Improvements in Mechanism for Signalling the Engine Drivers of Passing Trains.
Year: 1895

page_text: Date of Application, 27th Nov.. 1895
Complete Specification Left, 27th Aug., 1896-Accepted, 3rd Oct., 1896
PROVISIONAL SPECIFICATION.
Improvements in Mechanism for Signalling the Engine Drivers
of Passing Trains.
I, THOMAS ASTON, 178 Crabtree Road, in the City of Sheffield, Mechanic, do hereby
declare the nature of my invention to be as follows:-
This invention relates to a method of signalling to the engine driver of a passing
train or locomotive an indication of "danger" or of "all right" '-as the case may be
and refers more particularly to signalling during fogs having for its object to dispense
with the present method of fog signalling by detonating signals.
Ι
To carry out my invention, I propose to fix in predetermined positions on the line
where such signals are required, a strong shaft or bar extending across the four foot
way and capable of being turned in its bearings by suitable rods connected with the
mechanism of the semaphore signal by preference, but not of necessity, but always so
that the shaft can be operated by the signalman.
I prefer to carry these transverse shafts in bearing blocks which are constructed to
grip upon the underside of the rail, and to secure them in position by bolts.
Upon the shaft I fix within the rails two pairs of tappits, one pair near each rail
and so arranged that when one tappit of each pair is erect the others will be inclined
and out of action.
Upon or against the front of the lower part of the fire box I fix by any suitable
means some short guide bars carrying two depending finger-cams arranged to come
in contact with one or the other of the before named tappits, when it is in an
erect position.
Each finger-cam is supported by a bolt passed through its top end, upon which it is
turned or moved when it comes in contact with the corresponding tappit.
The top edge of the finger-cam is curved in both directions from the centre to
enable it to act when moved from either side, and resting upon each cam is a short
slide block held in position by the guide bars and above it is another slide block
attached to a vertical connecting rod. Between the two slide blocks I place a coiled
spring for the purpose of relieving the shock of impact when the cam is struck by the
finger, and for partially transferring the vertical movement of the lower slide block to
the upper one, and thus to the connecting rod.
The top of each vertical rod is attached to a short double arm crank carried by a
bracket, the other arm of the crank is attached to a light rod connected with an
indicator, there are therefore two indicators or signals.
The indicator I prefer is a sight indicator fixed in the drivers cab in a convenient
position, consisting of a light case with two movable coloured discs, one disc to
answer to the action of each cam.
Thus when the line was clear, the disc shown would be the usual colour meaning
"all right" if the line was blocked or there was danger from other cause, the other
finger would be raised and the red disc or danger signal would be shown.
The arm carrying the disc would be arranged to be caught and retained until
released, and by the movement of the disc a bell could be struck if desired to call
attention, but this is not material.
The duplicate arrangement of tappits before described as being upon the shaft fixed

page_text: transversley under the rails is to meet the chance of a reversed engine and tender
otherwise it would only be necessary to use one set.
Dated the 25th day of November 1895.
ROBT. F. DRURY, C.P.A.,
Bank Buildings, George Street, Sheffield, Agent for Applicant.
Improvements in Mechanism for Signalling the Engine Drivers
of Passing Trains.
I, THOMAS ASTON 178 Crabtree Road, in the City of Sheffield Mechanic do hereby
declare the nature of this invention and in what manner the same has to be
performed, to be particularly described and ascertained in and by the following
statement:-
"
My invention relates to a method of signalling to the engine driver of a passing
train or locomotive, an indication of "danger," or
"caution or all right" as the
case may be, and refers more particularly to a means of signalling during fogs,
the object being to dispense with the present system of fog signalling by detonating
signals with its attendant danger.
The invention is illustrated in the annexed sheets of drawings in which :
Fig. 1, shows a side view of the apparatus and passing locomotive.
Fig. 2, the signal bell.
Fig. 3, plan of apparatus.
Fig. 4, end elevation of apparatus.
In carrying out my invention in the manner illustrated in the several drawings in
which like letters of reference indicate like parts throughout the various figures, I
fix upon any suitable part of the engine or the tender, but preferably against the side of
the fire box A, so as to be low down and therefore near to its work, a depending
finger cam B, pivotted upon a bolt C, or its equivalent on which it can be moved in a
line with the rails in either direction.
The upper part of the cam is extended in both directions and from these extensions
a cord, chain, or rod D, is carried either direct to the hammer of the signal bell E, or
other signal, or it may transmit its movement to the signal through one or more
cranks according to its position, but in all cases so that the movement of the
depending finger will cause the signal bell to be struck or the sight signal to be moved
as the case may be.
To operate the depending finger cam B, I fix at any predetermined position on the
track where such a signal is required, one or two rocking shafts F, supported in
bearings G, which may be secured upon the sleepers H, or otherwise.
Upon each shaft are fixed upwardly projecting tappits I, two being shown on each
shaft, but any number may be used, these are of such a size and are so arranged that
when they are upright the depending finger cams B, will strike against them when
passing, as seen in Figs. 1, and 4.
Connected with the shaft or shafts F, are short arms J, to which the operating
rod K, is jointed at L; this rod is preferably connected with the semaphore signal
mechanism so that it will be operated at the same time that the signal is set to
either " danger" or other indication by the signalman, but it may be worked
separately if desired.
On referring to the drawing Figs. 1, and 4 it will be seen that when the tappits I,
are erect as shown the finger cam B, will come in contact with the tappit and be
turned to one side drawing down the cord or rod D, and thus giving the signal which
should be placed in the cab of the engine in a convenient position to be seen or be
heard by the driver.

page_text: When it is desired that no signal should be given, the tappits are turned to the
oblique position indicated by dotted lines in Fig. 4, which permits the finger cam B,
to pass clear of the tappits.
In this manner one, two or more strokes of the bell may be given by turning the
shaft or shafts F, so as to bring a corresponding number of the tappits in position to
act upon the finger cams.
Instead of connecting a cord or rod to each end of the finger cam as described, I
may fix a spring slide above the finger cam, so arranged that it will be raised and the
signal given at each movement of the finger cam, the movement being transmitted by
a vertical rod in connection with the top of the spring slide, but I prefer the first
described method.
The duplicate set of shafts & tappits would come into use when an engine was
reversed, or running with the tender in front, otherwise only one shaft and tappits
would be necessary.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim, is :-
1. The improved mechanism for signalling the engine drivers of passing locomotives
as hereinbefore described and set forth.
2. The mechanism for signalling the driver of a passing locomotive, consisting of a
depending finger B, pivotted to some part of the engine or its tender, and having
a connected signal; in combination with a rocking shaft F, and tappit I, the said
shaft having connection with either the semaphore signal, or direct with the signal box,
arranged and operating in the manner as hereinbefore described and set forth.
Dated the 22nd day of July 1896.
ROBT. F. DRURY, C.P.A.,
Bank Buildings, George Street, Sheffield, Agent for Applicant.