An Improved Railway Fog Signal Apparatus.
Year: 1892

page_text: Date of Application, 14th Jan., 1892
Complete Specification Left, 22nd Sept., 1892-Accepted, 22nd Oct., 1892
PROVISIONAL SPECIFICATION.
An Improved Railway Fog Signal Apparatus.
JAMES PACEY The Limes Melton Mowbray Gentleman do hereby declare the
nature of this invention to be as follows:-
:-
The invention is that two or more weighted levers shall be put in action by the
signalman at the same time as the semaphore is worked which works two or more
bolts near the rails also the engine shall have one or more gongs or bells that shall
be struck when the engine is passing the bolts they shall operate at the same time
as the semaphore is worked by the signalman.
Dated this 13th day of January 1892.
JAMES PACEY,
The Limes, Melton Mowbray.
COMPLETE SPECIFICATION.
An Improved Railway Fog Signal Apparatus.
I, JAMES PACEY, The Limes, Melton Mowbray, in the County of Leicester,
Gentleman, 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 :-
This invention has reference to railway signalling, and is designed with a view of
producing an apparatus which can be worked in connection with the usual sema-
phore from the signal box, thereby dispensing with the necessity for using detonators
as at present employed on railways during foggy weather.
According to this invention, one or more horizontal levers are fixed by suitable
means on or adjacent to the railway track, so that their forward ends approach
sufficiently near to the rail or line, to strike or come into contact with a lever, or
levers, on the engine of a passing train and thereupon strike or sound an alarm or
gong close to the driver at such times as the signal is in the danger position, but at
other times when the line is clear and the semaphore indicates to the engine driver
to proceed, the said horizontal lever, or levers, is or are withdrawn so that the bell
or gong before mentioned is not sounded.
In order that the invention may be fully understood, reference is made to the
accompanying drawings, in which,
Figures 1 and 2 are views in side elevation and plan respectively illustrating my
invention;
Figure 3 is a side elevation of the signal or semaphore; and
Figure 4 is a back elevation of the same.
Figure 5 is a view partly in section and partly in elevation, showing the ground
lever and the engine lever in actual contact, and in the act of sounding the
gong.
Figures 6, 6 and 7 are detail views of the engine lever.
Figures 4 to 7 are drawn to an enlarged scale.
A represents the engine of a train and B the rails or lines upon which it
travels.
At a convenient point at the side of the engine, there is movably fixed or
fulcrummed a preferably vertical lever C, termed the engine lever,' furnished at its
upper end with a head or hammer C₁ to strike a gong D, as hereinafter referred to.
The lower end of the lever C is cranked, as shown in Fig. 5 so as to stand out
Price 8d 1.

page_text: from the engine the necessary distance to ensure contact with the horizontal levers,
hereinafter referred to as the ground-levers."
E represents the ground lever; which in its normal position is as shown in
Figures 2 and 5, so that it will strike the engine lever and ring the alarm.
The ground lever passes through a guideway F formed in the upper part of a
bracket F, fixed in the track near to the rails B, the hinder part of such lever
being preferably flattened and connected to am-arm G of a bell-crank lever G,
movably pivotted in the upper end of a pedestal H, situated at a convenient
position near the rail or line. The other arm G of the bell-crank.lever G,. is
connected at G3 to the usual rod or chain J, communicating with the signal.box,
and by which the semaphore is operated by the signalman.
When the semaphore arm is in the danger position as indicated in Figure 3, the
ground levers E, are in their outermost positions, as in Figures 2 and 5, so that
the alarm gong will be sounded, but when the signal is lowered the rod J
simultaneously operates the bell-crank lever G, causing it to make a partial
rotation thereby withdrawing the ground lever E so as to be clear of the engine
lever when a train is passing; the gong will not, therefore, be sounded.
In order to assist the ground levers to return to their original positions, they
are connected to counter-weighted angular levers M.
These levers M are fulcrummed at M (Fig. 5) in the bracket F, and formed
with a counter-weight M2 at their lower ends, while the upper end is tapered
so as to enter an opening E' in the lever E, as shown in Figures
and 5.
The ground levers are also further assisted to return to their normal position
by a counter-weighted lever L fulcrummed at L to the side of the signal post
as in Figures 1, 3 and 4.
The lower end of the lever L is furnished with a slot. L2 within which is a
pin connected, to the rod J.
In the drawings I have shown a rod J as being employed to operate the
ground levers for the purposes mentioned, and when such a rod is used it is
obvious that it is not absolutely necessary to employ the counter-weighted
levers Land, M;. but when chains or other flexible media are used as the
means of connection between the signal. post and the ground levers, it is essential
that counter-weighting or equivalent means should be utilized to cause the ground
levers to at once assume the danger position after the semaphore has been
raised.
As will be noticed from the detail views, Figures 6, 6 and 7, the engine
lever is formed with an elbow-joint, so that should an engine be required to
run back after it has passed the ground levers in danger position, or for shunting
purposes, the lower part of the engine lever will be bent into an oblique
position as Figure 6 and pass over the ground levers, without ringing..the
alarm..
For this purpose the engine lever is formed in two parts, the lower. part. C'
being connected by a. pin C within the fork of the upper part C..
When the train is going forward the engine lever is rigid throughout its
length, but when. 'backing i.e. going in the opposite direction with the engine
in the rear, the engine lever moves into the position, shown in Figure 64 so. as
to pass over the ground levers, without ringing the alarm.
The spring plate C in contact therewith will bring it back to :its-original
and rigid position.
The engine lever C, when operated moves in a guide plate N and is connected
to a spiral spring O or equivalent, to ensure its returning and striking the gong;
after being moved on one side by the ground lever.
It should be understood that. I do not confine myself strictly to the form of
engine. lever, shown in the drawings,.although this appears to be simple.in.com
struction, as it is obvious it, may be varied, within any, reasonable; limits,, or a
series of levers, toggle, bell-crank, or other shape may be employed, so that the

page_text: portion which strikes the ground levers may be located nearer to the front of
the engine.
The gong also, instead of being at the side as shown, may be fixed under the
hood so as to be immediately in front of the driver.
Although, herein before, the invention has been referred to as specially
applicable as a fog signal, yet it is obvious that it forms a valuable supple-
mentary or auxiliary signal to the usual semaphore and indeed if desired, might
be worked and operated independently of the latter or in substitution thereof, if
needs be.
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 apparatus, the combination with an engine of a lever
or levers, adapted to be operated by one or more levers on the railway track,
substantially in the manner and for the purpose described and illustrated in the
accompanying drawings.
2. In railway signalling apparatus the use or employment of movable levers
capable of operating one or more levers attached to the engine of a passing
train to cause the striking of a gong on the engine, at such times as the signal
is in the danger position, substantially as described and illustrated in the accom-
panying drawings.
3. In railway signalling apparatus the combination of counter-weighted levers
movable into and out of danger position simultaneously with the usual semaphore
and capable of operating one or more levers to sound the gong on the engine
of a passing train, when the signal is in the danger position, substantially as
described and illustrated in the accompanying drawings.
4. The improvements in railway signalling apparatus constructed and operating
substantially in the manner described and illustrated in the accompanying
drawings.
Dated this 21st day of September..
JAMES PACEY.
W. P. Thompson & Boult,
Agents for the Applicant.