Improvements in the Method of and in Apparatus for Signalling on Railways
Year: 1894

page_text: Date of Application, 18th Dec., 1894
Complete Specification Left, 18th Oct. 1895-Accepted; 18th Dec., 1995
PROVISIONAL SPECIFICATION.
1.
Improvements in the Method of and in Apparatus for Signalling
on Railways
I, JOHN GILL of Queens Foundry, in the City of Wakefield, Engineer' and
Ironfounder, do hereby declare the nature of this invention, to be as follows:
My invention has reference to improvements in the method of and in apparatus
for signalling on railways. My said invention is specially' applicable for use in
connection with the invention described and claimed in my prior Patent No. 6935
of 1891, and may be regarded as further improvements upon such invention.
In my said prior Patent 1 show and described upon the engine (for giving the
signals) rods provided with runners at their lower ends for coming in contact, as
required, with raised inclined planes, and mechanism for locking and unlocking the
said rods.
The said signals being taken off by
inclined planes further on the track.
66 starting" signal.
Ji
means of a runner engaging with other
But no provision is made for giving a
The object of this invention is to signal to the driver when to start again, after
having received his signal to stop by the action of the mechanism or apparatus
embodied in my said prior Patent, or by any apparatus applied for the same
purpose
M
fe
I
According to my invention 1. employ on, the track between the rails, and
preferably between the "home" signal and the signal-cabin, a rack, toothed or
notched path which is carried in suitable pulleys mounted in bearings fixed on the
track. The said rack is so carried by the said pulleys that it may be moved
backwards or forwards by the signalman as hereinafter. explained. The said rack
or its equivalent as aforesaid is joined at one end to a wire or chain passing overřa
pulley upon an axle which is capable of being operated to move the said rack; from
the signal cabin, and at the same time to actuate relief inclined planes, when
required. The other end of the said rack is connected to a wire or chain which
passes over a similar pulley upon an axle at or near to the "home" signal and the
said wire or chain at the other end is provided with a weight or counter-balance.
The said axles carrying the pulleys referred to are so arranged that movable
relief inclined planes provided on the track at the required positions can be raised
or lowered through the medium of cams and links from the signal-cabin, but in
some cases, where preferred the said relief inclined planes (which are for taking off
the signals on the engine) may be dispensed with and the said signals may he
taken off by the arrangements hereinafter referred to without the aid of such
inclined planes.
Also I fix upon the engine, or to mechanism connected therewith a wheel or
pulley having a hole through it into which a rod or bar, under the control of the
engine driver.cap be inserted or withdrawn as required. I also provide improved
mechanism for unlocking and releasing the said rods.
The modus operandi is as follows:-
,!
The driver receives his caution. at the "distant" signal and on coming to the
"home" signal is stopped, the corresponding signal rod being forced up by the
action of the inclined planes (giving the desired signal) and locked by the action

page_text: of a spring-bolt operated by suitable mechanism. The driver then inserts the said
rod or bar in the hole in the pulley or wheel upon the engine, the lower end of
which rod or bar, when inserted, comes in contact with the said rack in a vertical
position.
When the line is clear and the signalman desires the driver to proceed, he pulls
his signal lever, so operating the relief inclined planes (when employed) and causing
the said bar or rod to assume a tilted or diagonal position, by which action the
relief rod is moved through the intervention of link mechanism and the signal is
given on the engine "line clear." The driver then proceeds until he reaches the
relief inclined planes when the signals are taken off, or when such relief inclined
planes are not used the stop signals may be taken off by the action of giving the
starting signal.
The said rod or bar fitting into the hole in the pulley or wheel upon the engine
may be so arranged that it can be raised clear of the rack automatically.
In lieu of the relief inclined planes for taking off the signals after starting an
appliance, connected to the axis carrying the pulley through which the rod or bar
is inserted, may be employed for unlocking the signal rods.
My said improvements are also adapted for use when the engine runs tender first.
JOHN E. WALSH,
Royal Exchange Chambers, Boar Lane, Leeds,
Patent Agent to the Applicant.
COMPLETE SPECIFICATION.
Improvements in the Method of and in Apparatus for Signalling
on Railways.
I, JOHN GILL, of: Queens Foundry, in the City of Wakefield, Engineer and
Ironfounder, 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 :-
My invention has reference to improvements in the method of and in apparatus
for signalling on railways.
My said invention is specially applicable for use in connection with the invention
described and claimed in my prior Patent No. 6935 of 1891, and may be regarded
as further improvements upon such invention.
In my said prior Patent I show and describe upon the engine (for giving the
signals) rods provided with runners at their lower ends for coming in contact, as
required, with raised inclined planes, and mechanism for locking and unlocking
the said rods.
".
The said signals being taken off by means of a runner engaging with other
inclined planes further on the track. But no provision is made for giving a
starting signal.
The object of this invention is to signal to the driver when to start again, after
having received his signal to stop by the action of the mechanism or apparatus
embodied in my said prior Patent, or by any apparatus applied for the same
purpose.

page_text: Fig. 2, is a side elevation of apparatus to be applied to the engine.
Fig. 3, is a plan.
Fig. 4, is a side elevation of pulley with rack or potched path, and rod or
spindle engaging into such rack or notched path.
Fig. 5, is a plan of rack or notched path."
According to my invention I employ on the track A, between the rails B, and
preferably between the "home" signal C and the signal cabin D, a rack, toothed
or notched path.E, which is carried in suitable pulleys F. mounted in bearings G
fixed on the track. The said rack E is so carried by the said pulleys that it may
be moved backwards or forwards by the signalman as hereinafter explained.
The said rack E or its equivalent as aforesaid, is joined at one end to a rod H
connected to a lever which is centred upon an axle which is capable of being
operated to move the said rack E from the signal cabin, and at the same time to
actuate relief inclined planes M.
The other end, of the said rack E is connected to a rod J which joins onto a
similar lever upon an axle at the home signal C..
;
The said axles carrying the levers referred to are so arranged that moveable
relief inclined planes provided on the track A at the required positions can be
raised or lowered through the medium of levers and cams.
Also I fix upon the engine or to mechanism connected therewith a boss S (with
axis S¹) having a hole T through it, into which a rod or bar U is inserted.
I also provide improved mechanism for unlocking and releasing the said rods.
The said mechanism fixed upon the engine is shown in Figs. 2 and 3. Referring
to these figures V is a frame bolted upon the engine preferably under the cab,
so that the signals are given at the side of the fire box or some other convenient
place in the cab.
The boss S (with axis S¹) previously referred to is carried by the said frame
and through it the rod or bar U passes. The said rod or bar Ū is carried in a
case or sheath U₁ connected to the boss S (with axis S¹) and has around it a
spiral spring U³ which is carried between the abutments U and U. Above the
said rod or bar U is a semi-circular canopy U', the radius of which is struck
from the axis S¹ of the boss S. Joined to the said axis S' are levers U' and U.
The lever U is pivoted to link U which also carries a further link U which is
joined to an arm or lever UA centred at U¹³.
The arm or lever U14A is carried by the axis U
The axis U passes through the said frame and
call U on the other side of the said frame.
has a similar lever to Ū¼a
Carried on the axis U is a scroggin or finger U which engages into a slot U18
in bar or rod U and has a spring U20 carried between the abutments U" and U".
The said abutments U are carried by a plate U. Connected with this plate U¹³
are spring bolts U and U" for locking and unlocking the signal rods U
Carried upon axis U" are arms U and U" forming a scroggin, the arm U*
engaging in a slot U and the arm U" being slotted aud pivotally connected to
the signal relief rod U³¹.
Pivoted on axis U³ is a catch U33 with which a catch shaped lever [** carried
on an axis U is adapted to engage and disengage as required.
The said axis U also carries a spring plate Us in which is screwed a spring
bolt U which can be slackened or tightened by screwing the said bolt so as to
adjust the movements of the plate U and the catch U".
The axis Us also carries a lever Us which is connected with a foot lever U
arranged against the position of the driver. The link mechanisms described are.
arranged one cach side of the frame and so that they have the same action on
axis, although applied with the reverse actions of the bar or rod U.
The mechanism just described is for inserting and withdrawing the rod U
automatically from the rack or notched path E and taking off signals which have
been against, and also give the driver a starting signal.

page_text: The modus operandi is as follows:—
The driver receives his caution at the distant signal D (which is controlled by
the signalman through the distant signal wire) by the inclined planes D* acting on
the pulley of the caution signal which forces up the signal rod and gives the driver.
his caution.
He then proceeds until he comes to the "home" signal C when he receives his
signal to stop by the inclined planes M' acting upon the corresponding signal. As
soon as the engine is stopped over the rack or notched path E, the driver operates
the foot lever U. By this means the lever U" is caused to engage with the
catch Uby depressing the canopy Us and causing it to force down in a vertical
position the rod or bar U into the rack or notched path E. By-this means the
spring U is contracted ready for assisting to withdraw the rod U from the rack or
notched path E.
The inclined planes M, and M² are connected together with the rack D, Mis
down when M is up and vice versa. M is for taking off the "distant" signal when
the engine has not been stopped at the "home" signal.
.
When the signalman desires to give the driver his notice to proceed he pulls his
signal lever in connection with "home" signal and the inclined planes M and M¹
and rack or notched path E, by this means the rod U and sheath U' are caused to
turu on the axis S₁ and pull the lever U' links U, U and lever U¼A on the
axis U, of the rod U is pulled to the front.
By the same action the scroggin U" upon the axis U" forces back the rod U
withdrawing the spring bolts U" and U also releasing the catch U" and allowing
spring Us to draw the rod U from the rack or notched path E by the action
of the spring U2, the canopy U, lever U", and foot lever (T are raised to their
normal positions.
When the engine is tender first and stopped at the "home" signal the engine
man then presses down lever U" by which motion the rod or bar U engages with
rack or notched path E.
"
When the signalman desires the driver to proceed, he takes off his "home
signal which gives line clear, the same motion adjusts inclined planes M. and M
aud actuates rack or notched path E, giving it a forward motion, by so doing rod
or bar U is tilted in an opposite way to the apparatus as to that in which it is
tilted when the engine is funnel first. But as lever Us is fixed at the bottom
centre of axis S¹, and is by links U" and U12 connected to lever U₁ the motion
given to axis U scroggin or finger U" and the rest of the apparatus, is precisely
the same when the engine is tender first as it is when the engine is funnel first.
When the rod U is actuated, the arms UA and U are both moved together
whichever way the rod U is operated. When the rod U is pulled to the right see
Fig. 2 the lever Us actuates the lever U" through the links U" and U, the
arms UA and U1 which are both on the axis U" being brought over on the said
axis U", the links U" and U" keeping the same straight line of tension, but the
lever U and its connections work in the opposite direction, that is to say, the
lever U' falls to the left, by this means the links U and U" fold at their joint so
causing the movement of the lever UA to be the same as U16. When pulled to
the left the reverse actions take place. When the rod U is pulled to the right the
lever U16 acts, and when pulled to the left UA acts.
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. In railway signalling, the hereinbefore described method of giving the driver
his notice to proceed, by employing apparatus upon the engine, which by means of
apparatus upon the track under the signalmans control, when operated by such
signalman, gives the driver, through the apparatus upon the engine, his notice to
proceed, substantially as set forth.

page_text: 2. In railway signalling, the construction and arrangement of mechanism whereby
the driver is given his signal to proceed directly from the signal cabin, substantially
as shown and described.
JOHN E. WALSH,
Royal Exchange Chambers, Boar Lane, Leeds,
Patent Agent to the Applicant.
JOHN E. WALSH,
Royal Exchange Chambers, Boar Lane, Leeds,
Patent Agent to the Applicant.