Improvements in and relating to Railway Signalling Apparatus.
Year: 1893

page_text: Date of Application, 30th June, 1893
Complete Specification Left, 30th Mar., 1894-Accepted, 23rd June, 1894
PROVISIONAL SPECIFICATION.
Improvements in and relating to Railway Signalling Apparatus.
I, PIERRE MARIE JAMET, of No. 21 Boulevard Poissonniere Paris, in the
Republic of France, Inspector of Mines, do hereby declare the nature of this
invention to be as follows:-
The object of the improved recording and signalling apparatus is to prevent
railway accidents, and more particularly those frequent and serious disasters which
arise either from the fact that the existing signals are observed too late, or are not
observed at all; or from the total absence of such signals.
In addition to this, the improved apparatus is adapted, in case of any carelessness
or breach of duty being committed by the staff controlling the railway traffic, or
resulting in an accident, to determine precisely who is responsible for the damage
ensuing a thing which .it has hitherto been extremely difficult, or practically
impossible to do with anything like certainty, but which, where a ready means is
at hand for its accomplishment, must evidently tend to enhance the vigilance and
attention of the responsible railway servants.
The apparatus constructed according to the said invention consists substantially
of six main parts or devices, viz. :
(1) A pedal with a bell crank lever adapted to operate a horizontal rod provided
with a spring and a locking or coupling bolt;
(2) A disengaging or releasing mechanism adapted for operation either from a
distance, or direct by bellows, acted upon by the lever;
(3) A recording device enabling the position of the corresponding signal, at the
moment of the passage of the train, to be ascertained;
(4) A petard-carrier arranged to automatically place petards upon the line and
provided with a petard magazine ;
(5) A mechanism, whereby the petard-carrier is, when required, caused to engage
with the particular signal placed under the control of the apparatus; and
(6) A petard-remover which prevents the crushing of the petards by the train,
except where the engine-driver has failed to notice the disc signalling the line
blocked, and consequently to slacken the speed as prescribed by the regulations.
(1) The pedal placed against the rail may be either of T shape, with its two
arms extending in the form of an arc of a circle in the direction of the length of
the line (the convex part of the arc being directed upwardly); or simply in the
shape of an arc of a circle.
The pedal is guided by two vertical surfaces, one of which is formed by the
supporting plate or rail fitted to the rail of the line, and the other by the piece
bolted to the sleeper.
The motion imparted to the pedal by the first wheel of the engine passing over
it is transmitted through the medium of the bell-crank lever to the rod which is
guided by supports provided with rollers. The rod serves to operate the whole
mechanisin and terminates in a block, on which bears a spring or a chain provided
with a counterweight, adjustable according to requirements. A bolt engages
with the rod and consequently also with the pedal as soon as the latter is
depressed.
The operation of the pedal is most simple, supposing a train is passing the
apparatus; the first wheel of the engine will depress the pedal which will operate
the bell crank lever which in its turn acts upon the rod, thereby imparting to it a
horizontal movement from left to right.

page_text: .
While this movement takes place, the inclined tooth lowers the bolt which
under the action of the spring engages with the rod and prevents it, and also
the pedal from resuming their initial position again under the action of the said
spring.
2 The engaging or coupling is effected in two different ways, either by
mechanism adapted to be operated from a distance, or by means of a blower or
bellows arranged in the immediate vicinity.
In the former case the train itself disengages or releases the apparatus as soon as
it has passed it.
For this purpose the pedal is placed against the rail outside the line, about
600 metres beyond the apparatus, this being the maximum distance covered by the
largest goods train that may be expected to travel on a railway line.
The said pedal rises above the rail, as soon as the train has passed the pedal of
the call and recording apparatus, through the action of a wire or chain one end of
which is secured to the block of the rod and the other to a lever connected with the
side of the pedal. This pedal is locked in its raised position by means of the bolt
at the same time as the whole apparatus is locked in position as aforesaid.
The pedal, hy being depressed by the first wheel of the engine, through the
medium of the lever imparts motion to the wire and consequently to the cross rod
and the mechanism attached thereto.
The piece which participates in this movement through the incline which it
carries causes a rod to descend and thereby disengages the horizontal rod, so that
the apparatus may resume its original position. It should be observed that during
this movement of the cross rod, the wire which is retained in consequence of the
engagement of the block or lever would have prevented such a movement of the
said rod but for the weighted compensation device which rests upon a support
and which by that time has risen sufficiently to enable the said movement of the
cross rod to take place; but as soon as said rod has released the horizontal rod
the wire returns to its initial position under the action of the counterweight
re-descending upon its support and the pedal remains in the lowered position
under the action of its own counterweight which is not so heavy as the aforementioned
counterweight
The end of the cross rod may be connected to the signal disc so as to automatically
signal the line "blocked" as soon as the train has passed.
Thus, this pedal adapted for operation from a distance enables the trains themselves
to protect the line on which they are travelling for the time being.
In the second case the release of the apparatus is effected by means of a blower
or ellows which consists of a cylinder in which is adapted to move a piston
packed with leather so as to tightly adhere to the walls of the cylinder. This
packing may consist of a simple leather ring applied to the wall of the cylinder or
of a complete bellows one side of which is secured to the piston and the other to
the lower packing of the cylinder. The cylinder is provided at the top with
apertures for the free escape of the air forced out by the piston as it rises under
the action of a bell crank lever.
At the lower part of the cylinder one or more valves opening inwardly admit air
under the piston during its outward stroke. A cock arranged at the bottom of the
cylinder enables the descent of the piston to be controlled, which descent is caused
by the action of a counterweight attached to the upper end of a rod. The lower
end of this rod is engaged by the bell crank lever from which it receives motion.
T: s lever is hinged and is provided with a knee joint, which enables the lower
to move past the tooth during the return movement of the rod. To the
ooie end of the lever is fitted a small rod passing through a guide. Through
the medium of this rod the bolt is released when the piston completes its downward
en
str k..
of
() The recording device consists of a cylinder around which is wound a piece
aper specially prepared for the purpose, or a metal foil, or the like. The
cy inler rests upon a screw having a square thread of a predetermined pitch, the

page_text: The ratchet
said cylinder forming as it were the nut of this screw. The square threaded screw
is secured into supports the ratchet wheel provided with two cylindrical rods
traversing the cylinder causes this cylinder to rotate about the screw.
wheel is controlled by a pawl mounted upon a crank which receives motion from
the lever keyed to the shaft and hinged to the rod operated by the pedal referred
to under (1). Owing to this arrangement whenever this pedal operates, the
said pawl acts upon the ratchet wheel and thereby imparts to the cylinder both a
circular and a horizontal movement. A small spring-controlled point or style
provided for the purpose draws a line upon the paper or foil such as the pointed
piece would itself draw thereon if it could reach it. This pointed piece is operated
through the medium of the bent piece or knce mounted upon the journal of the
crank on the shaft. Owing to this arrangement the sheet of paper foil, or the like
wound round the recording device receives marks at the moment when the pedal
under (1) is lowered by the first wheel of the engine; for it will be understood
that by this movement the crank is caused to take up such a position that the end
of the piece raises the point through the medium of a tooth with which the said
point is provided; this position of the piece corresponding to that which it assumes
when the "line blocked" signal is up; so that necessarily, marks will be made upon
the paper or the like provided for the purpose on the recording device.
Supposing now that the line is signalled "clear." A train passing the
apparatus under these circumstances will operate as follows: As soon as the
signal is withdrawn a rod hinged to a crank arranged at the lower part of
the signal post will take up such a position that a roller of the piece secured to
the rod assumes a determined position. In performing its movement from right.
to left, the roller will then raise the arm of the piece so that the end of this piece
will no longer be situated in front of the tooth of the horizontal piece. Therefore,
it will be understood, no marks will be produced upon the recording sheet as the
pedal under (1) is depressed which will simply raise the said piece.
Supposing now that part of the train has just passed the apparatus when the
signal man is about to put up a signal. The position of the said piece, by the
time the signal man completes the signalling operation, will be that which has just
been described; that is to say the depression of the pedal by the passing engine
will have displaced the crank; therefore the end of the piece is carried above the
tooth of the pointed piece so that the operation in question which causes the rod
to perform a movement from left to right, whereby the roller of the piece moves
and enables at the same time the said end to resume its position upon the tooth,
so that no marking can take place in the recording device. The piece resumes its
position as the apparatus is released.
This recording or registering device therefore enables anyone to ascertain
1st. What was the position of the signal at the moment when it was passed by
the engine of the train, and
2ndly. Whether signal was put up too late for in this case the petards are
placed upon the line by the operation of the rod as will be presently explained.
'This is an extremely useful feature of the apparatus, inasmuch as a signal even if
put up somewhat too late, may under certain circumstances put the engine driver
in a position to avert the catastrophe or accident which the signalman had in view
when signalling.
4th. The petard carrier consists of a disc provided with four arms forming a
cross.
Each of these arms is arranged to receive two petards which take up their
position therein automatically, and also automatically leave the arms after exploding.
For this purpose the end of each arm of the disc is provided with two perforations
of circular section and two other openings of rectangular section intersecting the
circular perforations on the same lines.
A spring located within each cylindrical opening constantly presses the end of
the petard-tale placed within the corresponding rectangular opening, and the
petards are retained therein either by screws the points of which enter an opening

page_text: provided in the tale of each petard or by rods provided with springs which retain
these rods within the openings formed, as in the preceding case, in the end of the
petard-tales. The petards are thus firmly secured in place, and protected against
theft.
The screws
are tightened and loosened by means of circular racks toothed
exactly in the same manner as the heads of the said screws. The rack placed
against a magazine serves to tighten the screws, while another rack whereby the
screws are loosened, is secured to the lid or cover or the case. Both racks have
the same number of teeth. The method of fixing the petards in place by means
of the rods is also extremely simple; the end of each rod is provided with a roller
adapted to travel in a way, which by its predetermined difference of level causes
the petards either to remain in place or be rejected as the case may be.
Below the petard carrier proper is secured to the same shaft, a cam carrying
4 teeth arranged directly under the arms of the disc. A rod provided with a
roller is constantly pressed by a spring against this cam.
On this rod is secured
an arm which in moving carries along with it a plate. This place which is adapted
to slide underneath the magazine at the moment when the rod is brought against
the corresponding teeth of the cam, loads the arm of the petard carrier which
happens at the time to be in front of the magazine.
The petard magazine is a doubled case resting upon a table or bed plate to
which it is secured by the back portions of its sides so that the front parts thereof
permit the free delivery of the petards.
Rotary motion is imparted to the petard carrier through the medium of a
ratchet wheel provided with 4 teeth arranged at an angle of 45° to the arms of
the petard carrier; which ratchet wheel receives the impulse from an arm which
in its turn receives motion from the rod about which it oscillates between two
collars. This oscillating and longitudinal motion of the end of the arm is suitably
directed or guided by a groove provided in the plate whereby the shaft is caused
to turn either at right angles or only at an angle of 45° according to the position
of the ratchet wheel and consequently of the petard carrier itself at the moment
when the rod is operated by the depression of the pedal.
The shaft also carries at its other end 2 winged wheels one of which is provided
with 8 wings and the other with 4. Near these wheels there is arranged a toothed
disc engaging with a spring controlled bolt. Through the medium of these wheels
both the engine driver and the signal man are enabled to alter the position of the
petard carrier; that is to say, the engine driver is thus in a position to withdraw
the petard from the rails even should the signal be up; and the signal man is at
liberty either to push the petard on to the line or to remove them therefrom,
according to the position occupied by the signal.
5. The coupling device for producing the required engagement between the
petard carrier and the signal controlled by the apparatus is constituted by wheels
secured to the lower end of the shaft already referred to in detail above.
One of these wheels is situated in the same plane as the abovementioned rod
and its counter-rod. The movement of these rods depend on those of the signal.
If at the moment when the signal is up and the petards are lying upon the rails
the signal man should withdraw the signal, the lever would take up another position.
The tappet owing to its joint, moves clear past the first arm of the wheel, while
the other tappet on the rod in moving from one position to another carries along
with it the fifth arm which takes up the position which till then had been occupied
by the sixth arm, the consequence being that the petard-carrier is turned a distance
of 45°, the petards in this position being removed from the rail. Assuming now
that the operation is performed inversely. The rod would pass from one position
to the other position. During this movement the one tappet escapes contact with
the arm owing to its joint, while the other tappet in passing moves the first arm
back to its initial position. Thus it will be seen how the petards, after having
been removed from the rail by one operation can be put back thereon by the next
operation. Let us now take the case where the signal notifies that the line is clear

page_text: for the passage of the engine over the pedal of the apparatus, and suppose that
the engine driver has done the needful by applying the brake and removing the
petards from the rail. In this case the inclined tappet of the arm will have forced
back the transverse rod which in its turn has operated the rod. This rod, which
is pivotted has therefore moved back in a horizontal direction so that the tappet
cannot act upon the wings of the wheel, and therefore the petard carrier does not
change its position through this operation. The object of this arrangement is to
avoid the petards from returning on to the rail before the whole of the train has
passed and being crushed unnecessarily.
In the reverse case, namely, if the signalman should happen to block the line too
late, that is to say, when part of the train has already passed over the pedal what
will take place is this: The tappet in passing from the position it occupied while the
line was clear to the position corresponding to the blocked line, carries away with
it the wing first arm which it moves to the position of the 8th arm. In performing
this movement it carries two petards on to the line and these petards are crushed
by the wheels of the carriages, and by their explosion the engine driver will be
urged to use every effort in order to stop the train and avert an accident. In this
case the pointed piece or wedge will have produced no mark upon the registering
device and thus it may afterwards be ascertained that the signal was put up
too late.
6. The petard remover is adapted to be operated by the engine driver, and it
comprises a flat rod the lower end of which is provided with a roller capable of
acting upon a pedal arranged at a certain distance in front of the apparatus, say at
100 metres. This pedal imparts a horizontal movement to a rod through the
medium of a link, and of a shaft carrying a bell crank lever oscillating and pivotted
to the pedal from which it receives its motion.
The flat rod provided with the roller is secured between the arms of a double
crank carried by the shaft of the brake arranged underneath the tender of the
engine.
The flat rod operating the pedal which we will term the "engine driver's pedal,"
to distinguish it from the pedal of the safety apparatus, is provided with a strong
rod secured a short distance above the roller, and the other end of which is fixed to
the longitudinal beam of the tender.
The rod and roller intended to lower the said pedal and operated by the brake
shaft on the tender can therefore only be lowered when the brake is operated.
To remove the petards from the rail the engine driver must therefore apply the
brake which operation he is obliged to perform in any case in order to have the
train under his control. Supposing now that he has done so; the operation of
the petard carrier will be as follows: The flat rod lowered by the shaft of the brake
on the tender, in passing depresses the engine driver's pedal, which controls the
movement of the longitudinal rod. This rod which carries a tappet similar to the
tappets abovementioned, will therefore cause the third arm to pass to the position
of the fourth arm and thus produce a movement of the carrier to the extent of 45°,
by which displacement the petards will be removed from the general operation of
the mechanism.
The first wheel of the engine by depressing the pedal mentioned under (1)
through the medium of the bell crank lever operates the rod and moves it from
left to right. In performing this movement the rod and also the pedal are engaged
by the bolt. It is not disengaged by the rod which is itself engaged by the lever,
until the piston of the bellows, which at the moment of the engagement of the
said rod was at the limit of its upward stroke, has completed its next succeeding
downward stroke.
Where the release is effected from a distance this operation is performed by a
rod similar to the rod abovementioned depressed by the incline of the piece moved
by the pedal operated from a distance as above described. Directly after the release
of the rod the spring moves this rod from right to left and then brings it, and also
the pedal of the safety apparatus back to their initial position. During this

page_text: movement the arm is allowed to resume its former position and in so doing to
-operate the tooth of the ratchet wheel. The ratchet wheel keyed on to the petard
As each train in
-carrier shaft causes the petard carrier to turn a distance of 90°.
passing produces the same effect, it will be readily understood in what manner the
petards are replaced upon the rail, and how the petard carrier is loaded and
unloaded. At the moment when the apparatus is released, that is to say, after the
passage of the train, the petard carrier as has just been stated, turns through the
action of the arm and completes a quarter of a revolution. This movement which
always takes place in the same direction when it is produced by the arm carries
away the petards which had been on the line and have consequently been crushed
by the train.
The loosening of the screws is effected by the rack so that before taking up their
positions in front of the magazine, the petards will have been rejected by the
springs. After this there is nothing to prevent that particular arm of the petard
carrier to be charged again and this is done as soon as the arm comes up to the
magazine which it does at the moment when the second batch of petards is
.crushed.
The automatic loading of the petard carrier and their conveyance to the line is
performed in a similar manner by the employment of the second arrangement
herein above described. Let us now examine what takes place as regards the
petards in the various phases of operation of the rods, that is, the rods controlling
the petards carriers operated either by the signalman or the engine driver.
Assuming in the first place that the driver notices the signal which is put up and
does the needful to withdraw the petards from the rail, so that the said petards
shift to their intermediate positions the tooth of the ratchet wheel passes into a
plane parallel to the rails so that, the moment when the rod is disengaged, the arm
carries this tooth to the position which it occupied before the operation in question
was performed by the driver. Therefore the same petards will return to the rail
after the passage of the train.
"
66
"
As indicated above, while the apparatus is engaged, the operation of the disc by
the signal man will have no effect upon the petard carrier. It now remains to be
explained what will be the effect produced upon the apparatus itself by the
if the blocked
operation of the signal. The line being signalled "blocked
signal be withdrawn, the tappet of the rod as has been stated before, causes the
fifth arm to move to the position of the sixth with the result that the petards
which are on the rails pass to the intermediate position as in the previous
--operation.
This position of the petard carrier corresponds to the "line clear" signal. If
this signal be put up, the tappet will have no effect upon the wheel owing to its
knee joint; but the tappet of the counter rod in passing from the corresponding
line clear" signal position to the corresponding "line blocked" position, will
move the first arm to the position of the eighth, whereby the petards will be placed
on the rail in the same position which they had occupied before.
-66
It may be pointed out in conclusion that, as will be readily understood from the
foregoing description, the different pedals of the apparatus or other parts of the
mechanism which they control may be provided with electrical contacts or switches
adapted to operate electric bells or calls of any suitable description arranged at the
-different signal boxes, level crossings or stations and adapted to notify the passage
of trains over the respective pedals at all those points.
Dated this 30th day of June 1893.
HASELTINE, LAKE & Co.,
45. Southampton Buildings, London, W.C., Agents for the Applicant.

page_text: Improvements in and relating to Railway Signalling Apparatus.
I, PIERRE MARIE JAMET, of No. 21 Boulevard Poissonnière Paris, in the
Republic of France, Inspector of Mines, 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 object of the improved recording and signalling apparatus is to prevent
railway accidents, and more particularly those frequent and serious disasters which
arise either from the fact that the existing signals are observed too late, or are not-
observed at all; or from the total absence of such signals.
In addition to this, the improved apparatus is adapted, in case of any carelessness
or breach of duty being committed by the staff controlling the railway traffic, and
resulting in an accident, to determine precisely who is responsible for the damage.
ensuing; a thing which it has hitherto been extremely difficult, or practically
impossible to do with anything like certainty, but which, where a ready means is at
hand for its accomplishment, must evidently tend to enhance the vigilance and.
attention of the responsible railway servants.
In the accompanying drawings
Figure 1 shows a vertical longitudinal section of the complete safety apparatus ;-
Figure 2 is a plan of the same;
Figure 3 is a cross-section on the line 1-2 of Figure 1 (which line is supposed".
to coincide with the axis of the petard-carrier);
Figure 4 is a fragmentary inverted plan of a portion of the mechanism situated
underneath the petard carrier,
Figure 5 is a detached elevation of the coupling or engaging mechanism adapted
for operation at a distance; the left-hand portion of this figure being in section.
Figure 6 is a plan of the mechanism shown in Figure 5.
Figure 7 is a partial elevation of the safety-apparatus proper, provided with.
coupling mechanism arranged to be operated from a distance;
Figure 8 is a section similar to that shown in Figure 5 but showing the parts of
the mechanism in a different position.
Figure 9 is a vertical section of the bellows and a modification of the coupling
mechanism, which only differs from that shown in Figure 7 in that it is not designed
for operation from a distance.
Figure 10 is a longitudinal sectional view of the apparatus, the section being-
taken through the point or wedge of the recording device.
Figure 11 is a plan partly in section corresponding to Figure 10; and
Figures 12 and 13 are, an elevation and a plan respectively, of the petard-remover
adapted to be operated by the engine-driver.
Similar letters of reference designate like parts in all the figures.
The apparatus constructed according to the said invention consists substantially-
of six main parts or devices, viz.:
(1) A pedal C with a bell crank lever A adapted to operate a horizontal rod T-
provided with a spring F C and a locking or coupling bolt r, y;
(2) A disengaging or releasing mechanism adapted for operation either from a.
distance, or direct by bellows S O, acted upon by the lever A L;
(3) A recording device enabling the position of the corresponding signal, at the
moment of the passage of the train, to be ascertained;
(4) A petard-carrier R arranged to automatically place petards upon the line.
and provided with a petard magazine ;
(5) A mechanism X, T a, whereby the petard-carrier is, when required, caused
to engage with the particular signal placed under the control of the apparatus; and.

page_text: (6) A petard-remover T m which prevents the crushing of the petards by th
train, except where the engine-driver has failed to notice the disc signalling
the line blocked, and consequently to slacken the speed as prescribed by the
regulations.
(1) The pedal C (Figures 1 and 2) placed against the rail (either within or
without the line) may be either of T shape, with its two arms extending in the
form of an arc of a circle in the direction of the length of the line (the convex part
of the arc being directed upwardly); or simply in the shape of an arc of a circle as
shown in the drawings.
The pedal is guided by two vertical surfaces, one of which is formed by the
supporting plate or rail B fitted to the rail of the line, and the other by the piece G
bolted to the sleeper T R.
The motion imparted to the pedal by the first wheel of the engine passing over
it is transmitted through the medium of the bell-crank lever A to the rod T which
is guided by supports SP, SP', GA, SP2 provided with rollers. The rod T
serves to operate the whole mechanism and terminates in a block CZ, on which bears
a spring FC or a chain provided with a counterweight, adjustable according to
requirements. A bolt y engages with the rod T and consequently also with the
pedal C as soon as the latter is depressed.
The operation of the pedal is most simple, supposing a train is passing the
apparatus; the first wheel of the engine will depress the pedal C which will operate
the bell crank lever A which in its turn acts upon the rod T, thereby imparting to
it an horizontal movement from left to right.
While this movement takes place, the inclined tooth DT lowers the bolt vy
which under the action of the spring F C engages with the rod T and prevents it,
and also the pedal, from resuming their initial position again under the action of
the said spring F C.
2. The engaging or coupling is effected in two different ways, either by mechanism
adapted to be operated from a distance, or by means of a blower or bellows arranged
in the immediate vicinity.
In the former case (Figures 5, 6 and 7) the train itself disengages or releases the
apparatus as soon as it has passed it.
For this purpose the pedal PA is placed against the rail outside the line, about
600 metres beyond the apparatus, this being the maximum distance covered by the
largest goods train that may be expected to travel on a railway line.
The said pedal PA rises above the rail, as soon as the train has passed the
pedal C of the call and recording apparatus, through the action of a wire or
chain B' one end of which is secured to the block CZ of the rod T (Figure 1),
and the other to a lever UH (Figure 5) connected with the side of the pedal PA.
This pedal is locked in its raised position by means of the bolt vy, at the same time
as the whole apparatus is locked in position as aforesaid.
The pedal PA, by being depressed by the first wheel of the engine, through the
medium of the lever U H imparts motion to the wire B' and consequently to the
rod MI and the mechanism attached thereto.
The piece qi, which participates in this movement by passing from 11 to 2¹,
through the incline 12 which it carries, causes a rod V to descend (Figures 1, 5, 7
and 8) and thereby disengages the rod T, so that the apparatus may resume its original
position. It should be observed that during this movement of the rod M I, the
wire B¹ which is retained in consequence of the engagement of the block or
lever CZ, would have prevented such movement of the said rod but for the
weighted compensation device CO (Figure 5) which rests upon a support ST and
which by that time has risen sufficiently to enable the said movement of the rod MI
to take place; but as soon as said rod MI has released the rod T the wire B¹
returns to its initial position under the action of the counterweight CO re-descending
upon its support and the pedal PA remains in the lowered position under the
action of its own counterweight C N which is not so heavy as the aforementioned
counterweight CO.

page_text: The end XY of the rod M I may be connected to the signal disc so as
automatically signal the line "blocked" as soon as the train has passed.
Thus, this pedal adapted for operation from a distance enables the trains
themselves to protect the line on which they are travelling for the time being.
In the second case the release of the apparatus is effected by means of a blower
or bellows SO (Figure 9) which consists of a cylinder Cy in which is adapted to
move a piston D P packed with leather so as to tightly adhere to the walls of the
cylinder. This packing may consist of a simple leather ring applied to the wall of
the cylinder Cy or of a complete bellows one side of which is secured to the piston
and the other to the lower packing of the cylinder.
The cylinder Cy is provided
at the top with apertures for the free escape of the air forced out by the piston as
it rises under the action of the bell crank lever A L.
At the lower part of the cylinder one or more valves opening inwardly admit air
under the piston during its outward stroke. A cock io arranged at the bottom of
the cylinder enables the descent of the piston D P to be controlled, which descent
is caused by the action of a counter-weight C P' attached to the upper end of a
rod T S. The lower end of this rod is engaged by the bell crank lever A L from
which it receives motion. This lever is hinged at o, and is provided with a knee
joint pa which enables the lower end to move past the tooth V K during the
return movement of the rod T. To the end PM of the lever A L is fitted a
small rod J guided by the piece GA. Through the medium of this rod, the
is released when the piston completes its downward stroke.
The
bolt v
(3.) The recording device consists (as shown in Figures 1, 10 and 11) of a
cylinder K around which is wound a piece of paper specially prepared for the
purpose, or a metal foil, or the like. The cylinder rests upon a screw having a
square thread of a predetermined pitch, the said cylinder forming as it were, the
nut of this screw. The square threaded screw is screwed into supports S, the
ratchet wheel L (Figures 1, 2, 7 and 9) provided with two cylindrical rods t t¹
traversing the cylinder, causes this cylinder to rotate about the screw.
ratchet wheel is controlled by a pawl cl mounted upon a crank ma which receives
motion from the lever N keyed to the shaft A C and hinged to the rod T operated
by the pedal C. Owing to this arrangement whenever this pedal C operates, the
said pawl cacts upon the ratchet wheel L and thereby imparts to the cylinder K
both a circular and, an horizontal movement. A small spring-controlled point or
style, provided for the purpose draws a line upon the paper or foil such as the
pointed piece V' would itself draw thereon if it could reach it. This pointed piece
(Figures 12 10 and 11) is operated through the medium of the bent piece or
knee 9 g, mounted upon the journal Jf of the crank mo of the shaft A C. Owing
to this arrangement the sheet of paper, foil, or the like wound round the recording
device receives marks at the moment when the pedal C is lowered by the first
wheel of the engine, that is to say, when the lever N passes to the position in I, for
it will be understood that by this movement the crank mo is caused to take up the
position A Cq and therefore the end of the piece q q' raises the point V' through
the medium of the tooth m with which the said point is provided; this position of
the piece q corresponding to that which it assumes when the "line blocked
signal is up; so that necessarily, marks will be made upon the paper or the like
provided for the purpose on the recording device.
"
Supposing now that the line is signalled "clear." A train passing the apparatus
under these circumstances will operate as follows: As soon as the signal is
withdrawn, a rod X hinged to a crank arranged at the lower part of the signal
post, will take up such a position that a roller of the piece ar secured to the rod
assumes the position I. În performing its movement from right to left, the roller
will then raise the arm q' of the piece q q', so that the end 9 of this piece will no
longer be situated in front of the tooth m of the pointed piece V. Therefore, it
will be understood, no marks will be produced upon the recording sheet as the
pedal C is depressed which will simply raise the said piece q g'.
Supposing now that part of the train has just passed the apparatus when the
R

page_text: signal-man is about to put up a signal. The position of the said piece o̟ o̟', by
the time the signal-man completes the signalling operation, will be that which has
just been described; that is to say, the depression of the pedal C by the passing
engine will have displaced the crank m o from m' to m²; therefore the end of
the piece q g' is carried above the tooth m of the wedge V', so that the operation
in question, which causes the rod X to perform a movement from left to right,
whereby the roller of the piece ar moves from 1 to 1º, enables at the same time the
said end q² to resume its position upon the tooth m so that no marking can take
place in the recording device. The piece q q' resumes the position indicated in the
drawing as the apparatus is released."
This recording or registering device therefore enables anyone to ascertain :-
1stly. What was the position of the signal at the moment when it was passed by
the engine of the train; and
2ndly. Whether signal was put up too late; for in this case also the petards are
placed upon the line by the operation of the rod X, as will be presently explained.
This is an extremely useful feature of the apparatus, inasmuch as the signal, even
if put up somewhat late, may under certain circumstances put the engine driver in
a position to avert the catastrophe or accident which the signalman had in view
when signalling.
(4.) The petard carrier consists (as shown in Figures 1 and 2) of a disc provided
with 4 arms R forming a cross. Each of these arms is arranged to receive two
petards på p² which take up their position therein automatically, and also
automatically leave the arms after exploding. For this purpose the end of each
arm of the disc is provided with two perforations of circular sections and two other
openings of rectangular section intersecting the circular perforations on the same
lines.
A spring Rt located within each cylindrical opening constantly presses the end
of the petard-tail placed within the corresponding rectangular opening, and the
petards are retained therein either by screws VI the points of which enter an
opening provided in the tail of each petard or by the rods provided with springs T
which retain these rods within the openings formed, as in the preceding case, in the
end of the petard-tails. The petards are thus firmly secured in place, and protected
against theft.
The
The screws VI are tightened and loosened by means of circular racks CR¹
and CR toothed exactly in the same manner as the heads of the said screws.
rack CR¹ placed against a magazine MA serves to tighten the screws, while
another rack CR whereby the screws are loosened is secured to the lid or cover
of the case B O. Both racks have the same number of teeth. The method of
fixing the petards in place by means of the rods t³ is also extremely simple; the
end u of each rod is provided with a roller y adapted to travel in a way, which by
its predetermined differences of level causes the petards either to remain in place
or be rejected as the case may be.
On
Below the petard carrier proper R there is secured to the same shaft AR a
cam D carrying 4 teeth arranged directly under the arms of the disc R. A rod ti
provided with a roller g, is constantly pressed by a spring against this cam.
this rod is secured an arm bx which in moving carries along with it a plate P L.
This plate which is adapted to slide underneath the magazine MA, at the moment
when the rod ti is brought against the corresponding teeth of the cam D, loads,
the arm of the petard carrier which happens at the time to be in front of the
magazine M A.
The petard magazine M A is a doubled case resting upon a table or bed plate H
to which it is secured by the back portions of its sides so that the front parts
thereof permit the free delivery of the petards.
Rotary motion is imparted to the petard carrier through the medium of a ratchet
wheel provided with 4 teeth arranged at an angle of 45° to the arms of the petard
carrier; which ratchet wheel receives the impulse from an arm BK which in its
turn receives motion from the rod T about which it oscillates between two collars.

page_text: This oscillating and longitudinal motion of the end of the arm is suitably directed
or guided by a groove provided in the plate IV whereby the shaft AR is caused
to turn either at right angles or only at an angle of 45° according to the position of
the ratchet wheel and consequently of the petard carrier itself and at the moment
when the rod T is operated by the depression of the pedal C.
The shaft A R also carries at its other end 2 winged wheels cr and cr³ one of
which is provided with eight wings and the other with four. Near these wheels
there is arranged a toothed disc engaging with a spring controlled bolt K S.
Through the medium of these wheels both the engine driver and the signalman are
enabled to alter the position of the petard carrier; that is to say, the engine
driver is thus in a position to withdraw the petard from the rails even should the
signal be up; and the signalman is at liberty either to push the petard on to
the line or to remove them therefrom, according to the position occupied by the
signal.
5. The coupling device for producing the required engagement between the
petard carrier and the signal controlled by the apparatus is constituted by wheels cr
and cr secured to the lower end of the shaft AR already referred to in detail
above.
One of these wheels (Figures 1 and 2) is situated in the same plane as the rod X
and its counter-rod Ta. The movement of these rods depend on those of the
signal. The position instanced in the drawings is supposed to be that assumed
when the signal is up and when the petards are lying upon the rails. Supposing
that at that moment the signalman should withdraw the signal, the lever q³ would
take up the position indicated by the axis Ta. The tappet at N, owing to its
joint, moves clear past the arm 1 of the wheel, while the tappet at N' on the rod 1
in moving from N¹ to N² carries along with it the arm 5 which takes up the
position which till then had been occupied by the arm 6, the consequence being
that the petard-carrier is turned a distance of 45°, the petards in this position
being removed from the rail. Assuming now that the operation is performed
inversely. The rod X would pass from the position Tm Ta to the position Ox.
During this movement the one tappet at N² escapes contact with the arm owing to
its joint, while the tappet at N in passing moves the arm I back to its initial
position. Thus it will be seen how the petards, after having been removed from
the rail by one operation can be put back thereon by the next operation. Let us
now take the case where the signal notifies that the line is clear for the passage
of the engine over the pedal C of the apparatus, and suppose that the engine
driver has done the needful by applying the brake and removing the petards from
the rail. In this case the inclined tappet By of the arm BK will have forced
back the rod JV which in its turn has repelled the rod X. This rod which is
pivotted at oi bas therefore moved back in an horizontal direction so that the
tappet N' cannot act upon the wings of the wheel cr, and therefore the petard
carrier does not change its position through this operation. The object of this
arrangement is to prevent the petards from returning on to the rail before the
whole of the train has passed and being crushed unnecessarily. In the reverse
case, namely, if the signalman should happen to block the line too late, that is to
say, when part of the train has already passed over the pedal C what will take
place is this; the tappet N in passing from the position it occupied while the line
was clear to the position corresponding to the block line, carries away with it the
wing 1 which it moves to the position 8. In performing this movement it carries
two petards on to the line and these petards are crushed by the wheels of the
carriages, and by their explosion the engine driver will be urged to use every effort
in order to stop the train and avert an accident. In this case the pointed piece or
wedge V will have produced no mark upon the registering device and thus it may
afterwards be ascertained that the signal was put up too late.
6. The petard remover is adapted to be operated by the engine driver, and it
comprises (as shown in Figures 12 and 13), a flat rod L the lower end of which
is provided with a roller g₁ capable of acting upon a pedal P¹ arranged at a certain

page_text: distance in front of the apparatus, say at 100 metres. This pedal imparts a horizontal
movement to a rod T m through the medium of a link B2 and of a shaft carrying
a bell crank lever m³ oscillating at R' and pivoted to the pedal from which it
receives its motion.
The flat rod L' provided with the roller g¹ is secured between the arms of a
double crank M¹ carried by the shaft of the brake arranged underneath the tender
of the engine.
The flat rod operating the pedal P¹ which we will term the "engine driver's
pedal," to distinguish it from the pedal C, of the safety apparatus, is provided
with a strong rod T' secured a short distance above the roller, and the other end
of which is fixed to the longitudinal beam of the tender.
The rod and roller intended to lower the said pedal P! and operated by the
brake shaft on the tender can therefore only be lowered when the brake is
operated.
To remove the petards from the rail the engine driver must therefore apply the
brake which operation he is obliged to perform in any case in order to have the
train under his control. Supposing now that he has done so; the operation of
the petard carrier will be as follows:-The flat rod L¹ lowered by the shaft of the
brake on the tender, in passing depresses the pedal P¹ or engine driver's pedal,
which controls the movements of the rod T m. This rod which carries a tappet
similar to the tappets with which the rod X is provided, will therefore cause the
arm B No. 3 to pass from 3 to 4 and thus produce a movement of the carrier to
the extent of 45°, by which displacement the petards will be removed from the
general operation of the mechanism.
a
The first wheel of the engine by depressing the pedal C (Figures 1, 2 & 3)
through the medium of the bell crank lever A operates the rod T and moves it
from left to right. In performing the movement, the rod T and also the pedal are
engaged by the bolt vy. It is not disengaged by the rod J » (Figure 9) which is
itself engaged by the lever A L, until the piston DP of the bellows (in this
particular case) which, at the moment of the engagement of the said rod T was
at the limit of its upward stroke, has completed its next succeeding downward
stroke, or in other words, assumed the position in which it is shown in the drawings.
Where the release is effected from a distance this operation is performed by
rod similar to the rod J v, depressed by the incline of the piece qi moved by the
pedal operated from a distance as above described. Directly after the release of
the rod T, the spring FC moves this rod from right to left and thus brings it, and
also the pedal C back to their initial position. During this movement, the arm B K
which, when the apparatus was first engaged, occupied the position KA (Figure 2)
is allowed to resume the position B K and in so doing to operate the tooth dt' of
the ratchet wheel, which is therefore moved to the position d to. The ratchet wheel
keyed on to the petard carrier shaft A R, causes the petard carrier to turn a
distance of 90°. As each train in passing produces the same effect, it will be
readily understood in what manner the petards are replaced upon the rail, and how
the petard carrier is loaded and unloaded. At the moment when the apparatus is
released, that is to say, after the passage of the train, the petard carrier as has just
been stated, turns through the action of the arm BK and completes a quarter of a
revolution. This movement which always takes place in the same direction when
it is produced by the arm B K carries away (at p2 p2) the petards which had been
on the line and have consequently been crushed by the train.
The loosening of the screws VI is effected by the rack CR so that before
taking up their positions in front of the magazine M A, the petards p¹ p' will have
been rejected by the springs Rt. After this there is nothing to prevent that
particular arm of the petard carrier to be charged again and this is done as soon
as the arm comes up to the magazine M A which it does at the moment when the
second batch of petards is crushed.
The automatic locking of the petard carrier, and their conveyance to the line is
performed in a similar manner by the employment of the second arrangement

page_text: hereinabove described. Let us now examine what takes place as regards the
petards in the various phases of operation of the rods X, T m, that is, the rods.
controlling the petard carriers operated either by the signalman or the engine
driver.
Assuming in the first place that the driver notices the signal which is put up and
does the needful to withdraw the petards from the rail, so that the said petards p² p
shift to p3 p3; the tooth D of the ratchet wheel R passes through d to into a plane.
parallel to the rails so that, the moment when the rod T is disengaged, the arm B K
carries this tooth to the position which it occupied before the operation in question
was performed by the driver. Therefore the same petards will return to the rail
after the passage of the train.
As indicated above, while the apparatus is engaged, the operation of the disc by
the signalman will have no effect upon the petard carrier. It now remains to be
explained what will be the effect produced upon the apparatus itself by the
operation of the signal. The petards being in the position illustrated in the
drawings, and the line being signalled "blocked," if the "blocked' signal be with--
drawn, the tappet N¹ of the rod X, as has been stated before, causes the wing 5 to
move to the position 6, with the result that the petards which are on the rails at.
the time pass to the position på p³, as in the previous operation.
This position of the petard carrier corresponds to the "line clear" signal. If
this signal be put up, the tappet N¹ will have no effect upon the wheel crowing
to its knee joint; but the tappet N of the counter-rod in passing from the corre-
sponding "line clear" signal position to the corresponding "line blocked" position,.
will move the wing 1 to the position 8 whereby the petards will be placed on the
rail in the same position which they had occupied before.
It may be pointed out in conclusion that, as will be readily understood from the
foregoing description, the different pedals of the apparatus or other parts of the
mechanism, which they control may be provided with electrical contacts or switches
adapted to operate electric bells or calls of any suitable description arranged at
the different signal boxes level crossings or stations, and adapted to notify the
passage of trains over the respective pedals at all those points.
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 safety apparatus for recording and ensuring the observance of
railway signals, either by the operation of the signal disc or by the train after its
passage; also to produce a graphic record of the passage of trains whether the
line be clear or blocked; to remove the petards from the rails by the operation of
the disc; to enable the engine driver to remove them from the rails by operating
from a distance, and only on condition that he does the needful in time to slacken
the speed of the train; to check tardy operations of the signal discs; and to put
up the discs after the passage of trains in such a manner that the passing trains.
protect themselves; the said apparatus being characterized by the combination of
a pedal C, a releasing mechanism capable of being operated either from a distance
or direct by blower or bellows arranged near it, a pedal PA, a recording or
registering device, a petard carrier, mechanism for coupling, or throwing into gear,
the petard carrier, and a petard remover capable of being operated by the engine.
driver, substantially as described.
2. In safety apparatus for recording and ensuring the observance of railway
signals, the combination of the following devices, which, however, may be used
either jointly or separately, and the whole or part of which may be applicable to.
other safety devices.
(a) The peculiar arrangement of the pedal C, which, being placed against the
rail and depressed by the passing trains, is locked in position by a bolt.
which retains it in the depressed position until it is released by the train.
...

page_text: itself through the medium of any suitable coupling mechanism, substantially
as described.
The arrangement of releasing mechanism capable of being operated from
a distance, and comprising a pedal P A, and its connection with the pedal C
by means of a chain, or any other suitable device, in such a manner that one
pedal should be depressed while the other is raised, and vice versa; the
said releasing mechanism operating substantially as described, for the
purpose specified.
The arrangement of the engaging bellows and its combination with the
pedal C; the said bellows being in position between the petard carrier and
the recording device, and operating substantially as described and for the
purpose specified.
7) The arrangement of the recording device consisting of a cylinder K
capable both of circular and rectilinear motion; a spring controlled point
or style adapted to draw lines or marks upon a sheet or strip wound round
the cylinder; a pointed piece or marking wedge, and coupling mechanism
for holding back or releasing the said marking wedge, the said registering
device being operated by the pedal C substantially as described, and for the
purpose specified.
The arrangement of the petard carrier comprising a petard mechanism M A,
a four-armed disc R, the arms of which are intended to receive the petards
from the mechanism and to carrying them to the rails, and mechanism for
imparting to the said four-armed disc a movement of 90° when it is desired
that it should carry petards from the magazine to the rail, but a movement
of 45° when it is desired that it should temporarily remove the petards from
the rail; the said mechanism being arranged, connected with the pedal C
and adapted to operate substantially as described and for the purpose
specified.
f) Petard carriers arranged, as before stated, in combination with a line
signal to enable the petards to be operated by the signalman; and with the
recording or registering device for the purpose of ascertaining whether the
signal was operated in time or not; the said combination being substantially
such as described and accomplishing the object specified.
) The arrangement of the petard remover whereby the engine driver is
enabled to withdraw the petards from the rails, and consisting of a rod
connected with the brake machine, and a pedal P' termed the engine driver's
pedal, connected to the petard carrying mechanism; the said petard remover
not being capable of operation until the brake of the train is applied, its
object being to impart to the four-armed petard carrying disc Ra
movement of 45°, substantially as described and for the purpose specified.
ated this 30th day of March 1894.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.