IMPROVEMENTS APPLICABLE TO APPARATUS FOR SIGNALLING BETWEEN THE PASSENGERS AND ATTENDANTS OF A TRAIN WHILE IN MOTION BY MEANS OF ELECTRICITY OR MAGNETISM, PART OF WHICH IMPROVEMENTS IS ALSO APPLICABLE TO ELECTRIC OR MAGNETIC SIGNALLING GENERALLY ON RAILWAYS
Year: 1878

page_text: LETTERS PATENT to Thomas Teale Powell, of Harrogate, in the County of
York, China and Glass Merchant, for the Invention of "IMPROVEMENTS
APPLICABLE TO APPARATUS FOR SIGNALLING BETWEEN THE PASSENGERS AND
ATTENDANTS OF A TRAIN WHILE IN MOTION BY MEANS OF ELECTRICITY OR
MAGNETISM, PART OF WHICH IMPROVEMENTS IS ALSO APPLICABLE TO ELECTRIC
OR MAGNETIC SIGNALLING GENERALLY ON RAILWAYS."
Scaled the 10th September 1878, and dated the 6th April 1878.
PROVISIONAL SPECIFICATION left by the said Thomas Teale Powell at
the Office of the Commissioners of Patents on the 6th April 1878.
THOMAS TEALE POWELL, of Harrogate, in the County of York, China and
Glass Merchant. "IMPROVEMENTS APPLICABLE TO APPARATUS FOR SIGNALLING
BETWEEN THE PASSENGERS AND ATTENDANTS OF A TRAIN WHILE IN MOTION BY
MEANS OF ELECTRICITY OR MAGNETISM, PART OF WHICH IMPROVEMENTS IS ALSO
APPLICABLE TO ELECTRIC OR MAGNETIC SIGNALLING GENERALLY ON RAILWAYS."
"
This Invention may be divided into two parts, the first of which relates to the
means for communicating (while a train is running) between the passengers and
travelling officials. The same apparatus will also enable the signalman to "speak
to the engine-driver and guards of a train, and vice versa, while a train is in motion
providing that the train be at the moment of "speaking" within the section or
block under the control of that particular signalman who is speaking or being
spoken to. In the event of a train or a portion of a train breaking away the run-
away portion shall by means of the apparatus, herein-after described, be made
automatically to signal itself on to its own engine and also to the signal boxes at
cach end of the block within which it happens to be at the moment of breaking
away. Finally, the fog signalmen will be placed in direct telegraphic communication
with the signalmen under whose instructions they are working.
The second part of the Invention relates to the means and appliances to be
employed in localizing the position of a train within a block so that without the

page_text: necessity of "speaking" to the officials of a train while in motion the signalman
shall always be enabled to say exactly in what part of the block under his control a
train may be formed in case of a break-down or other accident.
"
In carrying out the first part of this Invention a single insulated bar of metal or
rail is placed in the centre of the four-foot way, the insulated rail being laid down
in sections, each section being of the length of one 'block" (as understood in
working the block system of signalling on railways), or say, covering the distance
being two signal cabins or stations. In combination with this insulated rail a
trailing runner or drag is placed undor the engine and guard's break van, and con-
structed in such a manner that it shall be constantly in contact with the insulated
rail. Other drags or runners should be fixed in any suitable way underneath each
carriage which forms part of the train. These runners must be placed in connection
with a handle or rope suspended or placed within each compartment of the carriages,
and also in connection with the draw bar of the carriage, so that should any accident
or unpleasant incident occur within the carriage a passenger by pulling the handle
or cord may release the drag or runner and allow it to drop on to the insulated rail
and at the same time cause a small semaphore or other signal to be shot out from
the side of the carriage so as to indicate the exact place where the danger is. In
the same way should a carriage or portion of a train break away from the romainder,
the strain being taken off the draw bar will also release the runner and allow it to
drop on to the insulated rail.
The insulated rail should at each of its ends be connected by wires with suitablo
signalling or other instruments in the block signal cabins.
Batteries of the required strength should be placed on the engine and in the
brake van, the batteries being connected by insulated wires with the trailing drags
or runners. Each battery must be furnished with a switch or other equivalent
apparatus, by means of which the electric current may be reversed.
Now supposing that a passenger wishes from any cause to stop the train or to
give notice that something is wrong, he has only to pull the handle and cord in his
compartment and the runner will be dropped on to the centre rail, which will have
the effect of completing an electric circuit and cause electric bells to ring on the
engine and in the brake van, and so call the attention of the officials (through the
medium of the small semaphore (as abovo mentioned) to the exact compartment from
whence the signal originated. In like manner, should a portion of a train break
away, the strain being taken off the draw bar of the carriage would cause the runner
to drop and complete an electric circuit, and so signal on to the engine and also to
the signal boxes at each end of the block within which the carriage or detached
portion of the train broke away.
Should the fog signalman desire to communicate with either of the cabin signal-
men in whose block he happens to be, and under whose instructions he is working,
he has but to complote an electric circuit by placing the insulated wire (by any con-
venient means) in connection with the ground and he will be enabled to signal or
speak" to the signalman or travelling attendants of a train in motion.
Es
In order to localize the position of a train within a block it is necessary to place
a small trigger or depressor either by the side of a rail or countersunk into the rail.
This depressor or trigger when pressed down by the wheels of a passing train will
make or break electric contact with wires in connection with instruments in the
signal cabin, and at the same time an electric bell will be rung for the purpose of
calling the attention of the signalman to the instrument. This latter is formed with
a dial, on the face of which is placed a vertical needle. When a train enters a sub-
section, the commencement of which is marked by one of the depressors, the needle
will be brought over to the left (by means of an clectro-magnet) and romain in that
position until freed either by the signalman touching a key, or automatically by
'the action of the engino depressing the next trigger in succession.
By means of theso needles or indicators the signalman would always be aware of
the exact position of any train within the block under his control.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patont filed
by the said Thomas Teale Powell in the Great Seal Patent Office on the
5th October 1878.
THOMAS TEALE POWELL, of Harrogate, in the County of York, China and
Glass Merchant. "IMPROVEMENTS APPLICABLE TO APPARATUS FOR SIGNALLING
BETWEEN THE PASSENGERS AND ATTENDANTS OF A TRAIN WHILE IN MOTION BY
MEANS OF ELECTRICITY OR MAGNETISM, PART OF WHICH IMPROVEMENTS IS ALSO
APPLICABLE TO ELECTRIC OR MAGNETIC SIGNALLING GENERALLY ON RAILWAYS."
This Invention may be divided into two parts, the first of which relates to the
means for communicating (while a train is running) between the passengers and
travelling officials. The samo apparatus will also enable the signalman to "speak"
to the engine driver and guards of a train, and vice versa, while a train is in motion,
providing that the train be at the moment of "speaking" within the section or block
under the control of that particular signalınan who is speaking or being spoken to.
In the event of a train or portion of a train breaking away, the runaway portion
shall by means of the apparatus herein-after described, be made automatically to
signal itself on to its own engine, and also to the signal boxes at each end of the
block within which it happens to be at the moment of breaking away. Finally, the
fog signalmen will be placed in direct telegraphic communication with the signal-
men under whose instructions they are working.
The second part of the Invention relates to the means and appliances to be
employed in localizing the position of a train within a block, so that without the
necessity of speaking" to the officials of a train while in motion, the signalman
shall always be enabled to say exactly in what part of the block under his control
a train may be found in case of a break down or other accident.
In the accompanying Drawings, Fig. 1 is a diagram plan of a line of railway,
showing the whole of one block with a signal cabin at each end and with a train
within the block, shewing the connections with the electrical apparatus. Fig. 2 is
a side view diagram of the train.
In carrying out the first part of this Invention, a single insulated bar of metal or
rail A is placed in the centre of the four-foot way, the insulated rail being laid down
in sections, each section being of the length of one "block" (as understood in working
the block system of signalling on railways), or say, covering the distanco between
two signal cabins or stations. In combination with this insulated rail A, a trailing
runner or drag B is placed under the engine, and also under the guard's brake van,
and is constructed in such a manner that it shall be constantly in contact with the
insulated rail A. Other drags or runners C should be fixed in any suitable way
underneath each carriage which forms part of the train. These runners are held
out of contact with the insulated rail A by means of a trigger which is connected to
a handle or rope D, suspended or placed within each compartment of the carriages,
so that should any accident or unpleasant incident occur within the carriage, a
passenger by pulling the handle or cord D may release the drag or runner C, and
allow it to drop on to the insulated rail A, and at the same time cause a small
semaphore or other signal (not shewn in the Drawing), to be shot out from the side
of the carriage so as to indicate the exact place where the danger is.
The insulated rail should at each of its ends be connected by wires with suitablo
signalling or other instruments in the block signal cabins.
Batteries of the required strength should be placed on the engine and in the
brake van, the batteries being connected by insulated wires with the trailing drags
or runner's. Each battery must be furnished with a switch key or equivalent
apparatus, by means of which the electric current may be completed.
The diagrams, Figures 1 and 2, shew a train composed of three parts, vist., a
front brake or engine, one carriage, and a hind brake or guard's van. To each of
these component parts of the train a drag or runner B or C is attached; which in

page_text: the case of the front and hind brakes must be permanently in contact with the
centre insulated rail A. The runner or drag C that is attached to the passenger
carriages must however be always raised from contact with the centre insulated
rail A, and only be lowered or placed in contact with the central insulated rail
should there be danger to any of the passengers, or when it is desired from any
cause to communicate with the driver and guard. In such a case the passenger
would pull the cord D (which is itself furnished with a cord or handle to each
separate compartment of the carriage), and the drag or runner C would be caused
to drop and be placed in contact with the central insulated rail A.
Each of the cabins, Nos. 1, and 2, is furnished with a battery numbered respectively
1 and 4, the front and hind brakes of the train are each furnished with a battery
numbered respectively 3 and 2. Each battery is furnished with a key and bell (or
other equivalent signalling apparatus), those connected to battery No. 1 being
lettered a, a'; to battery 2 b, bi; to battery 3 c, c¹; and to battery 4 d. d'. The
key a in action No. 1 will complete the circuit of battery 2 in the hind brake. The
key b in the bind brake will complete the circuits of batteries 1 and 3. The key c
in the front brake or on the engine will complete the circuits of batteries 2 and 4,
and the key d in the cabin No. 2 will complete the circuit of battery 3, at the same
time ringing the corresponding bells. As an example, suppose the key b in the
hind brake to be depressed, the electric current will pass from battery No. 1 along
the wire and line marked e, e, in the direction of the arrows (throughout the whole
of the circuit), then along the centre rail A up through the drag or runner B of the
hind brake along the lines of wires marked e, e, through the key b along the wires e,
through the bell b¹, down through the wheel of the carriage, and back along the
running rail in the direction of the arrows, up the wires e', and through the bell a¹
and key a back to the battery No. 1. Now inasmuch as the depression of the key
b in the hind brake completes the circuit of battery No. 3 in the front brake, the
current would pass from the battery No. 3 along the line ff, in the direction of the
arrows down through the drag or runner B along the insulated rail A, up the drag
or runner B of the hind brake through the key b and bell b', down through the
wheel of the hind brake to the running rail, along which it will pass as indicated
by the arrows fup through the running wheel of the front brake through the bell
c, and key c, back to the battery No. 3. Thus in the case of anything wrong
happening, the guard of the hind brake by depressing his key 6 would at the same
time communicate with the signalman in cabin No. 1, and the driver of the front
part of the train, the engine driver or guard in the front would reply to the hind
guard's sigual by depressing his key c, and would thus communicate with the hind
brake, and also with the signalman in cabin No. 2. In this way the two signalmen
at the two ends of the block would be on the alert, knowing that something was
wrong, and the engine driver would naturally pull up and stop the train, either to
ascertain the cause of the signal or to remedy any accident or misfortune that might
have occurred.
Now supposing that a passonger wishes from any cause to stop the train or to
give notice that something is wrong, he has only to pull the handle and cord D in
his compartment, when the runner C will be dropped on to the centre rail A. This
will have the effect of completing the two clectric circuits worked from batteries 2
and 3 at the extremities of the train, and will cause the electric bells 6¹ and c¹ to
ring on the engine and in the brake van, so as to call the attention of the officials
(through the medium of the small semaphore arm_above mentioned) to the exact
compartment from whence the signal originated. In like manner should the sus-
pended runner be connected by any suitable means to the draw bars of the
carriages, and in the event of a portion of a train breaking away, the strain being
taken off, the draw bar of the carriage would cause the runner to drop and complete
the two electric circuits, and so signal on to the engine, and also to the signal box
at rear end of the block, within which the carriage or detached portion of the train
broke away.
Should the fog signalman of any particular block desire to communicate with

page_text: either of the cabin signalmen in whose block he happens to be, and under whose
instructions he is working, he must complete an electric circuit, which may be done
by placing a key, as seen at g, Fig. 1, in connection with the running rail and tho
central insulated rail A. He will thus be enabled to signal or speak to the signal-
man in the cabin, or in case of sudden emergency a bar of metal may be placed in
contact with these two rails, as seen at g', Fig. 1. Should a train at that moment
enter the block the signal from the fog signalman will pass through the insulated
rail A to the advancing train, thus attracting the attention of the officials of the
advancing train.
The second part of the Invention is illustrated in Figures 3, 4, and 5, in which
Fig. 3 is a sectional elevation of the localizing apparatus, Figures 4 and 5 being
detached views of the indicator.
In order to localize the position of a train within a block it is first necessary to
subdivide the block into several subsections, each one of which is provided with a
small trigger or depresser h, which is placed either by the side of a rail or counter-
sunk into the rail. The tail end of the depresser or trigger acts against and lifts a
spring lever j mounted on a wooden block below, but not in contact with two
projecting springs k, which form the terrminals of two wires connected with a
battery and an electro-magnet of the indicating apparatus, the other ond of tho
wires from the magnet goes to earth and a similar connection is effected from the
other pole of the battery. It will be evident therefore that by depressing the
trigger h and lifting the spring lever j so as to bring it in contact with the springs
the electric circuit will be complete through the magnet and battery.
The indicating apparatus may contain any number of magnets (three are shown
in the Drawing), a corresponding number of triggers or depressers being employed,
one for every subsection. When the electric circuit is completed by the depression
of either of the triggers by the wheels of a passing train the electro-magnet 6 of
that particular subsection will attract its armature m, Fig. 5, and so release a
fingern, which is mounted on a centre, and projects horizontally through an
opening in the front of the apparatus. The finger will then fall into the dotted
position shewn at n¹, Fig. 5, which will indicate the position of the train within
the block. On the fall of the finger n a pin on its under side will strike against a
flat spring o (seen detached in plan at Fig. 6), and will press it back into contact
with the terminal of another wire connected with a battery and bell p, thereby
completing the circuit, and causing the bell p to ring, and continue to do so until
the finger n is again lifted up by the attendant into its original position.
By means of these indicators the signalman will always be in a position to see
exactly in which part of his block a train may at any time be.
Having now described my Invention of "Improvements Applicable to Apparatus
for Signalling between the Passengers and Attendants of a Train while in Motion
by Means of Electricity or Magnetism, part of which Improvements is also Appli-
cable to Electric or Magnetic Signalling Generally on Railways," and having
explained the manner of carrying the same into effect, I wish it to be understood
that I am aware that a sectional central rail made double in parts has been used in
combination with a double or compound trailing wheel for the purpose of auto-
matically closing the electric circuit, and thereby giving automatic signals, I do not
therefore claim such arrangement as part of my Invention, but what I claim under
the above in part recited Letters Patent is,-
First. The combination with the single insulated continuous rail A, constructed
and arranged as described, of the single runners B attached to the engine and brake
vans, and connected with a suitable battery and signalling apparatus, as and for the
purpose herein set forth.
Second. The combination of the insulated central rail A with the trailing drag or
runner C adapted to passenger carriages in such a way that by the action of a
passenger it inay be brought into contact with the central rail, and thereby com-
pleting the electric circuit will serve as a means of communication with the
attendants on the train, as and for the purpose herein set forth.

page_text: Third. The adaptation to any convenient parts of the track of triggers or
depressers, by means of which the electric circuit may be completed by the passage
of the train and the position of the train within any portion of a block inay be
indicated automatically on an instrument placed in the signal cabin, substantially
as set forth and described.
In witness whereof, I, the said Thomas Teale Powell, bave hereunto set my
hand and seal, the Fifth day of October, in the year of our Lord One
thousand eight hundred and seventy-eight.
THOMAS TEALE POWELL. (L.S.)