IMPROVEMENTS IN RAILWAY SHAWARIT AND ADDADANO MURDERAD SIGNALLING AND IN APPARATUS THEREFOR
Year: 1875

page_text: LETTERS PATENT to Frank George Wynne, of Westminster Chambers,
Victoria Street, in the City of Westminster, and County of Middle-
sex, Civil Engineer, for the Invention of “IMPROVEMENTS IN RAILWAY
SHAWARIT AND ADDADANO MURDERAD
"
PROVISIONAL SPECIFICATION left by the said Frank George Wynne
at the Office of the Commissioners of Patents, with his Petition,
on the 23rd April 1875.
I, FRANK GEORGE WYNNE, of Westminster Chambers, Victoria Street,
in the City of Westminster, and County of Middlesex, Civil Engineer,
do hereby declare the nature of the said Invention for " IMPROVEMENTS IN
RAILWAY SIGNALLING AND IN APPARATUS THEREFOR," to be as follows:-
The improvements embrace the placing on railways and treating two
or more rows of consecutive insulated conducting metal rods or bars by
means of electricity generated by suitable apparatus fixed on the engine
or other part of the train, and by means of a commutating apparatus
likewise fixed on the train, and which may derive movement from the
A

page_text: motion thereof or be caused to move independently thereof, and serving
to pass the electrical current, and putting aforesaid rods or bars either
separately or collectively alternately to çarth and battery, and also the
signalling at or near points by the same system without requiring local
or additional clectrical apparatus for the purposes of expeditiously
receiving, giving, and recording signals between trains when moving
slowly or rapidly and following or advancing towards each othor or
when at rest, and between moving or stationary trains and stations, lovel
crossings, switch boxes, or other desired spots, and vice versâ, so that
railway traffic may be more quickly and safely worked than heretoforo,
and the railway rendored more productive.
Also the insulating such rods by supporting them on metal insulated
shoes or chairs furnished with suitable lug or lugs formed to receive
them, fitted with convenient bolt and nut or other fastening, the whole
to be insulated on earthenware on glass supports.
Also constructing and arranging any convenient apparatus for
generating electricity furnished with suitable insulators, indicators,
alarms, commutators, and connexions, which in themselves may be of
any ordinary description, but so arranged that the aforesaid metal rods
or bars may through and by means of a metal wheel or wheels or any
convenient piece or pieces of metal made to impinge or travel thereon,
receive and pass the electric current in said rods or bars when said
wheel or impinging piece of metal is in clectrical connexion with the
aforesaid apparatus, and thus serve to pass and convey the electric
current into or through such rods or bars.
Also the arranging the safe passage of trains from one line to another
by the usual movement of the lever handle of the switch putting one or
more of the signalling conducting rods extending in a direction from
which a train to be stopped may arrive "to earth" by means of a
suitable lever, or bar, or other mechanical means.
The improvements may be performed by conveniently fixing and
insulating two or more lines of consecutive metal rods or bars placed
more or less parallel to each other and to the lines of rails, and made
more or less straight in themselves when on the straight portions of the
railway, and bent to the same curve, or nearly so, of the curved portions
of the railway; these rods are to be each clectrically continuous and
insulated in the lengths desired, and have spaces or intervals of non-

page_text: insulation left between them at any suitable points; these spaces or
intervals may be as small as possible and only sufficient to break the
insulation of the rod or bar; the two or more lines of rods or bars are
arranged in such manner that the spaces or intervals of non-insulation
shall not on each rod or bar occur opposite to each other, but rather
break joint, and be arranged at such distances and in such order as may
be necessary for the system, and convenient for the traffic, speed, locality,
and so forth.
The generating apparatus may be of any convenient kind, fixed
preferably on the engine, and suitably connected through one or more
commutators with the metal wheel or piece bearing or running on the
metal signal rods or bars, and communicate to them the electric current
as desired.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Frank George Wynne in the Great Seal Patent
Office on the 21st October 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, FRANK
GEORGE WYNNE, of 5, Westminster Chambers, Victoria Street, in the
City of Westminster, and County of Middlesex, Civil Engineer, send
greeting.
WHEREAS Her most Excellent Majesty Qucon Victoria, by Her
Letters Patent, bearing date the Twenty-third day of April, in the year
of our Lord One thousand eight hundred and seventy-five, in the
thirty-ninth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Frank George Wynne, Her
special licence that I, the said Frank George Wynne, my executors,
administrators, and assigns, or such others as I, the said Frank George
Wynne, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make, usc,
exercise, and vend, within the United Kingdom of Great Britain and
Iroland, the Channel Islands, and Isle of Man, an Invention for ❝ In-
PROVEMENTS IN RAILWAY SIGNALLING AND IN APPARATUS THEREPOR," upon the
condition (amongst others) that I, the said Frank George Wynne, my
exccutors or administrators, by an instrument in writing under my,

page_text: or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the
Great Scal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Frank George Wynnc, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement:-
The improvements embrace the placing on railways and treating a
conducting metal bar or bars by means of electricity generated by suit-
able apparatus fixed on tho engine or other part of the train, and at
times by means of a commutating apparatus likewise fixed on the train,
and which may derive movement from the motion of the train, or be
caused to move independently thereof, and serving to pass the electrical
current, and putting aforesaid bar or bars either separately or collectively,
or, when required, alternately to earth and battery, or disconnect them
from either, and also the signalling at or near points by the same system
without requiring local or additional electrical batteries for the purpose
of expeditiously receiving, giving, and recording signals between trains
when moving slowly or rapidly and following or advancing towards cach
other, or when at rest, and between moving or stationary trains and
stations, level crossings, switch boxes, or other desired positions, and
vice versa, so that railway traffic may be more quickly and safely worked
than heretofore and the railway rendered more productive.
Supporting such bars and signalling bars generally and the contact
piece or pieces when over them from distance to distance on metal insu-
lating shoes or chairs furnished with a lug or lugs formed to receive
them fitted with bolt and nut or other fastening, the whole to be
insulated on earthenware or glass supports, also supporting said bars and
signalling bars generally, and the contact piece when over them, on
wooden baulks, and making such wooden supports insulating by treating
the wood where necessary with a suitable insulating material, such as
pitch, and grooving the baulks of wood or attaching wooden laths, or so
arranging them that in wet weather shelter is afforded to non-conducting
surfaces and injurious loss of electricity prevented.
Constructing and arranging any convenient apparatus for generating
electricity furnished with suitable insulators, indicators, alarums, com-

page_text: mutators, signal recording apparatus, and connexions which in them-
selves may be of ordinary description, but so arranged that the aforesaid
metal bar or bars may through and by means of a metal wheel or wheels,
or any convenient piece or pieces of metal made to impinge, slide, or
travel thereon, receive and pass the electric current in said bar or bars
when said wheel or impinging piece of metal is in electrical connexion
with the aforesaid generating apparatus, and thus serve to pass and
convey the electric current into or through such bar or bars."
Also effecting that a train before entering on any given block or portion
of the line shall receive a distinct signal that that part of the line is clear,
which signal it shall not receive or receive in a different form if that
portion of the line is blocked; also at and from posts being able to
localize trains within certain limits of distance.
Also arranging the safe passage of trains from one line to another by
the usual movement of the lever handle of the switch pulling one or more
of the signalling conducting bars extending in a direction from which
a train to be stopped may arrive to "earth" by means of a lever or bar
or other mechanical means.
Further, the improvements embrace signalling automatically between
the train or the occupants of any desired part of a train when said train
is travelling and the person or persons in charge of such train without
stopping the normal signals which said train makes to a train approaching
it from the rear.
The improvements may be performed by conveniently fixing and
insulating one or more straight or curved metal bar or bars forming a
signalling track placed more or less parallel to the lines of rails for
which it is to be used. The bars may be straight or wavy in themselves,
and are cach to be electrically continuous and supported on insulators in
the lengths desired, and where more than one is employed have spaces or
intervals left between them at suitable points. These spaces or intervals
may be as small as possible, and only sufficient to break the continuity of
the bar, but are made as great as convenience requires. The bar or bars
are arranged in rows in such manner that the spaces or intervals shall
not on each row occur opposite to each other, but rather break joint and
be arranged at such distances and in such order and of such length as
may be necessary for the system, and convenient for the traffic, speed,
locality, and so forth.

page_text: The generating and recording apparatus may be of any convenient
kind, fixed preferably on the engine, and where required suitably con-
nected through one or more commutators, with the metal contact piece
or pieces sliding, gliding, or rolling on the metal signal bar or bars and
communicate to them the electric current as desired.
For the clearer understanding of the nature of my Invention and the
manner in which it may be performed I have hereunto annexed three
Sheets of Drawings illustrating in detal by Drawings and diagrams
various arrangements by which the several parts may be carried into
practical effect. In these Drawings similar letters of reference are
marked on corresponding parts on all Figuros alike.
Fig. 1 and Fig. 3 shew one disposition of signalling track; in this two
rows P and Q of bars are laid parallel or nearly so to each other and to
the rails of the permanent way; Fig. 2 shews an arrangement of three
rows of signalling bars; and Figs. 4 and 5 shew an arrangement in
which two rows P and Q of signalling bars cross and overlap one another
for convenient distances. This arrangement I find it convenient to refer
to as "the disposition of crossed signalling bars," to distinguish it from
other arrangements, but this latter disposition of crossed signalling bars
I do not claim as novel in itself.
Each separate signalling bar is made electrically continuous from end
to end and supported on insulators, and may be either one continuous
metal bar or be made up of a number of iron or other suitable metal
lengths, as A, B, Fig. 19, electrically connected cither directly by bolts
or indirectly by wires and binding screws or bolts and fish plates, or in
other convenient manner, but in all cases the top side of the bars is
made as even as can be conveniently done to avoid undue shock to the
sliding, gliding, or rolling contact pieces, to be hereafter described,
which move on and are more or less supported by them. These signalling
tracks, or dispositions, or groups of signalling bars are laid parallel or
nearly so to the rails of the permanent way. These bars and the before
herein referred to contact pieces which move on and over them are
supported by insulating supports in convenient ways, of which I give
several examples in Figs. 6, 7, 15, 19, 20, 21, 22, and 23.
In Fig. 15 the iron cups, saddles, or shoes G, G, furnished with lugs
and bolts to support the bars P and Q are insulated on cups H, H, of

page_text: earthenware or other suitable material which rest on other bars, pre-
ferably of iron, which are fastened to the sleepers.
In Figs. 6, 7, 19, 20, 21, 22, and 23 the bars are continuously
supported on wooden baulks I, I. One part of Fig. 19, which is a plan,
shews a way of laying a bar by which the effects of heat and cold in
expanding or contracting the metal bar may be rendered innocuous.
In this case the bar is laid in a succession of reversed curves, and pre-
ferably in tension between the holding down bolts K, K, K, so that any
movement of the rod takes place horizontally and a contact piece receives
little or no vertical movement from the unavoidable movements of the
bar. In the other part of Fig. 19, where the bar is shewn in straight or
nearly straight lengths, the same result may be more or less effectively
obtained by allowing end motion to each length. In all these arrange-
ments precautions against the effect of wet in diminishing the insulation
are taken by providing as in the insulators of ordinary telegraphic lines
continuous protected and insulating surfaces on cach support. When
employing wooden supports I effect this by cutting grooves in the wood,
as shown in elevation in Fig. 20, cither from end to end of the baulk,
or round the supports, or by protecting caves ², k³, Figs. 22 and 23, of
wood or other suitable material, which similarly may be either continuous
or local, and as in Fig. 22 insulating the baulk I by a layer of asphalte,
or carthenware, or other suitable non-conductor J, the same being
sheltered from rain by the baulk itself.
By suitably treating the timber itself with non-conductors, such as
pitch, I increase when required its insulating propertics.
In the above described methods of support and insulation I have only
shown two bars; the same method may be applied to insulato and support
the triple signalling track shown in the diagram, Fig. 2.
Similarly in the further description of my Invention I shall confine
myself to the double signalling track, as shewn in Figs. 1, 3, 4, and 5,
except where I specially record that the same is applicable to other
signalling tracks of 3, as Fig. 2, or even four, or where in special cases
a signalling track consisting of a single bar is employed. So also unless
otherwise specially indicated further description of my Invention will be
confined to its application to lines of railway on which the direction of
the running is generally the same on the same track. When describing
its application to railways where trains move in either direction over the

page_text: same track I shall refer to this latter, as its application to a single track,
Figs. 10 and 11, are the diagrams of what I find it convenient to term a
single contact making arrangement, in which the contact piece or
pieces L mako electrical connection from both bars P and Q by a single
insulated metallic connection to a commutator. Figs. 8 and 9 are the
diagrams of what I find it conveniont to term a double contact making
arrangement. In each of these there is a separate insulated electrical
connection from each bar to a commutator.
Fig. 6 shows an elevation, and Fig. 7 in section, the practical dis-
position applied to a locomotive of the double contact making arrange-
ments; O represents the indicator, which may be of any of the well
known kinds; R represents the "alarum indicator," which I call
alarum," which may be a precisely similar instrument where the
indication on the alarum is always to deflect, say, the needle in the same
direction, and that on the indicator can be made to deflect it on the
other; O and R may sometimes with advantage be united in the samo
instrument, as for instance by making their respective connections to
separate coils of insulated wire round the same magnotic needle. in such
a way that the "indicator" current shall cause a movement of the
needle in the reverse direction to that of the "alarum indicator "
current; S is an electric generator of any well known and suitable
kind.
Where I employ the generator called an electro-magnetic inductor, or
for shortness "inductor," this may be worked from any of the moving
parts of the train or by a separate engine; M are commutators actuated
from some convenient moving part of the train as the cross head of the
piston rod, either directly through rods and levers, as shewn in Fig. 6,
so that the to-and-fro motion of the commutator coincides with the to-
and-fro motion of the piston, or through multiplying or reducing gearing,
it being however so arranged that on any one railway the length of road
got over by any train during a single stroke of its commutator (which
motion for brevity I find it convenient to term "a commutation") shall
be either approximately equal to or be approximately a simple proportion
to the length of road traversed by any other train during one of its com-
mutations. The effect of these commutations, as will be seen by referring
to the Figures, is to put P and Q either collectively or separately
alternately "to earth" and "to battery" through the "indicator" and
the "indicator alarum" respectively, E representing a good carth plate

page_text: or earth connection, which I prefer to make through the railway rails;
N are occasional commutators, that is, are actuated by hand when
occasion requires, as when for cases, which will be herein-after mentioned,
it is required to put one of the signalling bars singly to battery through
the commutator M and alarum, and the other insulated (by a slight
self-evident change in the construction of the commutator N and its
connection, this other bar can be put to earth instead if required); F is
an occasional commutator, by which in the same way one of the bars
is put singly to battery through the commutator and the other to earth.
Putting a bar thus singly to battery does not, as will be bo evident
from an examination of the diagrams, mean that it is to battery alone,
but simply that it is put alternately to battery and earth, while the
other is alternately insulated and to earth, or to earth continually.
It is self-evident that instead of M moving to-and-fro over C, which
is a fixed or nearly fixed contact, C might be made to move over M,
which might be fixed, or nearly fixed, and the effect would be the same;
d, d, and ƒ, f, as shewn, are mechanically attached to the conducting
parts of the commutators and move to and fro with them.
Another way of effecting the commutation,' and one which I some-
times find it convenient to employ, is by making the contact piece a
whicel having its periphery in two metallic pieces insulated from each other
and connected respectively with O and R, so that the wheel in rolling
on the bars will put them alternately to carth and to battery through
O and R respectively. The contact piece, shewn in Figs. 6 and 7, is a
single metallic roller virtually consisting of two rollers, as cach is
insulated from the other.
In some cases, as when applying the arrangement shown in the
diagram, Fig. 10, and also when employing the triple group of signalling
bars, Fig. 2, the contact pieces of the bars may be clectrically
connected.
In all the sections of the signalling track which I have given I have

page_text: Figs. 6 and 7 shew the practical application of the signalling system
shown in diagram in Figs. 9 and 10, and from it and the description of
its working the practical application of the other systems, of which
diagrams are given, and their working can be easily inferred. A train
so provided in proceeding along a railway track laid with signalling bars,
as above described, puts these alternately to earth and to battery; if one
train, which I find convenient to call U, comes within signalling distance
(by which I mean that there is clectrical connection between the
contacts of U and V, through one or more signalling bars) of another
train, which I call V, then every time the connection that U makes
between the signalling bar and U's battery coincides with the con-
nection that V makes with the signalling bar and V's carth, the circuit
of U's battery is complete and effects U's alarum and V's indicator
similarly; when the connection of U's indicator and V's battery coincide
U's indicator and V's alarum arc affected. A train U on receiving such
an intimation by a motion of N puts that bar extending furthest in the
direction in which it is advancing to battery through R, insulating or
putting to earth by the same movement the other bar, if there is one,
from R, and so determines if the intimation is from ahead or from
rear.
To increase the efficiency and security of the working of a line of
railway I prefer to provide that a train when stopping or going very
slowly shall put that bar which extends further from it to rear to earth.
By an extension of this principlo by providing that any train whether it
moves fast or slow or is at a standstill shall systematically put that bar ¦
which extends furthest to rear to carth, and per contra, that which
extends furthest ahead to battery, I arrive at a system of signalling by
means of the same dispositions of signalling bars, as shewn in diagram
in Figs. 1, 3, 4, and 5, which is applicable with advantage in many
situations. The basis of this system is, as already mentioned, that {
where the signalling track is double, that bar, which from any train
extends furthest to rear, shall be continually to earth through the indi-
cating arrangement carried by that train, and conversely that bar which
extends further ahead to battery, but where a train is over an interspace
the single signalling bar may be either to earth or to battery, as 3
required. The application of this to the disposition of signalling bars,
illustrated by the diagrams Figs. 4 and 5 is simple, as the conditions
above referred to are obtained by keeping the battery always to one side

page_text: of the signalling tracks. In Fig. 5 the single track in the interspaces
would be to earth for trains proceeding in the direction of the
arrow W³, and to battery for trains proceeding in the direction of the
arrow W³.
Fig. 12 is a diagram of this last-mentioned system of signalling, the
commutator h is not always necessary, but it is convenient, as for
instance, by it the engine or carriage provided with the contact piece
and apparatus can by it go with either end in front, and keeping their
contacts right often avoid having to be turned round on a turntable.
When applied to the disposition of signalling bars, shewn in Figs. 1
and 3, the commutator is necessary, as by it the connections of the
indicator O and the alarum R with the bars P and Q must be reversed
at the commencement or end of each bar, according as the single bar in
the interval is to be to battery or to earth; this commutation I prefer
to effect by means of a change of level of the bar or bars where such
commutation is to be effected, and that the vertical motion of the
contact piece thereby obtained shall effect the movement of the com-
mutator; but there are many other ways of effecting the same which
any fair mechanician can arrange. This last system of signalling
(Fig. 12) I find it convenient to refer to as "No. 2" system of
signalling; it differs from the previously described one, which I find it
convenient to refer to as "No. 1," in that, in No. 1 system, the com-
mutations take place frequently in the length of cach bar, while in No. 2
there is only one commutation during the passage of a train over each
bar. A train U in passing along any part of the line where the
signalling track is single, and the signalling is effected by the "No. 2"
system, if it makes “earth” contact with this single bar it continues to
communicate with any train within signalling distance to rear, but if it
makes battery contact with this bar it does not necessarily give any
communication to a train V to rear of it; but as on entering this interval
it has a start of at least a block distance and an interspace over any
train V advancing on it from rear and unaware of its proximity, this
may often be disregarded.
If it is desired when employing thus No. 2 system of signalling that
a train on first making contact from its battery to a bar shall receive a
positive signal or indication that this bar is clear, which signal shall be
cither wanting or different if this bar is blocked (that is, if another
train ahead is making contact with it or if a point or crossing in its

page_text: length is blocked); this is effected by adapting to each bar (not
necessarily at either end, but at or distant from any convenient part) an
apparatus actuated independently of or in combination with the
mechanical motion of the train by means of the electricity from the
battery of the trains acting through the bar. Fig. 16 shews one form
of such an apparatus. In this i is a moveable electro-magnet, and j is
its armature; k is an insulated electrical connection from any one
signalling bar, as P, through a connecting picce to the one end of the
clectro-magnet coil; e is the earth connection from the other end of the
electro-magnet coil; m is a resistance coil capable of forming an electric
connection between / and the electro-magnet coil through the con-
necting pieco n, and allowing sufficient current to pass to magnetize i
sufficiently to keep it in contact with the armature j, the normal
position of the apparatus being then that shewn in Fig. 16. A train on
first making contact between its battery and the signalling bar P will,
if the bar is clear, receive notice of its being clear by a current passing
for a certain definite length of time from its battery through the bar
and to carth through the coil of the clectro-magnet i giving indications
on its alarum. This current will cease so soon as the moving contact
piece passes clear of 7, but in doing so it makes contact with n through
which a quantity of electricity passes, which is so small that practically
the alarum R of the advancing train is unaffected, but which is never-
theless sufficient, as above described, to keep the electro-magnet in
contact with its armature. If the bar is not clear when a train, as Ux,
first makes contact with it, as for instance, suppose another train V to
be already in contact with it, no such current can pass from U's battery,
or if the bar has been put to earth at any point in its length the current
from U's battery will be a continuous one.
Fig. 14 shows in elevation, and Fig. 13 in sectional plan another
apparatus whereby the same is effected, but in which the action of the
electricity is supplemented with local clockwork actuated by a spring or
weight o; the essential parts in this apparatus are the same as in the
one last described, and are therefore similarly lettered, only in this the
armature moves instead of the clectro-magnet, and also serves as a
conductor of current m, besides its functions as already described is here
shewn as a spring to bring back the armature to its normal position as
shewn. If the bar is clear the current affecting the train's alarum
passes during nearly the whole of a revolution of the wheel 8', for j

page_text: being attracted by i the catch can pass under j and the contact Z
passes underneath; in contact with it, till the catch a coming against
j stops its motion, the total ceasing of any current releases j and q passes
under it, till r again comes in contact with j. The train U on receiving
an indication of the bar being blocked puts on its breaks and dis-
connects by means of a commutator its battery from the bar until it is
thought that time enough has elapsed from the block to be raised, when
the connection to battery is again made to determine if such is the case ;
this is one way of determining when the line is clear, but there are many
other ways by which the same may be effected.
By a further carrying out of this method, that is, by applying such
apparatus to each bar of the signalling track, I arrive at what I find it
convenient to refer to as No. 3 system of signalling; Fig. 15 shews in
diagram the connections and apparatus carried by the train, which I find
it convenient to make for suitably carrying it out; D are commutators
by means of which a train on receiving an indication if the indication
comes from a block ahead, breaks the connection of that bar extending
furthest ahead with the battery as already described, till it is thought
that time enough has elapsed for the block to be raised.
The apparati shewn in Figs. 13, 14, and 16, may be placed close to
or at any suitable distance from the bars with which they are electrically
connected by insulating wires of proper size and conductivity, and may
be in the charge of authorized persons at the posts, and those persons
can stop the approaching trains by manipulating these apparati, as for
instance by inserting a wedge between i and j, and receive notice of
trains advancing by inserting an indicator in the circuit.
I sometimes employ a signalling track composed of a single bar to
which such an apparatus is attached for the purpose of signalling to
trains as above to stop at special parts of a line, or in starting trains
from stations to know when the bar is clear, employing the ordinary
signals for the rest of the line, in these cases as is evident only half the
apparatus shewn in the diagram part of Fig. 15 is required to be carried
by the train. But in all cases I dispense with any batteries other than
those carried by the trains.
Such as herein-before described being different systems of signalling
by means of the dispositions of bars herein-before shewn, it is evident
that in any or all of them if at any "post" (in which term I include

page_text: any places along a line of railway from which authorized persons may
make signals to approaching trains, such as places where platelayers are
at work, junctions, sidings, points, crossings, and stations), it is required
to signal to a train to stop before reaching such post, it is only necessary
to put that bar which from the "post" in question extends sufficiently
far in the direction from which the train to be stopped may arrive to
carth, for instance, by making a good electrical connection between it
and the rails. By "sufficiently far" is to be understood that length
within which after receiving the signal to stop, the train can surely be
brought to rest without any part of it passing beyond the post in
question; this distance may vary in different parts of the line, depending
on the speed of train allowed on that part of the line, the gradients of the
line, and a number of other factors; this is ensured throughout the line by
making any block distance as the length s, t, Figs. 1, 3, 4, and 5, from the
commencement of a bar in one row (reckoning in the direction in which
the train is proceeding) to the point in it opposite and nearest to the
end of the nearest bar in the other row at least about equal to the
distance within which a train (moving at the highest speed) can come to
rest on that part of the line, plus, about the length of the front of the
train from the contact pieces, to which must be added a margin of
safety to include the space traversed, before the nature of the signal
received by the advancing train is appreciated.
In No. 1 system the approaching train will not instantaneously
receive the signal of block ahead, unless the moment it is given it
commutates the same bar to battery, and in No. 2 system if the bars at a
the interspaces are to earth to ensure the signal being given to the
approaching train it must be made before the train arrives at such an
interspace, preferably before it arrives at the block distance which
precedes the interspace.
Where the railway track is a single one I prefer to about double these 3
lengths. At posts the approach of a train may be indicated by inserting
an indicator in the circuit, for instance, in an insulated electrical
connection between the signalling bar and the earth contact.
If it is not desired to stop the approaching train the connection can
be made through a coil of sufficient resistance to pass only such a 3
current as shall leave the alarum indicator on the train practically
unaffected.

page_text: For giving an alarum from any coach or wagon of the train, it is
similarly only necessary to effect from it an earth connection to that bar
with which the train battery makes contact. To ensure doing this the
bars of both rows may be put to earth, where the signalling track is
double if this is found more convenient.
Where the No. 2 system of signalling is employed the intervals where
the signalling track is single should for the more efficient working of
this signalling from parts of a train, either be very short, as in Fig. 4, or
the single track should be to battery rather than to earth. The effect of
this last arrangement on the working of the line has been already fully
described, the adoption of one or the other disposition is therefore a
question to be determined by consideration of the special circum-
stances.
Fig. 17 shews in elevation, and Fig. 18, in end view an apparatus
adapted to a railway coach, whereby both bars may be put to earth by the
passengers in the coach, and which also effects the same automatically
in case of the accidental breaking loose of one coach from another.
In Fig. 17 u represents a lever attached to a bar o, which on either
being pulled upwards or sideways in the direction of the arrow t allows
the conducting contact piece x to come in contact with the signalling
bars, and puts them to earth through z and y, the earth contact E being
a metallic button or connection with a part of the wagon, which is in
good metallic connection with the rails. Z represent handles in different
compartments whereby u may be raised, a' being chains or any other
suitable connection to convenient levers attached to v, whereby the same
may be affected. The same movement causes the semaphore c³ to
project beyond the train. is a light chain, by which the bar is
attached to the next carriage. If the couplings between the two
carriages break the bar is drawn in the direction of the arrow w, releasing
x as before.
If required a semaphore may be easily arranged to work simul-
taneously, but in the Drawing this is not shown. There are many other
ways of effecting the same, as for instance, by having a roller without
earth connection continually running on the signalling track from each
carriage, the act of the passenger or the guard of the indicating
apparatus being in charge of the engine driver the former wishes to
communicate with him, or the breakage of the couplings being made

page_text: "
to effect this earth connection I am aware that it has been already
proposed to employ a signalling track, such as that shewn in Fig. 5, in
connection with a signalling system, on which trains proceed in the
direction of the arrow W¹. The bar extending furthest ahead is to earth,
and notices of blocks ahead from posts is given by means of local
batteries, and that when thus working a method of communication from
the guard to the driver has been suggested, in which a pair of signal
wheels is attached to the guard's van, which is also furnished with a
battery indicator and commutator, and by means of "cross connecting
wires from the signal wheels a signal is given from the guard to the
driver, and if besides arrangements are made for the passenger to
communicate with the guard the former can indirectly communicate
with the driver, but that it is evident is very different from what I do,
and besides other points it differs essentially in that, as I effect the
communication (say with the driver) the train does not cease to indicate
its presence to a train on the block to rear of it, and this is not the case
with the arrangement of working which has been suggested. At
crossings, either so-called level crossings, or where one line of rails
crosses another, if the signalling bars are at a higher level than the
rails it is often sufficient to lower them to about the same level by an :
casy curve, on which the contact pieces can continue to run.
In some cases it is advisable to carry the bars insulated, either below
or above, or partly below and partly above such places, as ordinary
aerial or subterrancan telegraph lines. When such is the case it is
evident that the contact pieces can no longer perform their duty; 1
therefore for safety and efficiency such distances are preferably made
small, and unless trains are otherwise protected at such places they are
not allowed to stop on them.
Where the contact pieces cannot conveniently make their contact
with the signalling track they may either hang free or be carried by a
bars, which are mechanically but not necessarily electrically con-
tinuations of the signalling bars, such bars I sometimes find it convenient
to insert in the intervals of a signalling track, as f¹, Figs. 3 and 5, and
in those cases where I give them a good earth connection I use them
for a special purpose, and call them test bars, for when the train battery
completes its circuit through them its alarum will be affected, and if
thus placed at the entrance to a bar the efficient condition of the
indicating apparatus carried by the train will be tested, and as their

page_text: length may be a known and definite one the indications given by them
can be casily distinguished from other indications; or inversely their
indications may be used to notify the part of a line on which the
train is.
If other indications of this are wanting I sometimes find it convenient
to place test bars in situations other than the intervals between the
rows, where the contact pieces in passing make contact with them for
the purpose above mentioned; and I sometimes find it convenient to
have a special contact piece and a special indicator for these test bars.
Figs. 24, 25, 26, 27, 28, 29, and 30 shew the manner in which I
effect the signalling through points and crossings, and warn approaching
trains if the points are against them. The manner in which I effect
this in no way interferes with the system of interlocking the points.
The manner in which I effect signalling through points is applicable
to any of the systems of signalling I have described. I do this by
providing that the electric continuity of the signalling bar or bars is
the same as the mechanical continuity of the carrying rails, and in the
case of a barred or blocked point (by which I intend to designato that
the position of a trailing point to an approaching train is against this
train) by putting to earth the bars extending in the direction from
which the train to which the point is barred may arrive, and providing
that when the mechanical continuity of the rails is interrupted the
electric continuity of the signalling bars is also interrupted.
In Figs. 24, 25, and 30 any one bar of one row is colored blue, and
any one bar of the other row is colored red. In these Figures the rail
tracks are shown in black. In the other Figures the tracks are not
shewn, and the signalling bars are shewn in black. In Fig. 30 (the
points being treated as trailing points) both bars P³, Q', are shown to
earth, as the point is barred or blocked to any train coming in the
direction of the arrow 3Q, P; and Q³, P³, are respectively electrically
connected through, so that if there is any train in the direction of the
arrow 1, within limiting distance of a train U on the other side of the
point approaching from 2, this train U shall receive its indication. On
putting the point over by the lever handle the contacts are simul-
taneously changed Q, P; and Q³, P³, are respectively electrically
connected, and Q, P, put to earth. The dotted blue and red lines in
B

page_text: other. If these points are treated as facing points the directions, of
the arrows must be reversed, and the earth contacts E are no longer
required.
In the diagrams Figs. 26 and 29 S¹ are trailing points with only a
single signalling track, and in the same Figures S³ are facing points with
single signalling track; Fig. 28 is a convenient form of signalling bars at
a terminus siding. The arrangement required for these is shewn by
omitting in Fig. 30 the blue or the red signalling bars, according as it is
one or the other which is shown in the diagram as being carried through
the point, and considering the Figure as above described, either as a
trailing or facing point; similarly in considering the arrangements
illustrated in Figs. 24 and 25, by supposing the red or blue bars omitted,
the Figure shows the arrangements and connections for a junction of a
double line with a single signalling track.
Fig. 25 shews in diagram an arrangement whereby the trouble of
carrying the signalling track through the crossings can be avoided or
materially reduced; g¹ represents the lever handle of one point, say the
up line, and 9 that of the other, say the down line; h¹ and h³ are their
respective commutators by means of which by the same movement of
the lever which puts over the points the necessary electrical connections
are made or unmade; the signalling bars of the up line are indicated
with small letters, and those of the down line with capital letters, the
corresponding bar of each being similarly numbered. In these Figures
where a trailing point is shewn blocked, and where the signalling track
is double, I have shewn both bars to earth, but it is often desirable to
put only one of them to earth so long as this one extends far enough in
the direction from which the train to be stopped may arrive to allow it
to stop before any part of it comes within dangerous proximity of a point
or crossing; in Fig. 25 on the commutator * are insulating places
when the points in question are used as facing points.
In the Drawings Figs. 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18,
19, 20, and 21, in order to more readily understand the same, I have
generally shewn the bars and the courses of the electric currents in red
color. This statement is not to be taken in in an absolute sense, as for
instance, the paths of the currents through the indicators and alarum,

page_text: Invention is such that it may and can be performed in other ways; also
by varying combinations of the ways above described.
In witness whereof, I, the said Frank George Wynne, have here-
unto set my hand and seal, this Nineteenth day of October, in
the year of our Lord One thousand eight hundred and seventy- 5
fivo.