Improvements in Railway Signalling Apparatus.
Year: 1891

page_text: Date of Application, 2nd June, 1891
Complete Specification Left, 2nd Mar., 1892-Accepted, 23rd Apr., 1892
PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling Apparatus.
I, WILLIAM ROBERT SYKES, Senior, of 43 Larkhall Rise, Clapham in the
County of Surrey, Telegraph Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention has reference primarily to a system of mechanical interlocking
for the purposes of preventing accidents that may arise through shunting operations
taking place through crossings or sidings and the trains or vehicles remaining on
the main line and being there forgotten and other trains received on from the rear
sections. The second portion of my invention has reference to actuating a signal
at either end of a crossing and disc signals generally by the same lever that
actuates the points that have reference to them.
I will now describe the first portion of my invention. For the purposes of
explanation will assume an up and a down road with a crossover road connecting
them.
In my invention the levers in the interlocking apparatus are provided with the
usual tappets for the purposes of interlocking. These tappets are connected to
the levers and work through channels or troughs and in these channels or troughs
actuated at right angles to the tappets are slides to which the locks are connected
which operate in such a manner as to release or lock other levers by inserting
these locks into notches in the said tappets.
In the illustration in this case there are two stop signal levers, one up and one
down, and the crossover road lever. With the existing interlocking each of these
levers is normally free of each other, that is to say that up stop signal can be
operated, the down stop signal can be operated, or the crossover road may be
operated which locks both the up and the down.
With my invention 1 provide projecting above the floor or raised at an angle
suitable to be operated by the signalmau, a thumb screw or a short handle or
other suitable means connected by a downright rod over the tappet actuated by the
crossover road lever. At the end of this rod is a small arm with a pin at its lower
end which said pin operates in a slot in the connecting slide in the locking trough.
Normally the crossing lever is locked and cannot be operated. The stop signals
are normally free. Suppose a train arrives on the down line and it be necessary
that this train be shunted on to the up, before the crossing lever can be operated
to move the points the little handle or thumb screw is moved according to a dial
over which the handle operates indicating either up or down. The train being on
the down line the little handle is moved indicating up and the said handle has to
be operated to release the crossing lever. As soon as the handle has been moved
indicating up, the up stop signal is thereby locked and of course when the crossing
is operated that movement also locks the down (the latter by ordinary inter-
locking). When the train has gone through and the crossing is replaced again,
in the usual interlocking everything would be again normal and the up stop signal
could be lowered, but with my invention although the crossing has been replaced
the up stop signal remains locked and can only be released by the little handle
being moved into its middle position indicating that the up stop signal is thereby
free and that the crossing lever is again normally locked.
No extra levers in this arrangement are provided and it serves as a useful
reminder to the signalman that if a train is on the up road and his lever should be
normal yet his up stop signal cannot be operated for if he attempts to operate it
he finds it is still locked and it calls to his memory that there is a train on the up

page_text: line. To release the up stop signal he must then operate the little handle which
he should not do unless he has disposed of the trains which has been called to his
mind by the fact of the up stop signal being in the locked position.
The same method of working refers to a train arriving on the up line being
shunted to the down.
I will now describe the second portion of my invention.
In connection with the crossover road lever and its tappet hereinbefore described
with reference to the action of the stop signals, it is the usual custom of many
railway companies to provide independent signals at each end of the said crossing
to indicate that the points are moved authorizing a train to proceed through the
said crossing. Other railway companies do not provide such independent discs but
these independent discs are now becoming an essential feature and are doubtless
necessary for the safe conduct of traffic.
With the arrangement previously described, I have arranged that the same
tappet connected to the crossover road lever shall also operate either one of the
two disc signals in accordance with the movement of the thumb screw or handle
previously referred to which is moved on a dial to " Up" or "Down" according as
it is desired to block the up or the down line.
Arranged on each side of a rib on the tappet actuated by the crossover road
lever is a slide blade and from the ends of each of these slide blades by suitable
means wires are run to the discs at the ends of the crossing. The action of
operating the crossover road tappet actuates either one of these blades according
as one or the other is in gear.
<<
Supposing it is desired that a movement takes place from the down to the up
line, then, as before described, the thumb screw is moved to the word " Up" or a
suitable word on the dial, which releases the crossing lever and also locks the up
stop signal lever. In the action of moving the thumb screw to the "Up" position
the two disc slide blades are operated in connection with the crossover road tappet
the "Up" slide blade into gear with the rib on the tappet and the
Down" slide
blade out of gear.
When now the signalman operates the crossing lever he
operates the disc authorizing the movement from the down to the up line. In the
meantime the other disc is locked at danger. Upon replacing his lever and
wishing to get a movement in the contrary direction he operates the thumb screw
or handle to the "Down " position, locks the down stop signal, frees the up stop
signal, but upon moving the crossing lever by ordinary interlocking the up stop
signal is also locked and the disc signal authorizing the movement from the up to
the down line through the crossing is lowered or given.
It is obvious that although I have described the movement of two slide blades
in connection with the tappet yet if desirable the downright rod or connection
which the thumb screw actuates can be carried lower than the locking frame and
can operate the two slide blades in and out of gear with a stationary blade the said
stationary blade being actuated by the crossing lever or a continuation of or
connection from the tappet
It is obvious also that this invention with reference to actuating discs in con-
nection with the tappet, may also be operated from any desired position in the
locking frame, that is to say the end of the locking frame or any other position and
cau be separate and distinct from its combination with the safety appliance
described in the first portion of my invention.
As a further modification in connection with the thumb screw and indicator on
the dial, I arrange a lock underneath or at any suitable spot which upon turning
the key in connection with the said lock, locks the indicator and thumb screw
in the desired position, that is to say blocking the up or the down line. This key
to further secure safety may be taken out of the lock and handed to the driver or
man in charge of the train and as long as he retains possession of this key the line
is blocked according to the indicator and thumb screw on the dial, that is to say
that if the indicator is pointing to the word "Up" then that line is blocked as long

page_text: as the key is withdrawn from the lock. Correspondingly if the indicator is moved
to the word "Down" and the key taken away then the down line would remain
blocked until the reinsertion of the key.
I have also arranged that normally when the indicator is unlocked no electric
communication or other means prevents the thumb screw being moved at the will
of the signalman over the dial but when the key is turned and the indicator locked
in the desired position electric contact is broken with the section in the rear or
advance as is desirable and no train can be passed on to the blocked line until the
key is reinserted in the lock and the bolt withdrawn.
In connection with this lock and key, when the key has once been put in it can
only be withdrawn in the locked position so that when the bolt is down and the
indicator free the key is normally locked and its withdrawal prevented.
An obvious modification of the arrangement for working discs in connection
with the tappet attached to the crossover road lever, would be that in the slide
iron which locks the stop signal levers or which may do any other locking in the
locking frame, are two pins arranged a suitable distance from the rod connected to
the thumb screw which operates the said slide iron so that normally a cross bar
actuated by the tappet is foul of both pins and thereby prevents the tappet worked
by the crossover road lever from being operated.
Upon the signalman now turning his thumb screw or handle and thereby indi-
cating either Up" or "Down" upon the dial the slide iron is moved and thereby
one of the pins is moved clear. Upon the signalman now operating the tappet
through the crossover road lever the end of the cross bar that is foul of the pin is
prevented from being operated and the action taking place from the centre through
the tappet moving in that direction operates the cross bar acting the same as a
sway beam or floating lever and operates the disc on the other side that is to say
the side on which the pin is free of the cross bar.
If the lever be now returned
and the tappet also and the thumb screw operated in the reverse direction the
reverse action place and the other disc is lowered.
Although I have described the locking of the crossover road lever as taking
place by means of the cross bar being fouled by the two stops or pins upon the
slide iron yet it is obvious that a lock in a suitable spot upon the slide iron itself
can foul or free the rib or projection on the tappet attached to the lever operating
the crossover road.
Dated this 2nd day of June 1891
JOHN P. O'DONNELL,
2, Great George Street, Westminster, S. W.,
Agent for the said Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Signalling Apparatus.
I, WILLIAM ROBERT SYKES, Senior, of 43 Larkhall Rise, Clapham in the
County of Surrey, Telegraph Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
My invention has reference primarily to a system of mechanical interlocking for
the purposes of preventing accidents that may arise through shunting operations
taking place through crossings or sidings and the trains or vehicles remaining on
the main line and being there forgotten and other trains received on from the rear
sections. The second portion of my invention has reference to actuating a signal
at either end of a crossing and disc signals generally by the same lever that
actuates the points that have reference to them.
I will now describe the first portion of my invention.
For the purpose of
explanation will assume an up and a down road with a crossover road connecting
them.

page_text: In my invention the levers in the interlocking apparatus are provided with the
usual tappets for the purposes of interlocking. These tappets are connected to the
levers and work through channels or troughs and in these channels or troughs
actuated at right angles to the tappets are slides to which the locks are connected
which operate in such a manner as to release or lock other levers by inserting
these locks into notches in the said tappets.
In the illustration in this case there are two stop signal levers, one up and one
down, and the crossover road lever. With the existing interlocking each of the
former levers is normally free of each other, that is to say that the up stop signal
can be operated, the down stop signal can be operated.
With my invention I provide projecting above the floor or raised at an angle
suitable to be operated by the signalman, a thumb screw or a short handle or
other suitable means connected by a downright rod over the tappet actuated by the
crossover road lever. At the end of this rod is a small arm with a pin at its
lower end which said pin operates in a slot in the connecting slide in the locking
trough. Normally the crossing lever is locked and cannot be operated. The stop
signals are normally free. Suppose a train arrives on the down line and it be
necessary that this train be shunted on to the up, before the crossing lever can be
operated to move the points the little handle or thumb screw is moved according
to a dial over which the handle operates indicating either up or down. The train
being on the down line the little handle is moved indicating "Up” and the said
handle has to be operated to release the crossing lever. As soon as the handle has
been moved indicating "Up." the up stop signal is thereby locked and of course
when the crossing is operated that movement also locks the down (the latter by
ordinary interlocking). When the train has gone through and the crossing is
replaced again, in the usual interlocking everything would be again normal and
the up stop signal could be lowered, but with my invention although the crossing
has been replaced the up stop signal remains locked and can only be released by
the little handle being moved into its middle position indicating that the up stop
signal is thereby free and that the crossing lever is again normally locked.
No extra levers in this arrangement are provided and it serves as a useful
reminder to the signalman that if a train is on the up road and his lever should be
normal yet his up stop signal cannot be operated for if he attempts to operate
it he finds it is still locked and it calls to his memory that there is a train on
the up line. To release the up stop signal he must then operate the little
handle which he should not do unless he has disposed of the train which
has been called to his mind by the fact of the up stop signal being in the
locked position.
The same method of working refers to a train arriving on the up line being
shunted to the down.
I will now describe the second portion of my invention.
In connection with the crossover road lever and its tappet hereinbefore
described with reference to the action of the stop signals, it is the usual custom
of many railway companies to provide independent signals at each end of the said
crossing to indicate that the points are moved authorizing a train to proceed
through the said crossing. Other railway companies do not provide such inde-
pendent discs but these independent discs are now becoming an essential feature
and are doubtless necessary for the safe conduct of traffic.
In the arrangement previously described I have provided that the same tappet
connected to the crossover road lever shall also operate either one of the two disc
signals in accordance with the movement of the thumb screw or handle previously
referred to which is moved on the dial to "Up" or
12
Down according as it is
desired to block the up or the down line.
Arranged on each side of a rib on (or a slot in) the tappet actuated by the
crossover road lever is a slide blade and from the ends of each of these slide blades
by suitable means wires are run to the discs at the ends of the crossing. The

page_text: action of operating the crossover road tappet actuates either one of these blades
according as one or the other is in gear.
Supposing it is desired that a movement takes place from the down to the up
line, then, as before described, the thumb screw is moved to the word "Up" or a
suitable word on the dial, which releases the crossing lever and also locks the up
stop signal lever. In the action of moving the thumb screw to the "Up" position
the two disc slide blades are operated in connection with the crossover road tappet,
the "Up" slide blade into gear with the rib on the tappet and the
Down slide
blade out of gear.
When now the signalman operates the crossing lever he
operates the disc authorizing the movement from the down to the up line. In the
meantime the other disc is locked at danger. Upon replacing his lever and wishing
to get a movement in the contrary direction he operates the thumb screw or handle
to the "Down" position, locks the down stop signal, frees the up stop signal, but
upon moving the crossing lever, by ordinary interlocking the up stop signal is also
locked and the disc signal authorizing the movement from the up to the down line
through the crossing is lowered or given.
It is obvious that although I have described the movement of two slide blades
in connection with the tappet yet if desirable the downright rod or connection
which the thumb screw actuates can be carried lower than the locking frame and
can operate the two slide blades in and out of gear with a stationary blade the said
stationary blade being actuated by the crossing lever or a continuation of or con-
nection from the tappet.
It is obvious also that this invention with reference to actuating discs in con-
nection with the tappet, may also be operated from any desired position in the
locking frame, that is to say the end of the locking frame or any other position.
and can be separate and distinct from its combination with the safety appliance
described in the first portion of my invention.
As a further modification in connection with the thumb screw and indicator on
the dial, arrange a lock underneath or at any suitable spot which upon turning
the key in connection with the said lock locks the indicator and thumb screw in
the desired position, that is to say blocking the up or down line.
This key to
further secure safety may be taken out of the lock and handed to the driver or
man in charge of the train and as long as he retains possession of this key the
line is blocked according to the indicator and thumb screw on the dial, that is to
say that if the indicator is pointing to the word "Up" then that line is blocked as
long as the key is withdrawn from the lock. Correspondingly if the indicator is
moved to the word "Down" and the key taken away then the down line would.
remain blocked until the reinsertion of the key.
I have also arranged that normally when the indicator is unlocked no electric
communication or other means prevents the thumb screw being moved at the will
of the signalman over the dial but when the key is turned and the indicator locked
in the desired position electric contact is broken with the section in the rear or
advance as is desirable and no train can be passed on to the blocked line until the.
key is reinserted in the lock and the bolt withdrawn.
In connection with this lock and key, when the key has once been put in it can
only be withdrawn in the locked position so that when the bolt is down and the
indicator free the key is normally locked and its withdrawal prevented.
An obvious modification of the arrangement for working discs in connection
with the tappet attached to the crossover road lever, would be that in the slide.
iron which locks the stop signal levers or which may do any other locking in the
locking frame, are two pins arranged a suitable distance from the rod connected to
the thumb screw which operates the said slide iron so that normally a cross bar
actuated by the tappet is foul of both pins and thereby prevents the tappet worked
by the crossover road lever from being operated.
Upon the signalman now turning his thumb screw or handle and thereby
indicating either "Up" or "Down upon the dial the slide iron is moved and

page_text: thereby one of the pins is moved clear. Upon the signalman now operating the
tappet through the crossover road lever the end of the cross bar that is foul of the
spin is prevented from being operated and the action taking place from the centre
through the tappet moving in that direction operates the cross bar acting the same
as a sway beam or floating lever and operates the disc on the other side that is to
say the side on which the pin is free of the cross bar. If the lever be now
returned and the tappet also and the thumb screw operated in the reverse direction
the reverse action takes place and the other disc is lowered.
.
Although I have described the locking of the crossover road lever as taking
place by means of the cross bar being fouled by the two stops or pins upon the
slide iron yet it is obvious that a lock in a suitable spot upon the slide iron itself
can foul or free the rib or projection on the tappet attached to the lever operating
the crossover road.
In order that my invention may be better understood and more readily carried
into effect will proceed to describe the drawings hereunto annexed. The
same figures refer to the same parts in the several figures of the drawings.
Figure 1 is a plan of a double line station including a crossover road and the usual
complement of signals and platforms.
1 is the starting signal at the rear section, 2, 3, and 4 are the distant, home, and
starting signals respectively at the section at which the shunt operation is supposed
to take place. is the lever in the signal box, operating the crossover road.
5* is the ground disc authorizing a shunt from the up line to the down.
5 is the disc authorizing a shunt movement from the down line to the up.
and 8 are the down starting, home, and distant signals respectively, and 9
starting signal at the section in the rear on the down line.
6, 7
the
Figure 2 is a plan of the locking trough showing the tappets. 3" is the tappet
attached to lever 3 operating the up home signal, 5 is the tappet attached to
lever 5 which operates the crossover road, 5 is the connecting slide attached to
the disc 5" and 5° is the connecting slide attached to the disc 5; 7 is the tappet
attached to the lever 7 which operates the down stop signal; 3 is a notch in the
tappet 3.7" is a notch in the tappet 7". The two square locks 10 and 10% are
connected together by a connecting slide 11 shown in Figure 3; 12 and 13 are
loose locks operating into notches 3 and 5' in the one case and 7° and 5% in the
other case.
Figure 3 is a front view of Figure 2 showing the upper connection by which the
locks 10 and 10" are operated.
Figure 4 is a view similar to Figure 3 but with the crossover road lever operated.
In this figure, the tappet being operated has drawn with it the connecting slide 5º
and has locked the down stop signal 7 both by means of the lock 13 and the square
lock 10ª.
Figure 5 is a plan on top of the dial showing the thumb screw and the indicator
placed normally over the crossover road lever and is moved either to the word
"Up" or "Down" according as the shunting movement is required also to free
the crossing.
"
Figure 6 shows a side elevation of the locking frame with the lever and tappet
attached, also the upright connection through the stand 15 in connection with the
thumb screw. In this figure will be seen the slides 5 and 5 connected to cranks
forming the lead off for the two discs 5" and 5. A lock 16 is shown so that when
the thumb screw is moved and indicates either "Up or "Down" if the key is
turned and the bolt 17 moved upward it locks the indicator in the desired position,
the key can be withdrawn and handed to the driver till the shunt movement is
completed and as long as the key is out the stop signal protecting the line upon
which the shunt movement is on is locked at danger. Figure 7 shows a modified
form of effecting the same result as described with reference to Figures 2, 3, 4
and 5. In this figure the dial and indicator and downright rod over the tappet
are placed to move in a similar manner to that described with reference to

page_text: Figures 2, 3, 4 and 5. Square notches are provided similar to those described,
3 and 7 Figure 2 and the upper connection connecting the locks 10 and 10 in
Figure 2 is also provided. A sway beam is provided 18, and pins 19 and 20 are
provided on the connecting piece of the locks that interlock the tappets 21 and 23.
Although the wire is shown connected to this sway beam it is obvious that any
suitable connection may be made to connect it to the discs 5 and 5%, so that the
operation of the sway beam deflects the disc that is required to be operated.
Figure 8 is similar to Figure 7 but the crossover road tappet is shown operated
and the signal wire 23 has been pulled operating the disc signal to which it is
attached. The operation of these two discs consists that when the thumb screw 24
Figure 5 is turned the connecting slide 25 is moved so that one or the other pin (in
Figure 8 it shows pin 20) is moved clear of the sway beam and when the crossover
road lever is operated the tappet 22 operates the wire 23. When the reverse
motion takes place the pin 19 is clear and the tappet in moving operates the wire 21
attached to the proper disc.
Figure 9 is a front view of Figure 7.
Figure 10 is a side view of the locking frame showing a method of effecting the
same result as that illustrated in Figures 2, 3, 4 and 5 but in a modified form which
can be seen in detail upon reference to Figures 11, 12 and 13.
Figure 11 is a side view showing the modified form of apparatus.
Figure 12 is a front view of Figure 11.
Figure 13 is a plan showing the tappet 34 and the signal slides 32 and 33, the
tappet in the latter being shown broken off at the right hand.
In these figures 26 is the upright rod connecting the plate 36 to the dial 37 at
the top, 27 and 28 are connections to the right and to the left operated by the
arm 29 of the plate 36 and are intended to lock the stop signal levers which are
usually on either side of the crossover road lever. The locking effected by rods 27
and 28 is done by any of the known forms the result being that they operate the
locks 10 and 10 substantially as illustrated in Figure 2. 30 and 31 are projections
on the plate 36 which move the rods 32 and 33 in and out of gear with the
tappet 34 according as the handle 38 Figure 10 is moved either to the right or
to the left. 39 is a friction roller to ease the travel of the tappet 34. 40 and 41
are the enlarged ends of the slides 32 and 33 which are moved into gear with the
slot 42 in the tappet 34 accordingly as the handle 38 is moved to the right or to
the left. Cranks or substitutes are connected to the ends of the signal blades 32
and 33 as shown in Figure 10 and wires lead off from the ends of the cranks to the
dises operating in connection with the crossover road.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed declare that what I
claim is :-
1. In railway signalling apparatus means for minimising the liability of collisions
through shunt inovenients at block sections being overlooked or trains which may
be standing upon conflicting lines or preventing stop signals being operated for
trains which may be standing on conflicting lines substantially as herein set forth
and as illustrated in the accompanying drawings.
2. In railway signalling, apparatus for enabling the working of the crossover
road lever or any point lever simultaneously operating a disc signal referring to the
points operated by the said point lever, substantially as herein set forth and as
illustrated in the accompanying drawings.
3. In railway signalling the combination of apparatus for minimising the risk of
collisions at block sections and for operating a disc signal by means of working
the crossover road lever, substantially as herein described and as illustrated in the
accompanying drawings.
4. In working crossover roads on railways, apparatus by which the movement of
the crossover road lever may work either one or other of the disc signals

page_text: authorizing movements through such crossover road, substantially as herein described
and as illustrated in the accompanying drawings.
Dated this 2nd day of March 1892.
JOHN P. O'DONNELL,
2, Great George Street, Westminster, London, S. W.,
Agent for the said Applicant.