparatus and with the cylinder C by
means of the branch pipe a*, but not connected directly with the reservoir C', said
reservoir being only connected with the end of the operating cylinder opposite to
the pipe *, the connection between the cylinder and reservoir being by a small
pipe b. In this case the air is withdrawn from exhaust tank C₁ and from the
cylinder C at the back of its piston through a valve in the piston. In all other
respects the operation of this single pipe automatic brake is the same as the double
pipe apparatus, before described.
These devices are all operated from the locomotive engine, the braking of the
train being under the entire control of the engineer and driver. The brakes may
however be applied from any point of the train by pulling open the valves commu-
nicating with the external air, said valves being attached to the several brake
cylinders or to the air pipe as it enters the cylinder, as shown at P in Figures 1, 2,
and 3 of the Drawings, suitable cords or levers being led to convenient positions in
the carriages.
•
By means of the additional lever I on the tender, and the connecting rods i, the
brakes of the locomotive are operated by means of the brake cylinder and piston
pertaining to the tender, no brake cylinders being required upon the locomotive.
It will also be seen on reference to Fig. 1 of the Drawing that the toggles for
operating the locomotive brakes are arranged on the under side or beneath the
brake shoes, so that when released from the pressure of the levers the brakes will
drop loose from the wheels by their own gravity. These locomotive brakes are of
very simple and economical construction, and completely effective in operation.
Sheet II. of the accompanying Drawings illustrates on an enlarged scale the
improvements in the brake cylinders and connecting mechanism for operating the
brakes.
Fig. 1 represents in plan view the brake actuating mechanism, the brake cylinder
being in section.
A is the operating vacuum or air pipe which connects with the locomotive and

page_text: the carriages throughout the train; and A¹ is the re-enforce vacuum pipe, which
also connects with the locomotive and with the carriages throughout the train.
a is a branch pipe leading from the pipe A to one end of the cylinder B; and a',
a branch pipe leading from the pipe A to the other end of the cylinder.
C is the piston working in the cylinder B and D, the piston rod c is an opening
through the piston head, which is protected by an ordinary clack valve c'; È is an
elastic compressible vessel or chamber, one end of which is secured to the piston C,
and the other to the head of the cylinder B. This flexible chamber is preferably
made of india-rubber, and is braced at intervals, both inside and out, by means of
metal bands e.
f are friction rolls secured or pivoted to the outer periphery of the piston at
three or more points in its circumference, said rolls operating against the sides of
the cylinder, and serving as guides to keep the flexible cylinder or chamber E in
proper position.
Fis another flexible chamber made of india-rubber secured at one end to an
annular and inwardly projecting flange b, forming part of the cylinder B, the other
end of the elastic chamber F being secured to a disc or head d, which is keyed to
or formed part of the piston rod D, so as to move with it.
The branch pipe A opens into the flexible cylinder E, so that when the air is
withdrawn from the pipe A it is also withdrawn from the interior of the cylinder B,
the air passing through the openings c in the piston, so that a vacuum or partial
vacuum may be formed within the cylinder on both sides of the piston at the same
time, the air passing in through the openings around the piston rod at the other end
of the cylinder will pass into the interior of the flexible chamber F, and pressing on
the head d will force the piston to move into the position shown by full lines of the
Drawings. While in this position the brakes are released from the wheels, and the
apparatus will so remain until the vacuum is destroyed in the pipe A.
When air is admitted to the said pipe it passes in through the branch a to the
elastic cylinder E, closes the valve C₁, and pushes the piston towards the other end
of the cylinder, the elastic cylinder E expanding, and the chamber F contracting,
until they reach the position indicated by dotted lines. When the apparatus is in
such position the brakes will have been applied.
There is a valve located in the branch pipe a, having a port which communicates
directly with the external air. This valve is provided with a lever G, by means of
which and a suitably connecting cord or rod leading to the interior of the carriage
the valve may be thrown open, and the air admitted to destroy the vacuum, and
apply the brakes from the carriage to which the cylinder is attached. By this means
the brakes may be applied, and the train stopped from any part of the train by the
passengers themselves or the guard independently of the engine driver.
It will be seen that the piston C does not travel the full length of the cylinder,
and therefore, as will be evident the vacuum is only destroyed within that portion
of the cylinder occupied by the flexible chamber E. The other portion of the
cylinder therefore forms a reserve reservoir or air exhaust chainber, and as before
explained the vacuum therein is re-inforced by the continued withdrawal of the air
through the re-inforce vacuum pipe A¹. By again withdrawing the air from the
pipe A' the vacuum is restored on both sides of the piston, which then re-assumes
the position first described, releasing the brakes.
His a guide rod, one end of which is secured to the cylinder head, and the other
to a bracket h; d¹ is a head or block upon the exterior end of the piston rod; it is
slotted to permit the guide rod H to pass through it.
61 is a projection upon the cylinder head, which operates as a stop to limit the
inward motion of the piston by coming in contact with the block d' on the end of
the piston rod; ¹ is a disc or projection on the guide rod H, which also operates as
a stop by coming in contact with the block d', thereby limiting the motion of the
piston on its outward stroke. By thus limiting the motion of the piston any strain
or undue expansion of the flexible chambers E and F is prevented.
K, K¹, are vibrating rods, which connect the levers L and L².
.

page_text: kis a pendulous hanger, whish sustains the vibrating rod K, or suspends it from
the body of the carriage.
The lever L' is provided with pulleys m on its ends, over which is passed the
chainn connecting the brake rods n'.
With an apparatus so, constructed and operated it will be seen that the brakes
are released by making vacuum on both sides of a piston, and they are applied by
destroying the vacuum on one side of the piston.only.
Figures 2 and 3, Sheet II., show respectively sectional and end views of another
form of the brake cylinder, which is preferred because of its simplicity of con-
struction, and for the reason that with the devices thereto attached the brakes may
be applied practically, instantaneously if required..
A represents the cylinder; B, the piston; and C, the piston rod, the end of
which projects through the cylinder, and connects with the brake levers.
D is a compressible sleeve or chamber, having a head d, through which the
piston rod passes, and to which it is permanently secured, so that the joint is
air-tight.
The other end of the compressible chamber D is secured to the cylinder head, also
by an air-tight joint. The part of the cylinder head immediately around the piston
rod, or within the area of the chamber D, may be pierced with air holes d¹.
The piston has packing of leather or other suitable material, around its
periphery, which is held in place by a ring c', all bolted together so as to form a
perfectly air-tight joint, and prevent the passage of any air between the piston and
cylinder.
E is an ordinary clack valve which covers an opening through the piston, it is
provided with suitable packing, and held in place by a spring e.
The cylinder head is formed with two openings A', A"; the opening or port A'
connects with a tube G, which leads to and connects with the ejector on the
locomotive engine, and with the vacuum pipes throughout the train.
The opening A" leads to the external atmosphere. His a lever pivoted to the
inner side of the cylinder head. To one arm of this lever is jointed the stem of a
valve I, which covers the opening A', and to the other arm is jointed the stem of a
valve K, which covers the opening A". The stem k of this valve K projects into
a small tube or chamber L, secured to the cylinder head, and having an opening or
openings or ports leading to the external air. M is an eccentric or cam arranged to
come in contact with the valve stem, and push in the valve to its seat, and hold it
there when desired. A cap may be screwed on to keep the valve closed. The
operation is the same in some respects as that of the brake cylinder, Figure 1. The
air being withdrawn from the pipe or tube G will cause the valve I to open and
the valve K to close. The valve E will also open and permit of the air being
withdrawn from the interior of the cylinder. As a vacuum is formed in the in-
terior of the cylinder, air will enter within the compressible chamber D through
the perforations around the piston rod, and force the piston to the other end of the
cylinder in the position shown by the Drawing. So long as a vacuum is maintained
in the pipes G, the piston will remain in this position; but as soon as the vacuum in
the pipe G is destroyed, the valve I will instantly close, thereby forcing the valve K
open, and air will pass immediately into the cylinder, and force the piston towards
the other end, the chamber D being compressed as the piston moves. Thus it will
be seen that the destruction of the vacuum in the pipes alone is sufficient to cause
the brakes to operate; the vacuum or partial vacuum in the cylinder being still pre-
served. The piston does not require to move the full length of the cylinder to apply
the brakes, so that the cylinder is a reservoir or exhausted receiver for storing vacuum
power as well as a cylinder; and a still greater capacity for storing this power may
be had by simply connecting the cylinder with another chamber or receiver, as
indicated by dotted lines in Fig. 1, a simple communicating pipe without valves
being all that is necessary. In this way, by means of the valves K and I, the one
operating the other, the vacuum in the cylinder is instantly destroyed, and the
brakes applied on the simple destruction of this vacuum in the pipe G without using

page_text: up this reserved power in the cylinders; but should a more gradual application of
the brakes be desired, the valve K inay be kept closed, and the valve I open, by
bringing the same M to bear on the stem of K, and force it down on its seat, and
hold it there, when the valve I will be held open, and the air to destroy the vacuum
in the cylinder will pass in through the pipe G.
Fig. 4 shows another form of the autoinatically operating valve for admitting air
into the brake cylinder to.destroy the vacuum and apply the brake, which valve
Inay be used in place of the valve device shown at Figures 2 and 3.
A represents the head of the cylinder, having two openings A', A", the former
connecting with the tube.G, which leads to and connects with the ejector on the
locomotive engine, and the other A connecting with a T shaped branch pipe B fitted
to a circular chamber C, one end of which connects with the pipe G.
D is an elastic diaphragm secured within the chamber C; and E is a valve rod or
stem, one end of which is secured to the diaghragin D, and the other carries a valve F.
His a spring coiled around the valve stem E.
b, b, are openings or ports in the pipe B communicating with the outer air; I is
an ordinary valve, which closes opening A¹.
The operation of this valve device is as follows:-So long as the vacuum is
maintained in the pipe G, the diaphragm D will be drawn towards the pipe G,
thereby closing the port covered by the valve F, and preventing the passage of air
into the cylinder; but as soon as the vacuum is destroyed in the pipe G, the spring
H will retract the diaphragm and open the valve F, and permit of the air passing into
the cylinder to destroy the vacuuin, the operation being almost instantaneous.
The improved alarum and signaling apparatus is illustrated by Sheet III. of the
Drawings, in which,-
Fig. 1 shows the alarum apparatus.
Fig. 2, a section of a carriage showing the arrangement of the signaling
apparatus; and Fig. 3 is an enlarged sectional view showing the construction of
the apparatus for operating the signals.
The alarum apparatus consists of a gong A and striker B, the arın or rod of the
striker being secured to an escapeinent pallet C, which engages with an escapement
wheel D connected with suitable clockwork mechanism or springs D₁, so that as
long as the pallet is free to move or be moved through the operation of the escape-
ment wheel, the striker will beat with intermittent strokes upon the gong, that is,
until the clock work or spring runs down or is stopped by the binding of the pallet
with the escapement wheel. This is accomplished in the following manner :-E is
an arm or rod, one end of which is secured to the pallet or its pivot, so as to move
with the pallet. Its other end is connected by a chain or rod F to an clastic
diaphragm G, which is secured in the open end of a cylinder or air vessel H, the
other end of which is connected by a tube I with the air or vacuum pipe on the
locomotive engine, and with the pipes led throughout the train communicating with
the brake apparatus, and also with the signaling apparatus, herein-after described.
K is a spring, one end bearing upon the inner side of the diaphragm G, or
plate attached thereto, the other upon a flange within the tube I, as clearly shown
by the Drawing.
The operation is as follows:-When the air is withdrawn from the pipe I and
cylinder H, a vacuum or partial vacuum is thereby formed within the cylinder H,
and the elastic diaphragm G is retracted. This movement of the diaphgram draws
down the chain F and rod E, thereby causing one of the pawles of the pallet C to
engage with the escapement wheel D, so as to stop its motion, and thereby prevent
the sounding of the alarum. When the vacuum is destroyed in the pipe I and
cylinder H, the spring K forces out the diaphragm G, thereby releasing the pallet
and permitting the clockwork to operate, and the striker to beat the gong with
intermittent strokes, as the pallet is moved by the clockwork. This device is
intended to be secured on the locomotive, convenient to the engineer or driver, and
similar alarums may also be secured, within the guard's van, and at other parts of the
train if desired, the alarums in all cases being sounded when the vacuum is destroyed

page_text: in the pipe to apply the brakes, and this whether the brakes are applied by the
engineer or other official on the train, or by the passengers themselves in the manner
herein-after described, or through the accidental separation of the carriages.
Fig. 2, Sheet III., represents the cross section of a carriage, provided with the new
signaling apparatus :-
A is the carriage; B is the brake cylinder; C is the vacuum or air pipe, which is
led throughout the train and connects the brake cylinders with the air ejectors upon
the locomotive.
D is a pipe, led from the main pipe C into the carriage and connected with an air
vessel E, shown in section, and on an enlarged scale at Fig. 3.
F is a semaphore signal, and F¹ a lantern signal, placed within suitable recesses
formed in the walls of the carriage for their reception, said recesses being open
on the outside, so that the signals can drop out and become exposed to view, as
shown by dotted lines.
G, G, are rods, which connect the signal rods with bell-crank levers H, H. the
other ends of the said levers, being connected by means of links h, h, with the end of
a piston rod I, which passes into the air vessel E.
K is an elastic diaphragm, secured within the air vessel E and also to the rod I
by means of suitable plates i. The upper portion of the air vessel E is perforated
with openings e, e, to allow of the free passage of the air. The lower portion of the
air vessel is made air-tight, and connects with a valve chamber L, which in turn
connects with the air pipe D.
M is a valve, seated within the chamber L, and provided with a stem m, which
passes up through open guides l..
N is a spring, coiled around the stem of the valve, its ends bearing against the
guides l.
O is a valve in the side of the chamber L, and which communicates with the
external air when open.
P is a hand lever, pivoted to the valve and to the cylinder E, by means of which,
or by means of a suitable cord connected therewith, the valve O may be opened by
any passenger in the carriage.
The operation is as follows:-When the air is withdrawn from the pipes C and D,
which communicate freely with each other, the valve M is drawn down, thereby
opening communication with the lower half of the air vessel E, from which the
air is also withdrawn, and a partial vacuum being thereby formed beneath the
diaphragm K, the latter is drawn downwards and through the communicating rod I
and levers H, H, the rods G, G, are drawn inwards, and the signals F, F, are held
within their respective recesses.
The signals will be retained in this position so long as the vacuum is maintained
in the pipes D and vessels E; but by opening or drawing out the valve O, air
will be admitted to the vessel E, and forcing open the valve M, will pass into the
pipe D. The result of this action of the valve O will be to destroy the vacuum in
the pipes and brake cylinders throughout the train, and thereby to apply the brakes
and sound the alarum on the engine. At the same time, there being nothing left
to support the signals F or F¹, their weight will cause them to fall outwards, and
become exposed to view, the diaphragın K rising as they fall. Having no support
other than that derived from the motion of the diaphragm K, the signals cannot be
put out of sight or retained within the recesses until the vacuum is again restored
within the vessel E. As, however, this can only be effected by the operation of
the air exhaust upon the locomotive, it follows that the particular carriage or com-
partment of a carriage from which the signal proceeded, when the brakes were
applied, cannot fail to be detected.
The valve M, when not in use, is kept closed by means of the spring N, and it
cannot be opened except by the admission of air to the chamber L on the opening
of the valve O, so that, though the vacuum be destroyed in the pipes D and C,
and the train brakes be thereby applied, yet the vacuum in the vessel E of the

page_text: Bignaling apparatus is not destroyed, and consequently the signals will not be
displayed.
In this way it will be seen that only the signals pertaining to the particular
carriage or compartment of the carriage from which the alarm proceeds, are
displayed, all the signals of the other carriages being kept from sight through the
force of the vacuum formed in the respective vessels E.
Each carriage or compartment of a carriage is to be provided with this signal
apparatus, so that it is within the power of any passenger to sound an alarum, and
stop the train; but should anyone do so heedlessly or through mischief, he is sure
to be detected, or at least the compartment in which he is seated is surely
indicated to the guard, so that he is enabled to detect the party who sounded the
alarum.
The devices described may be modified so long as the principle of action is
retained, the essential feature of this part of the Invention being the withholding
of the signals from view by the action of a vacuum under a diaphragm or its
equivalent, and the exposure of the signals by the destruction of said vacuum.
Sheet IV. of the accompanying Drawing illustrates the improvements in auto-
matically operating steam-air ejectors for vacuum brakes and other purposes, and
the automatically operating valves used in connection therewith.
Fig. 1 represents a vertical sectional view of the ejector apparatus; and Fig. 2, a
side elevation of the same partly in section.
Referring to the parts by letters which are the same in both Figures,―
A represents a steam pipe, one end of which passes into the upper part of the
locomotive boiler, and the other connects with the tube or casing C, which encircles
the ejector nozzle B.
D is a valve in the steam pipe A, the operation of which will be herein-after
fully described. The tube or casing C is somewhat enlarged at its point of con-
nection with the steam pipe A, but is drawn in at the nozzle of the ejector and
gradually decreases in diameter to a point some distance above the nozzle, it then
gradually increases in diameter for about an equal distance; this part of the tube
presenting the appearance of two united conical frustrums, the balance of the tube
is cylindrical and cut or formed with slots or perforations c, its top being solid or
in the form of a cap. The upper portion of this tube C is surrounded by a
jacket C, the upper end of which is open to the atmosphere. By making this
eduction pipe in this peculiar form very important results are obtained in the
operation of the ejector. The air is drawn out more quickly and with less con-
sumption of steam than heretofore, and the noise of the escaping steam is deadened
so as to be hardly perceptible.
B is the ejector nozzle, and ba check valve properly seated within the same.
The lower part of this ejector connects with two branch air pipes E, E', which
connect with the air pipes led throughout the length of the train, as before
described.
e is a drip-cock or valve in the lower end or bottom of the ejector, through which
any water of condensation which may form in it will pass out.
F, F, are two valves mounted on the same stem f, and which serve to open and
close communication between the air pipes E, E', and the ejector B.
G is a valve on the air pipe E, which opens outwardly to admit air into the said
pipe, to destroy the vacuum therein and apply the brakes when required. The
valve stens of the valves F, F₁, and G are all connected together by means of a
bell-crank lever H, so that they all operate together, as herein-after more fully set
fortli.
G' is a valve on the air pipe E¹, provided with a hand lever g. It also opens
outwardly to admit air into the pipe E', but it is not used in connection with the
automatic arrangement. It is intended for use in connection with the single pipe
brake apparatus.
I represents a flexible diaphragm inclosed in a case I'; this diaphragm is pro-

page_text: vided with suitable plates i, i, and connected by means of a stem J with a lever K;
which has its fulcrum at K. The lower end of this lever K is pivotted to one end
of a connecting rod L, the other end of which is pivotted to the hand lever d of the
steam valve D.
j is a spring coiled around the piston rod or stem J.
M is an air pipe, one end of which connects with the air pipe E which is
led throughout the length of the train, and its other end connects with a
valve chamber N, having an opening or port n leading into the diaphragm
case I¹.
O is a valve stem located within the chamber or tube N, and which carries two
valves P, P. The lower end of the valve stem is also encircled by a coiled spring Q.
The operation of the apparatus is as follows:-The brakes are kept off or free
from the wheels by the maintainance of a vacuum in the air pipes E, E. This
vacuum is created and maintained by the passage of live steam from the boiler
through the pipe A and around the nozzle B, thereby drawing the air out of the
pipes, the valve b rising to permit of its escape as soon as the steam is allowed to
pass. So long as the vacuum is maintained in the pipe E it will also be maintained
in the pipe M, and through said pipe communicating with the case I', a vacuum
will be formed therein on the adjacent side of the diaphragm I, the effect being to
draw the diaphragm towards the port n, and through its connection with the
stem J, lever K, and connecting rod L, operate to keep the steam valve D closed.
But as soon as the vacuum in the pipes weakens, through leakage or other cause
beyond a given degree, the spring Q will, draw down the valve stem O, closing the
valve P and opening the valve P¹, thereby destroying the vacuum in the case I'
and allowing the spring j to move the stem or rod J, and thereby through com-
municating with the lever K and rod L open the steam valve D. The passage of
the steam will again restore the vacuum in the pipes, and thus by the pulsation,
as it were of the diaphragm I, the operation of the apparatus for the maintenance
of the vacuum in the air pipes throughout the train is made automatic.
The steam valve may be set so as to operate when the vacuum power is reduced
to any given degree, and may be operated by hand when considered necessary or
desirable.
When it is desired to apply the brakes the engine driver moves the lever H so
as to open the valve G, thereby admitting air into the pipe E to destroy the
vacuum, the brake mechanism being arranged so as to operate on the destruction
of the vacuum. By the same operation the valve F is closed and the valve F' is
opened, and the steam valve being also open the ejector will exhaust the air through
the pipe E', thereby hastening the operation of applying the brakes and re-inforcing
the vacuum power, as before explained.
R is a vacuum gauge connected with the pipe E by a small piper, by means of
which the amount of vacuum pressure in the air pipes may be ascertained.
Figures 3, 4, and 5 are detail views shewing the construction of the steam
'valve D.
Figures 6, 7, and 8 represent a valve of different construction, by means of which
the operation of the automatic steam ejector is simplified; Fig. 6 is a horizontal
section of this valve; Fig. 7, a vertical section of the same, and Fig. 8 is an elevation,
partly in section.
Like letters refer to like parts in all the Figures.
A, A, A, A, is the body of the valve.
B, B, the valve cap.
C, a plunger valve turned to fit body of valve at upper part, and the valve seat
at the lower seat, and having a free vertical motion.
D, valve starter for use in case the valve C should, by reason of dirt in the
barrel of the valve body, stick at any point when raised off its scat.
E, stuffing box for stem of valve starter D; this valve starter is also self-
packing by means of the bevelled or ground seat at lower end of stem.

page_text: In operation, should the valve C stick, the starter D is driven down by a blow
from the hand, freeing the valve when the pressure of steam in valve body
immediately drives the starter D up to its seat.
F is a rotary valve operated by double lever H, said lever having a handle 1 at
the upper end for use by hand, and a stud R at the lower end for connecting rod
(not shewn).
The travel of valve lever H is governed by quadrant G, shewn in dotted lines in
Fig. 7.
J is the steam port connecting inlet L with steam space in top of valve.
K is the exhaust port furnished with a threaded recess for attaching a drip
pipe.
L is the induction port or steam inlet from boiler; and M, the eduction
steam outlet to ejector.
N is a nut for holding the lever H to its place on the valve sten.
O is a side bracket for supporting the pointed screw P and tightening nut Q.
S is a steam space at the end of the rotary valve F, connected with the steam
port J by means of a passage V.
T is the cover to steam space S.
The rotary valve F is thus steam packel, the pressure by which it is forced to
its seat being regulated by pointed screw P.
U is a fan-shaped opening through rotary valve F, so proportioned as to always
communicate with the upper part of steam port J and steam space in top of valve
body, but to communicate with lower part of steam port J and outlet or exhaust K
alternately.
As shewn in Fig. 7 the steam port J is open through its entire length, and
the steain pressure is therefore equal above and below the plunger valve C. The
valve C, however, having a greater surface above than below, has an unequal
pressure upon it, which tends to hold it down to its seats with a pressure propor-
tionate to the increased area of the top surface over the bottom surface of the valve.
If now the lever handle is carried to the right until the opening U in rotary valve F
coincides with exhaust port k, the steam above the plunger valve C instantly escapes
through K, and the plunger valve C is forced upward, and open. A reverse move-
ment of handle I closes exhaust port K, and opens communication between
steam inlet L and upper steam space, when the plunger valve is instantly forced
shut.
The stud R has a connecting rod taking motion from a flexible diaphragm, such
as the diaphragm I, before described.
The air, being exhausted from behind the diapraghm, draws it and the connecting
rod in, operating rotary valve E so as to close the plunger valve C, and cut off
communication with the ejector; the operation being the same as before
described.
Sheet V. of the Drawings illustrates the improvements in devices for coupling the
pipes or tubes which form the connection between the carriages of a train.
These couplings consist of two parts or halves, each being the counterpart of the
other; one part being secured to the flexible portion of the pipe or tube at one
end of the carriage, and the other to the tube at the opposite end, and they are so
arranged that when two carriages come together one will present the right half,
and the other the left half of the coupling, thus ensuring the facile coupling up of
the carriages, it being impossible for two right halves or two left halves to come
together; the necessity is avoided which might otherwise arise for twisting the
flexible tube out of its proper position, in order to bring the parts of the coupling
together.
Figures 1, 2, 3, 4, and 5 represent sectional plan and detail views of a coupling
which is particularly designed for use in connection with the improved brake
apparatus.
Referring to the parts by letters, A, A', represents the two halves or parts of the
coupling; they are constructed in all respects alike, so that either part may

page_text: be a right or a left half, according as it may be attached to either end of the
carriage.
As will be seen, on reference to the Drawings, the opening in the outer end of
each half is in the form of an oblique cut. Around this opening an annular flange
a is formed.
B is a gasket of rubber, or other suitable flexible material, formed with two annular
flanges b, b, so as leave an annular groove between them, which, when the gasket
is placed in position is occupied by the annular flange a, as clearly shown by
Figures 1 and 3 of the Drawing. The flange a is sufficient to hold the gasket in
proper position.
Each half of the coupling is also formed with a projecting lug C, on the outer
side of which, some distance from the point, a lateral groove c is formed, the groove
being semicircular in form.
D, D, are lugs or lateral projections formed on the side of the coupling opposite
to the lugs C.
E is a lever, which is pivotted between the lugs D by means of a pin d, which
passes laterally through the lugs. The outer end of the lever E is formed into a
thumb piece or handle e, and its inner end is provided with a disc or valve e¹. On
the inner side of the lever E is a projection or stud F of rounded form, corresponding
to the form of the groove c.
G is a spring coiled around a sleeve g, which encircles the pin d, one end being
secured to the lever E, and the other to one of the lugs D, as clearly shewn by
Fig. 2 of the Drawings.
The operation is as follows:-When the coupling of the pipes is to be effected, all
that is necessary is to take hold of the parts one in each hand, press on the outer
ends of the levers E, thereby bringing them into the position shown by Fig. 1 of
the Drawing, then push the two parts together until the gaskets B come in contact ;
the projecting lugs will then overlap and the projection F enter the grooves C, all as
shown by Figure 1 of the Drawing, and in which position the coupling will remain
until the parts are again separated either by hand or by the accidental separation of
the carriages. Should such an accident happen the two parts of the coupling will
separate without injuring the rounded projections F, by means of which they are
held together, slipping easily out of the groove c. As soon as the parts are separated
the springs G will force the discs e' against the gaskets B, thereby instantly closing
the openings in the ends of the coupling and preventing the passage of air into or
from the tubes.
When separated by hand the result is of course the same, all that is necessary being
to pull the coupling apart.
Besides the advantage of a free unobstructed passage for the air resulting from
the peculiar form of the openings in the ends of the parts of the coupling before
noted, this oblique form of end opening possesses other advantages over the coupling
now in use, to wit., the joint being a comparatively long splice, as it were, is not
so liable to open through the bending of the joint, as it would if the gaskets came
together on a vertical or horizontal line.
Again it will be obvious that the gaskets are brought into contact and separated
without torsion and consequent friction, as in couplings which require to be turned
under pressure of the springs after they are brought together; the abrasion of the
rubber caused by this friction under pressure soon cuts out parts of the face of the
gasket and causes leakage, an objection which is entirely obviated by this new form
of opening.
Again the improved coupling possesses peculiar advantages for use in connection
with the vacuum brake, as it affords a greater surface for the natural pressure of
the atmosphere, which would of itself keep the couplings together, or if separated,
keep the valve closed when a vacuum is formed in the pipes, thereby obviating the
necessity for a powerful spring.
By arranging the levers of the valves in the manner shown and providing them
with the projections F the usual hooks as a separate device may be dispensed with

page_text: It will also be seen that the valves are located entirely outside of the coupling, so
that while they are thoroughly efficient as valves to close the openings when
required they offer no impediment or resistance to the free passage of the air when
the parts are coupled.
Figures 6, 7, 8, 9, and 10, Sheet V., show a coupling of somewhat similar
construction.
It will be seen however by reference to the Drawing that instead of the openings
in the end of the coupling being in the form of an oblique cut, as in the coupling
last described, they are lateral openings.
It will also be seen that there is a difference in the construction of the gaskets.
These gaskets are seated in annular grooves a forined in the face or rim of the
opening.
I is a ring struck out from brass or other suitable metal, having internally
projecting strips or wings; this ring is placed or forced into an annular flange b
formed in the gasket, and the wings or strips i are bent down and under the inner
periphery of the lateral opening in the end of the coupling, thereby securing the
gasket in position, so that it cannot drop out and become lost.
Figures 11, 12, 13, 14, and 15, show respectively an elevation, bottom, and top
plan views, and vertical sectional view, and an end view of a coupling of different
construction, the valves being located within the coupling.
A, A', represent the two halves which are counterparts of each other, being made
in all respects alike.
B is the hose or tube.
Each half of the coupling is provided with lugs on its lower side; one, C, being
formed in the shape of a hook, and the other, C, in the form of a staple.
D, D, are lugs formed on the upper side of each half of the coupling, between
which a lever E is pivotted; one end of this lever is formed into a handle or thumb
piece e, and its other end is formed into a hook F, having a rounded face f and an
oblique angled shoulder f'.
G is a spring, one end of which is secured to the handle e while the other or
free end rests upon a flat faced projection a formed on the upper portion of the
coupling.
h is an annular groove formed in the rim or face of the coupling, the outer portion
being enlarged, as shown by Fig. 14 of the Drawing.
His a rubber gasket or packing ring, which is inserted in and fits the narrower
and deeper portion of this annular groove h. The groove is widened so that when
the two parts of the coupling are brought together and the rubber gaskets are
compressed against each other they will have room to expand within the space left
by the widening of the groove.
a is a lug on the inner periphery of each half coupling, serving as a guide and
aiding in holding the parts in proper position when brought together.
I is a bracket on the inside or tube portion of the coupling, and which is secured
to or forms part of the same; it is provided with a sleeve or guide for the stein of
the valve, which passes through it.
K is the valve, and k is the valve stem.
is a spiral spring coiled around the inner portion of the valve stem, one end
bearing against a washer or disc secured to the inner end of the valve stem, and the
other against the bracket I.
The outer end of the valve stem projects beyond the valve and is forked or
slotted.
Lis a slotted or forked bracket or projection secured within the enlarged portion
of the coupling beneath the valve.
M is a lever, the upper end of which is pivotted to and between the forks of the
projecting end of the valve stem; it is also pivotted to and between the forked end
of the bracket L, the pin of the latter pivot forming the fulcrum. The lower or free
end of the lever m is curved outwardly and downwardly, as clearly shown by
Fig. 14 of the Drawing..

page_text: 6
The operation of this coupling is as follows:-The operator takes hold of the parts,
one in each hand, his thumbs resting on the ends of the levers E. He then inserts
the hook-formed lugs C into the staple-formed lugs C¹, and pressing upon the
handles of the levers E forces the two parts of the coupling together, the hooks F
catching on to the flanges or rims of the coupling, as clearly shown by Figures 11
and 14 of the Drawing. As the parts of the coupling are thus forced together the
ends m of the levers M are forced against each other, and the levers turning on their
pivots open the valve K and keep them open so long as the coupling is effected,
thereby permitting of the free passage of the compressed air, steam, or other fluid
through the pipes. Should, however, any accident occur to sever the connection
between the parts of the coupling they will come apart without injury, and the
valves will close automatically through the action of the springs k¹, and thereby
prevent the passage of the air, &c., into or from the pipes.
It will be seen that the oblique form of the shoulder f¹ of the hook F allows it
to slip over the correspondingly shaped flange or rim of the coupling, and as soon as
the hooks are thus disengaged the hook lugs C will become detached from the staple
lugs C¹, and thus no part of the coupling is destroyed in case of a forcible or
accidental separation of the parts.
When it is desired to detach the parts by hand all that is necessary is to press
upon the lever handles e until the hooks become detached, when the two halves of the
coupling may be pulled apart, the valves K closing automatically as soon as the
separation is effected.
Having now set forth the nature of the Invention of "Improvements in Railway
Brake Apparatus, also in Apparatus connected therewith for giving Visible and
Audible Signals on Railway Trains," as communicated to me by my foreign
correspondent, and explained the manner of carrying the same into effect, I wish it
to be understood that I am aware that the power of a vacuum as opposed to atmo-
spheric pressure has been employed in the operation of railway brakes before this
Invention, and I do not therefore wish to be understood as claiming the principle of
working vacuum brakes when the brakes are applied either by the creation or the
destruction of the vacuum on one side of the piston within the brake cylinder, but
under the above in part recited Letters Patent I claim,--
First. The application of the ejector apparatus herein described, which operates
automatically for maintaining the vacuum in the air pipes and cylinders, in the
manner substantially as herein set forth.
Secondly. The improvements in the construction and operation of the brake
cylinders herein described.
Thirdly. In combination with an ejector, as herein described, a double line of
pipes or tubes arranged to operate, so that while one set of pipes is employed to
destroy the vacuum on one side of the piston or diaphragm by the movement of
which the brakes are applied, the air is being withdrawn and the vacuum enforced
on the other side of the piston by the other set of pipes.
Fourthly. In connection with the brake cylinders the valve devices herein
described for admitting air directly into the cylinder to destroy the vacuum.
Fifthly. The hose coupling devices, constructed and operating substantially as
herein described.
And, lastly. I claim the improved alarum and signalling apparatus, constructed
and operating substantially as herein described.
In witness whereof, I, the said Henry Edward Newton, have hereunto set
my hand and seal, the Eighteenth day of April, in the year of our Lord
One thousand eight hundred and seventy-eight.
'
H. E. NEWTON. (L.S.)