Improvements in Railway Signalling.
Year: 1894

page_text: PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling.
We, ILLIUS AUGUSTUS TIMMIS of No. 2 Great George Street, Westminster
London S.W. Civil Engineer and GEORGE NEILL ABERNETHY of No. 4 Delahay
Street, Westminster London S.W.. Civil Engineer do hereby declare the nature of
this invention to be as follows:-
The objects of our invention are to provide means which shall facilitate the
working of traffic and especially during fogs and thick weather on railways.
To effect these objects we fit certain electric arrangements which
1. Let the signalman in the cabin know the position of his signals at all times
whether "line clear" or "danger”;
2.. Let the driver of a locomotive know the position of each signal as he passes
it and also give him warning;
3. Let the signalman know when a locomotive passes a signal;
"
4. Warn the signalman if any of his "lines or circuits are out of order and
iudicate which line;
5. Enable the driver of a locomotive to test his locomotive circuit at any time.
6. We fit the repeater instrument in the cabin and the repeater instrument in
the locomotive so that they work in series with each other and thus the signalman
acts as a check on the driver;
7. We fit the gearing so that at junctions the driver knows when he passes the
signals whether the signal he receives is for the left hand road or the right or
which of any number.
8. We also fit if necessary a recording instrument on the locomotive and or in
the signal cabin to record the number of signals passed or actuated.
In order to carry out this work we fit a small battery at or near a signal post
and from it take an electric lead to the signal to a two-way or two-pole switch
which is worked by or in connection with the signal arm and from thence to a
constant repeater in the signal cabin. This repeater shows constantly the position
of the signal whether "danger" or "line clear." Instead, however, as in the case
of ordinary signal repeaters, of the line wire going from the repeater to earth (one
pole of the battery goes to earth by preference though this of course is not a
necessity) it goes back from the signal cabin to or near to the signal where it is
joined to one end of a contact bar properly insulated (all leads where necessary
are properly insulated and where possible they are by preference bare leads
supported on any convenient supports) from the end of the contact bar the lead goes
through a resistance and thence to earth. It is possible of course to have return
leads to the battery and so to do away with "earths." The object of this resistance
will be described hereinafter.
From the insulated contact bar which we prefer to place in the centre of the
"four foot" (though it may be anywhere where the locomotive can complete the
circuit) there are brush projections at suitable distances. The above arrangements
complete the constant repeater circuit.
On the locomotive we fit a bar or rod which makes contact with the brush
projections as it passes them. (Instead of this gearing we may use a brush on the
focomotive and a contact bar not insulated in or near the four foot.)

page_text: Then from one end of the bar on the locomotive we fit a lead which goes to
through a repeater instrument on the locomotive and so on through the locomotive
frame and wheels and rails to earth or by a return lead to the battery.
The repeater instrument on the locomotive consists of a bell, gong or sounder
and an arm or indicating needle so that the driver receives an audible sign as he
passes a signal and the indicator tells him whether the signal is at "line clear" or
danger."
66
We prefer to have the contact bar sufficiently long for the brushes which come
from it to be a fair distance apart and thus there will be a series of sounds given
by the series of contacts with the brushes. The signal repeater instrument in the
cabin is an ordinary needle or arm repeater which is constantly in operation but
in addition we prefer to fit it with a relay which is regulated to work when the
resistance in circuit is altered. It is arranged thus:→
The repeater needle coils are a given resistance and the resistance in the same
circuit close to but beyond the insulated contact bar before named is also a given
and high resistance, but the resistance on the locomotive is very much less than
this last resistance so that when the locomotive makes contact with the brushes on
the contact bar two things happen
--
1. The electric current goes through the locomotive repeater and gives an
audible series of sounds and also actuates the repeater needle arm;
2. The extra current going through the cabin repeater actuates a relay which
by means of a local battery actuates a bell or gong or sounder and tells the
signalman that a locomotive has passed the signal.
This system of resistances also completes another valuable safety arrangement.
Should the lead from the signal to the cabin or from thence to the contact bar
get broken, the local battery in the signal cabin (which serves for all the cabin
and signal circuits) rings another relay bell (and one bell serves also for all the
repeaters) and the repeater needle or arm assumes a neutral or zero position and
the signalman is warned and knows which circuit is out of order. This is an
important safety feature.
On the locomotive we fit a small local battery and a special switch by means of
which latter the driver can at any time by operating the switch close the local
circuit and test the ordinary locomotive circuit to see if it is in working order.
The local circuit is completed from the earth wire through the local battery and
push to the other end of the contact bar.
If desirable we fit at or near the contact bar a projection which actuates a
small lever on the locomotive as it goes past and switches in the locomotive local
battery and bell circuit.
If the ordinary signal circuit is in order the local circuit cannot work. The
lever is sent back to its normal position by a second projection at the other end of
the contact bar.
If desired we fit in either or both instruments a set of train wheels, dials and
gearing to register the number of times the instrument or instruments are
actuated.
When a driver arrives at a junction of say 2 or 3 or more roads it is necessary
to let him know which road the signal be passes relates to or controls.
To effect this the first signal he receives is for the left hand road, the next
signal is for the next road to the right and so on.
There are several other ways of effecting this; for instance special signs may be
given by special contact brushes, or special batteries may be employed with local
circuits to sound special sounders.
The details may be varied as a matter of course without interfering with the
main objects we have in view which are stated above.
Dated this 30th day of June 1894
I. A. TIMMIS.
G. N. ABERNETHY.

page_text: EP
F
We, ILLIUS AUGUSTUS TIMMIS of No. 2 Great George Street, Westminster
London S. W. Civil Engineer and GEORGE NEILL ABERNETHY of No. 4 Delahay
Street, Westminster London S. W. Civil Engineer, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
The objects of our invention are to provide means which shall facilitate the
working of traffic and especially during fogs and thick weather on railways.
To effect these objects we fit certain electric arrangements which:
1. Let the signalman in the cabin know the position of his signals at all times
whethet "line clear" or " danger";
2. Let the driver of a locomotive know the position of each signal as he passes
it and also give him warning;
3. Let the signalman know when a locomotive passes a signal;
"
4. Warn the signalman if any of his "lines" or circuits are out of order and
indicate which line or circuit;
5. Enable the driver of a locomotive to test his locomotive circuit at any time.
6. Are so contrived that the repeater instrument in the cabin and the repeater
instrument on the locomotive work in series and thus enable the signalman to act as
a check on the driver.
7. Have their gearing at junctions so arranged that the driver knows when he
passes the signals whether the signal he receives is for the left hand road or the
right or which of any number.
8. Are also if thought necessary provided with a recording instrument on the
locomotive or the signal cabin or in both to record the number of signals passed or
actuated.
The invention is best understood by aid of the accompanying drawing in which
Fig. 1 shows the general arrangement of the apparatus on the engine, signal
post and signal cabin.
Fig. 2 shows diagrammatically the various connections of the apparatus.
Fig. 2 the repeater in the signal box when one of the circuits or lines are
broken.
Fig. 3 shows the arrangement of the apparatus at a junction.
The only letters used in these drawings C. D. E. refer respectively in all figures
to clear, danger and earth.
The same numbers in all figures designate the same parts.
In order to carry out the invention we fit a small battery 1 at or near the signal
post and from it take an electric lead 2 to the signal to a two-way or two-pole
switch 3 which is worked by or in connection with signal arm 4.
From the two-way switch 3 the current is conveyed by a lead 5 to a constant
repeater 6 in the signal cabin 7. This repeater shows constantly the position of
the signal whether "danger" or "line clear," i.e. when the signal arm falls from
danger" to "line clear" the two-pole switch 3. reverses the current & this is
indicated by the needles in the signal cabin and on the passing engine & these
needles work in unison with each other.
66
Instead however as in the case of ordinary signal repeaters of the live wire 5
going from the repeater to earth (one pole of the battery goes to earth by.
preference though this of course is not a necessity) it goes from signal, cabin 7 .to
one end of a contact bar 8 properly insulated (all leads where necessary are
properly insulated and where possible they are by preference bare rods supported

page_text: on any convenient supports) from the other end of the contact bar the lead is
connected to resistance 9 through which the current passes before going to earth as
shown.
It is possible of course to have return leads to the battery and so do away with
"earths.
The object of resistance 9 will be described hereinafter.
From insulated contact bar 8 which we prefer to locate in the centre of the
"four foot" (though it may be anywhere where the locomotive in passing can
complete the circuit) there are brush protectious 10 at suitable distances. The
above arrangements as shown in Figs. and 2 complete the constant repeater
circuit as the other pole of battery 1 goes to earth through two-way switch 3 on
signal arm 4 as shown in Fig. 1.
On the locomotive is a bar or rod 11 (Figs. 1 and 2) which makes contact with
the brush projections 10 as it passes them. We may reverse this arrangement i.e.,
use a brush on the locomotive and a contact bar in or near the "four foot."
From bar 11 we run a lead 12 which goes through a repeater 13 and a bell 14
on engine. Fig. 2 shows this more clearly with the necessary connections. On
leaving the repeater and bell the lead is connected to earth through the locomotive
frame and wheels and rails.
The repeater instrument on the locomotive thus consists of a bell gong or
sounder and of an arm or indicating needle so that the driver receives an audible
sign as he passes a signal the indicator needle showing him at the same time
whether the signal is in the "line clear" or "danger" position.
We may have the contact bar sufficiently long for the brushes which project
from it to be a fair distance apart and thus there will be a series of sounds given
by the series of contacts with the brushes.
The signal repeater instrument in the cabin is an ordinary needle or arm
repeater which is constantly in operation but we may fit it with a relay which is
regulated to work when the resistance in circuit is altered. It works thus:-
The coils of repeater 6 are a given resistance and resistance 9 at the end of
contact bar 8 is also a given and high resistance but the resistance on the
locomotive is very much less than 9 so that when the locomotive makes contact with
brushes 10 two things happen.
(1) The electric current goes through the locomotive repeater 13 and gives a
sound or series of sounds at the same time as it actuates the repeater needle
or arm.
(2) The increased current going through the cabin repeater 6 causes its needle
to deflect further in either direction as the case may be. A relay may if necessary
also be attached to repeater 6 so that this relay actuates by means of a local
battery a bell, gong or sounder informing the signalman in an audible manner that
a locomotive has passed the signal.
The arrangement shown in Fig. 2 possesses another valuable feature as regards
the safety of working of our apparatus. Should lead 5 get broken a local
battery 16 in the signal cabin (Figs. 1, 2, and 24) actuates a bell 17, the local
circuit of the latter being completed as shown in Fig. 2ª by the needle or arm of
repeater 6 assuming a vertical or neutral position in which it closes contact 18
(Fig. 24).
It is easy to understand that one such bell will serve for all the signals that
are repeated the faulty circuit being detected by the vertical position of the armı
or needle of the corresponding repeater.
On the locomotive we fit a small local battery 19 Figs. 1 and 2, and a push 20
by means of which the engine driver can at any time close the local circuit of
battery 19 and ascertain whether the apparatus on the engine is in working
order. It works when the engine is not standing on contact brushes 10, the current
of battery 19 passes through contact bar 11, lead 12, the coils of repeater: 13 and
bell 14 and thence to the opposite pole of battery 19.
If desired we fit in either or both instruments trains of wheels dials and gearing.

page_text: to register the number of times the instrument or instruments has or have been
actuated.
When a driver arrives at a junction of say 2 or 3 or more roads it is necessary
to let him know which road the signal he passes relates to or controls.
Fig. 3 shows diagrammatically a junction of 3 roads protected by signals I, II
and III. Each one of these is fitted with a battery (or one battery may do for
any or all) and lead which is taken to a repeater in the signal box and thence to a
contact bar in or near the "four foot," the whole working as already described and
shown in Figs. 1, 2, and 2^.
Thus battery 25, repeater 24, contact bar 21, and resistance 28 work in
conjunction with signal 1 controlling the left hand road. Likewise battery 26,
repeater 25, contact bar 22, and resistance 29 work in conjunction with signal II,
controlling the middle road.
Lastly battery 27, repeater 26, contact bar 23, and resistance 30 work in
conjunction with signal III controlling the right hand road.
There are of course several other ways of effecting this, for instance special
signs may be given by special contact brushes `or- special batteries may be
employed with local circuits to work special sounders.
The details may be varied as a matter of course without interfering with the
main objects we have in view, as stated above.
Having thus described and ascertained the nature of our said invention
and in what manner it is to be performed, we declare that what we claim is:-
(1) The use of an ordinary signal cabin repeater circuit in conjunction with a
resistance as and for the purposes hereinbefore described.
(2) The above in conjunction with insulated bar brushes on the railway and a
contact bar on the locomotive (or bar on the railway and brushes or bar or pieces
on the locomotive) and repeater (audible and visible) on the locomotive as and for
the purposes hereinbefore described.
(3) The use of a signal cabin repeater circuit containing a given resistance in
conjunction with a repeater circuit on the locomotive of a less resistance than the
ordinary repeater resistance as and for the purposes herein before described.
Dated this 27th day of March 1895.
I. A. TIMMIS.
G. N. ABERNETHY.