1814
THE NEW ZEALAND GAZETTE.
[No. 51

and is arranged to have no effect, or only the same effect as bar No. 9, on the signalling-devices on the engine if the line-signal be at “danger,” but to cause the closing of the circuit of a second battery arranged either on the line or on the engine—preferably the former—through a releasing electromagnetic device on the engine when the line-signal is in the “line clear” position and the engine passes over the said bar, and thereby cause the visual signal to return to its normal or “line clear” position and the audible signal to cease sounding. Now, an object of the present invention is to adapt signalling-apparatus of the kinds referred to in the said former specification for use in cases where, for instance, there may be no distant line-signal, but where it is desired to give a signal, both in clear and foggy weather, at a part of the line where a distant signal would ordinarily be located, and which is hereinafter called for distinction the “distant signalling-point,” the signal in this case being given by the signalling-means upon the engine, the arrangement being such that the engine-driver will be informed when he is passing the distant signalling-point, by the operation of the signalling-devices on his engine, whether the corresponding home-signal is in the “danger” or “line clear” position. For this purpose, the line-switch for determining the action of bar 10, as above described, is operated or controlled from the hand-lever used in the signalling-cabin for working the home-signal, or from the connections used for operating such signal; or it may be worked from a special or independent lever in the signalling-cabin, but this will usually be unnecessary. When the second battery for use with bar 10 is a stationary one, as is preferred, it may be placed in the signalling-cabin and may have in circuit therewith an indicating-device and a high-resistance device. In other respects the apparatus is or may be constructed and arranged to work substantially as described in the former specification.

[NOTE.—The above extract from the specification is inserted in place of the claims.]

(Specification, 10s. 9d.; drawing, 1s.)

No. 22784.—19th June, 1906.—VINCENT LITCHFIELD RAVEN, of Alpine Cottage, Darlington, Durham, England, Engineer. Improvements in railway signalling-apparatus.

[NOTE.—This is an application under section 106 of the Act, the date given being the official date of the application in Great Britain.]

Extract from Specification.—For enabling the driver of a locomotive engine to determine the position of the line-signals designed to control the working of the line over which his engine or train is to travel, it has heretofore been proposed to provide on the engine audible and visual signals that are brought into action and put out of action for respectively indicating “danger” and “line clear” by metal bars arranged on the track in rear of the line-signal, or each line-signal, to be indicated, and the action of one or more of which is under the control of a signalman, the operation of the said audible and visual signal being effected by the closing of electric circuits by brushes or equivalent means on the engine moving in contact with or so as to be influenced by the bar or bars. Various arrangements of railway signalling-apparatus of the kind referred to are described in the specifications of other applications for Letters Patent filed by me, dated 1st May, 1907, and 8th May, 1907, and numbered respectively 22755 and 22783. Now, the present invention has for object to provide supplementary means for causing the signals on the engine to act so that, should the contact brushes or equivalent mounted on the engine, and designed to work in contact with or under the influence of the metal bars on the track designed to give a danger signal, fail for any reason to give a danger signal, such a signal will nevertheless be given on the engine at the required parts of the line. For this purpose there is or are mounted on the engine one or more circuit-closing devices adapted to fulfil the same functions as the ordinary brushes or their equivalent; and on the line, in proximity to the line-signal or signalling-point, or each line-signal or signalling-point, is or are placed one or more devices adapted to operate such circuit-closing device or devices.

[NOTE.—The above extract from the specification is inserted in place of the claims.]

(Specification, 9s. 6d.; drawing, 1s.)

No. 22785.—8th May, 1907.—GEORGE JOHNSTON, of 16 Balmoral Road, Fairfield, Liverpool, Lancaster, England, Engineer. Improvements in railway-vehicle couplings.

Claims.—(1.) A central buffer consisting of a buffer-face made considerably wider than the buffer-body, a bell-mouthed hole passed completely through the face at such a distance

from the centre line, and a draw-hook fixed to project at an equal distance on the other side of the centre line, so that the draw-hooks of adjacent buffers when they enter the holes lie on the outside of the buffer-body clear of the outside faces thereof, in combination with a sliding bolt mounted in suitable guides at the rear of the buffer-face in such a manner that the hooks of adjacent buffers will be engaged thereby. (2.) In a central buffer and coupling, the combination of a hole in the buffer-face on one side of the centre line, a flat tongue with tapering nose and vertical notch projecting from the said face to form a draw-hook at the other side of the centre line, a vertical sliding bolt mounted in guides at the rear of the said face, a rectangular hole in the bolt for the draw-hook to pass through, and the said bolt made of such a width that the top of this aperture can drop into the notch in the draw-hook and be engaged thereby to form a tight-locking connection. (3.) In a central buffer and coupling, a coupling-bolt of flat rectangular shape arranged to slide in guides at rear of the opening in the buffer-face, an aperture in said bolt to receive the draw-hook of the adjacent buffer, and a chamfered edge at top of said orifice on its front face to enable the hook to lift the bolt when passing through, and then allow it to fall to engage a vertical notch in the hook. (4.) The combination with a central buffer and coupling, of an apertured sliding coupling-bolt mounted in each buffer, and arranged to be lifted by the draw-hook of an adjacent buffer when passing through, and then allow it to fall to engage the hook, a stud on the top of said bolt projecting from the front face thereof and adapted to enter a hole in the top of the adjacent bolt when two vehicles come together, in such manner as to lock the two bolts together, whereby it is only necessary when it is desired to uncouple to lift one of the bolts and the other will be lifted also. (5.) In a central buffer and coupling, the combination therewith of a block having a hole in its face on one side of the centre line, and a hook on the other side of the centre line, so arranged as to be engaged by the corresponding hook and bell-mouth of the buffer-face and be locked by a suitable coupling device, and a link or hook on the front face of said block, substantially as and for the purpose described. (6.) In a central buffer and coupling, the combination comprising a buffer pivoted on a vertical pin to a buffing or draw-bar so that it will turn round to a right angle, an auxiliary hook or coupling-link secured to the buffer at right angles to the axis, and a spring device so arranged as to keep the buffer in line with the draw-bar, or at right angles thereto. (7.) In a central buffer and coupling, the combination comprising a buffer-head pivoted on a vertical pin to the buffing or draw-bar in such manner as to be free to move through a considerable horizontal arc, a plunger mounted in the draw-bar, and a spring pressing said plunger against the flat face at the rear of the buffer-shank. (8.) In a central buffer and coupling, the arrangements for enabling the buffer to have a movement or play in a vertical arc, and in a horizontal arc, so as to enable the buffer action and the coupling to take place, even if the vehicles be unequally loaded, or if they are on a curve, substantially as described.

(Specification, 11s. 6d.; drawing, 3s.)

No. 22800.—10th May, 1907.—HENRY LIVINGSTONE SULMAN, of 44 London Wall, London, E.C., England, Metallurgist. Improvements in the separation of zinc from its ores or compounds.

Claims.—(1.) A process for separating zinc from its ores by the use of sulphurous acid, characterized by the fact that the ore roasted if necessary to obtain the zinc as oxide is treated with sulphurous acid and water to obtain a solution of zinc-bisulphite, and that sulphurous acid is partially removed from the bisulphite thus obtained to precipitate the zinc as monosulphite, which is then calcined to produce zinc-oxide. (2.) A method of carrying into practice the process covered by claim 1, characterized by the fact that the soluble zinc-bisulphite is converted into insoluble monosulphite by the addition of zinc-oxide. (3.) A method of carrying into practice the process covered by claims 1 and 2, characterized by the fact that the precipitation of the zinc-monosulphite by means of zinc-oxide is effected in a tube-mill or other apparatus in which the mixture is subjected to attrition in order to prevent incrustation of the zinc-oxide by the insoluble zinc-monosulphite. (4.) A method of carrying into practice the process covered by claim 1 characterized by the fact that the soluble bisulphite of zinc is converted into insoluble monosulphite by passing through the solution a current of a gas such as air which will remove sulphurous acid from the bisulphite. (5.) A method of applying the process covered by claim 1 to the production of zinc-oxide from zinc-sulphate produced in any metallurgical process, characterized by the fact that the zinc-sulphate dissolved in water is treated with