Improvements in or in connection with Signalling Apparatus on Railways.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Improvements in or in connection with Signalling Apparatus on
Railways.
We, WILLIAM KERSHAW, of Roundhay Road, Mechanic, WALTER CLIFF, of
Western Flatts, Wortley, Ironmaster, ARTHUR EDMUND PILKINGTON, of Bond
Street, Restaurant Manager, and ROBERT CHORLEY, of Cookridge Street, Printer,
all in the City of Leeds, in the County of York, do hereby declare the nature
of this invention to be as follows:-
on
"
This invention has for its object to provide means for giving signals on a
train corresponding to the signals given by the semaphore whilst the train is in
motion, and approaching or passing both the distant and home semaphores:
and also whilst standing near the home semaphore; such means being actuated
by the same means and operations employed for giving the signals by the sema-
phore. The invention therefore provides not only for the usual "off" and "
signals on the engine when approaching a semaphore, but also for giving the
"off" signal, (i.e. line clear), on the engine whilst the same may be standing
close to the home semaphore, after having been stopped by the home signal.
A complete signalling apparatus constructed in accordance with this invention
comprises, apparatus on the side of the line and apparatus on the engine. The
present invention refers to improvements in the line side apparatus, in con-
junction with which we propose to use on the engine the apparatus described in
the Specification of Letters Patent No. 22483, 1894, or other equivalent apparatus.
The line side apparatus near to or at a short distance in advance of each
semaphore consists of a long iron bar, carried by pin joints on levers, hereinafter
termed the carrying levers; which themselves are hinged to pedestals fixed
vertically beneath the said bar, which is hereinafter designated the signal bar.
The signal bar is inclined or bent down towards each end, forming a double
incline, so that the runner n of the striking lever u referred to in the above
the striking
specification, is gently caught by the signal rail and
lever pushed back without a violent shock or blow as the engine rushes past:
and as the signal bar is thus inclined or bent towards both ends, the return of
the said striking lever u to its normal vertical position is similarly effected
without shock or violent recoil.
The signal bar next the home signal may be provided with one, or two such
double inclines; in the latter case producing two sharply succeeding rings on
the bell on the engine: so that in addition to the indication thus given that
the semaphore board is ," the driver can tell whether the signal received
corresponds with the home or distant semaphore signal.
on,"
It is evident that when the carrying levers are vertical, the signal bar occupies
its highest position, which is such that the before mentioned striking lever
is moved sufficiently to one side to cause the bell or gong on the engine to he
sounded; and the connection between the carrying levers and the semaphore

page_text: signal rods is such, that the board is " on "when the levers are vertical, whilst
the carrying levers are inclined considerably to one side when the board is
off." The effect of moving, that is inclining the carrying levers to one side,
is of course to lower the signal bar, and this sufficiently so, to place it out of
reach of the striking lever or runner carried by the same so that when the
board is off," no signal is given by the bell or gong.
In our invention the signal bar itself is used as part of the connection between
the carrying levers and the rods actuating the semaphore board. In a suitable
position between two of the carrying levers, two depending attachments are
fixed to the signal bar, and between these works a quadrant, mounted on a shaft
placed to one side of, and at right angles to the rails. One of these attachments
is caught by one of the straight or radial sides of the quadrant, and pushed
to one side, causing the signal bar to partake of this movement, which tilts or
inclines the carrying levers and thus lowers the signal bar. When the quadrant
is moved in the opposite direction, it comes against the curved face of the second
attachment, and thus moves the signal back to the first position. Strictly
speaking this movement of the signal bar is brought about by weighted levers,
immediately the signal rods or wires are released from the signal box. The
faces of the two attachments are such however, that there is only just the
necessary play between them and the quadrant, so that the whole motion of
the signal bar is controlled by the quadrant, and the position of the signal
bar always corresponds with the movement of the levers in the signal cabin.
By means of a stop cast on one or more of the carrying levers, and of stops cast
on the pedestals, the movement of the carrying levers past the vertical is pre-
vented. Since the length of the connecting rods or wires from the signal box is
sometimes so great, that the contraction due to great changes of temperature
is often sufficient to pull the semaphore board slightly down, and thus to give
a false signal We obviate the objection in the case of our engine
signal apparatus entirely by the use of the above mentioned quad-
rant. It will be evident, that when owing to increased temperature of
stretching there is considerable slack on the connecting rods or wires, that
the movement of the levers in the signal box must be sufficient not only to move
the semaphore board and the signal bar, but also to take up the slack on the
connections mentioned. It is therefore necessary to allow for a movement of
the quadrant, after the signal har has reached its highest position, without any
further movement of the signal bar and as during this movement the circum-
ferential portion of the quadrant is in contact with the end of the curved
attachment, no movement is thereby imparted to the signal bar: whilst the
signal bar is locked in position by the quadrant and the before mentioned stops.
The connections are so proportioned that the movement of the quadrant whether
with a full or a slack wire is always more than is required to move the signal
bar from its highest to its lowest position, so that any contraction of the con-
necting rods or wire merely moves the circumferential part of the quadrant
over the edge of the curved attachment, and an actual pull from the signal box
is required to lower the signal bar. This arrangement therefore avoids any
risk of a contraction of the connecting wires or rods pulling down the signal
bar.
The quadrant is moved by means of a toothed wheel, on the shaft on which
it is mounted, engaging with a toothed sector, having a radius about four times
that of the wheel, and a lever on the shaft on which the sector is mounted, con-
nected to the semaphore levers or to the connecting rods or wires from the
signal box.
A weighted lever on the sector shaft always tends to more the quad-
rant so as to bring the signal bar to its highest position.
For the purpose of giving a starting signal after the train has been brought
to a standstill at the home semaphore. we make use of the starting rail device
referred to in Specification No. 22483, 1894, and preferably form the starting rail
as a continuation of the signal bar. The level of the starting rail when in its

page_text: highest position is considerably below that of the top of the signal bar, as and
for the same purpose mentioned in Specification No. 22483, 1895.
Dated this 21st day of August 1899.
J. CLARK JEFFERSON,
30, Park Row, Leeds, Agent for Applicants.
Improvements in or in connection with Signalling Apparatus on
Railways.
We, WILLIAM KERSHAW, of Roundhay Road, Mechanic, WALTER CLIFF, of
Western Flatts, Wortley, Ironmaster, ARTHUR EDMUND PILKINGTON, of Bond
Street, Restaurant Manager, and ROBERT CHORLEY, of Cookridge Street, Printer,
all in the City of Leeds, in the County of York, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particu-
larly described and ascertained in and by the following statement:-
011
25
This invention has for its object to provide means for giving signals on a
train corresponding to the signals given by the semaphore whilst the train is in
motion, and approaching or passing both the distant and home semaphores;
and also whilst standing near the home semaphore: such means being actuated
by the same means and operations employed for giving the signals by the sema-
phore. The invention therefore provides not only for the usual off" and
signals on the engine when approaching a semaphore, but also for giving the
off" signal, (i.e. line clear), on the engine whilst the same may be standing
close to the home semaphore, after having been stopped by the home signal.
A complete signalling apparatus constructed in accordance with this invention
comprises, apparatus on the side of the line and apparatus on the engine. The
present invention refers to improvements in the line side apparatus, in con-
junction with which we propose to use on the engine the apparatus described in
the Specification of Letters Patent No. 22483, 1894, or other equivalent apparatus.
The line side apparatus near to or at a short distance in advance of each
semaphore consists of a long iron bar, carried by pin joints on levers, hereinafter
termed the carrying levers; which themselves are hinged to pedestals fixed
vertically beneath the said bar, which is hereinafter designated the signal bar.
The signal bar is inclined or bent down towards each end, forming a double
incline, so that the runner # of the striking lever referred to in the above
mentioned specification, is gently caught by the signal rail and the striking
lever pushed back without a violent shock or blow as the engine rushes past;
and as the signal bar is thus inclined or bent towards both ends, the return of
the said striking lever to its normal vertical position is similarly effected
without shock or violent recoil.
The signal bar next the home signal may be provided with one, or two such
double inclines; in the latter case producing two sharply succeeding rings on
the bell on the engine; so that in addition to the indication thus given that
the semaphore board is "on," the driver can tell whether the signal received
corresponds with the home or distant semaphore signal.
It is evident that when the carrying levers are vertical, the signal bar occupies
its highest position, which is such that the before mentioned striking lever
is moved sufficiently to one side to cause the bell or gong on the engine to be
sounded and the connection between the carrying levers and the semaphore
signal rods is such, that the board is "on" when the levers are vertical; whilst

page_text: the carrying levers are inclined considerably to one side when the board is
" off." The effect of moving, that is inclining the carrying levers to one side,
is of course to lower the signal bar, and this sufficiently so, to place it out of
reach of the striking lever or runner carried by the same, so that when the
board is off," no signal is given by the bell or gong.
"
In our invention the signal bar itself is used as part of or a continuation of
the connection between the carrying levers and the rods actuating the sema-
phore board. Two depending attachments are fixed in a suitable position
(between two of the carrying levers) to the signal bar; and between these
works a quadrant, mounted on a shaft placed to one side of, and at right angles
to the rails. One of these attachments is caught by one of the rounded corners
of the quadrant, and pushed to one side, causing the signal bar to partake of
this movement; which tilts or inclines the carrying levers and thus lowers the
signal bar. When the quadrant is moved in the opposite direction, it comes
against the curved face of the second attachment, and thus assists to move the
signal back to the first position. Strictly speaking this movement of the signal
bar is brought about by weighted levers, immediately the signal rods or wires
are released from the signal box. The faces of the two attachments are such
however, that there is only just the necessary play between them and the
quadrant, so that the whole motion of the signal bar is controlled by the quad-
rant, and the position of the signal bar always corresponds with the movement of
the levers in the signal cabin. By means of a stop cast on one or more of the
carrying levers, and of stops cast on the pedestals, the movement of the carrying
levers past the vertical is prevented.
The quadrant is moved by means of a toothed wheel on the shaft on which
it is mounted, engaging with a toothed sector, having a radius about four times
that of the wheel, and a lever on the shaft on which the sector is mounted, con-
nected to the semaphore levers or to the connecting rods or wires from the
signal box. A weighted lever on the sector shaft or the loading of the sector
itself always tends to move the quadrant so as to bring the signal bar to its
highest position.
For the purpose of giving a starting signal after the train has been brought
to a standstill at the home semaphore, we make use of the starting rail device
referred to in Specification No. 22483, 1894, and preferably form the starting rail
as a continuation of the signal bar. The level of the starting rail when in its
highest position is considerably below that of the top of the signal bar, as and
for the same purpose mentioned in Specification No. 22483, 1894.
And in order that our invention and the manner in which the same is to be
performed may be more readily and clearly-understood we have annexed hereto
the accompanying drawings, in which,
Fig. 1 and 1 is a side view of the apparatus at the side of the line.
Figs. 2, 3 and 4 are respectively side elevation, end elevation and plan of the
quadrant and cam device.
Figs. 5 and 6 are respectively side elevation and vertical section of the pinion
and lever-sector arrangement for operating the quadrant cam device from the
signal rods or wires.
Fig. 7 is a cross section and Fig. 8 an end elevation of one of the carrying
levers and pedestal.
In all the figures the same reference letter refers to the same or corresponding
part.
a, b, a, b, are the signal bars of the home semaphore f, and a, b, the signal
bars of the distant semaphore g both connected as hereinafter described to the
operating rods or wires &. The signal bars are carried by the carrying levers c,
which latter are hinged in pedestals attached to the sleepers, and must be ali
of the same length. A stop on the pedestal and two stops on the lever Fig. 7
determine the extreme positions of the levers c. indicates the summit of
the double incline formed by the signal bars.

page_text: n is the runner of the striking lever u referred to in the above mentioned
Specification No. 22483, 1894.
h is the starting rail connected to the home semaphore signal bar b, also
mounted on carrying levers c similar to those carrying the signal bars.
In Figs. 2, 3, and 4 the letter a is used to indicate any of the signal bars a b, ab
or the starting rail h, according to the position at which the quadrant cam
device is placed; which position is to a very considerable extent immaterial.
is the quadrant cam, formed in two similar halves placed side by side on
and keyed to the shaft j, but so as to leave a gap between them. The object of
providing this gap is to allow space for the signal bar or starting rail to drop
down between the two halves when the signal bar or starting rail is lowered to
its lowest position, as indicated by the dotted lines in Fig. 2. and are the
two curved depending attachments or brackets fixed to the signal bar or start-
ing rail, and between which the quadrant cam ii moves, as the shaft is
partially rotated. The curve of the cam is practically circular having when
in the lowered position, the centre of the shaft for its centre. o is an anti-
friction roller fitted in the corner of the cam, so as to bear against the face of
the attachment or bracket 1. To obtain the proper contact curves for the
bracket it is necessary to bear in mind that the cam ii is intended principally
to act as a locking or controlling device, since as a mere actuating device it
could be replaced by simpler and equally efficient mechanism. To draw the
curve of the brackets, it should be noted that the vertical and lateral position
of the signal bars or starting rail, for any given position of the quadrant
cami,, or rotation of the shaft j, is dependent on the length of the carrying
levers and the connection of these to the shaft ; and not on the curve of the
brackets and I, which latter are dependent upon or made to correspond to
these.
The end of the shaft shewn in Fig. 3, is that nearest to the outer rail, the
end of the same shaft shewn in Fig. 6 is that farthest from the outer rail.
This latter end of the shaft is carried in a bearing p, in the bracket bolted
to a postdriven into the ground, conveniently in line with the rods or wires
actuating the corresponding semaphore. A pinions is keyed on this end of the
shaft, and gears with a lever-sector tu, which latter is hinged on a stud v
bolted to the bracket g. The lever end u of the lever sector is connected by rods
or wires wc, sce Fig. 1 and 1ª, to the rods or wires e actuating the semaphores.
It will be understood that the normal position of the semaphore boards is
"on," that is at right angles to the semaphore post; and corresponding thereto
the normal position of the signal bars ab, a b₁ and the starting rail and the
quadrant cam ii is the raised position as shewn in Fig. 1 and 1a and by the full
lines in Fig. 2; and these are brought back to and kept in this position by
suitable counter weights, of which only one y is shewn in the drawings. In
this position the raised inclines a¹ d'b', a db, move the lever u of the apparatus
on the engine to give the signals on the engine as the latter passes by them.
The semaphore board is drawn down to the "off" or inclined position by a
pull on the connecting wires from the signal cabin, and the same pull draws
down the quadrant cam and the curved brackets k to the position indicated
by dotted lines in Fig. 2, and the signal bars a¹ d bad band the starting rod h
so that the roller n on the lever u Fig. 1 and 1ª clears these as the engine passes
by them.
It will be evident from Fig. 2 that the cam i, i, can move beyond the extreme
positions shewn by the full and dotted lines respectively, without moving the
brackets and 7, or the bar to which they are attached and thus allow for
variation in the length of the connecting rods or wires, whilst at the same time
the bar a is for the time being locked in position to the one side by one of the
brackets, and to the other side by one of the stops on the lever c Fig. 7.
At present, owing to the length of the connecting rods or wires the varia-
tions in the length duc to changes of temperature or stretching are such as to

page_text: require frequent correction or compensation, otherwise false signals may be
given by the semaphore or the inclines. Thus, if the wires or rods contracted
too much, both the semaphore board and the inclines would take a lower position
than they otherwise should; and they might indicate line clear, when it was
intended that they should indicate line blocked. If the wires or rods expanded
too much, both the semaphore boards and the inclines would not be
lowered as much as they ought, so that the engine driver might think the line
was blocked, when the intention was to signal line clear.
To meet the first case, the wires are in the first instance slackened by the
amount which it is anticipated they will contract in cold weather, and the
quadrant cam connection is so made, that when the apparatus is in its normal
position with the semaphore board or the inclines at their highest position, the
quadrant cam is set back beyond the extreme position shewn by the full lines in
Fig. 2.
'
On the other hand, suppose that hot weather has come round, or owing to
stretching, the wires have come slack, the pulling movement from the signal
cabin should be sufficient to bring the cam to the position indicated by the
dotted lines in Fig. 2, to ensure the semaphore and incline signals being fully
off. If this is the case, it is evident that when the wire is not slack, the same
pulling movement from the signal cabin will pull the quadrant cam beyond
the position indicated by the dotted lines in Fig. 2, and it is evident that owing
to the curve of the bracket being circular about the centre of the shaft j, when
the bar is down, that this movement of the quadrant cam beyond the position
indicated by the dotted lines in Fig. 2 can take place, with any corresponding
movement of the inclines or semaphore board; which as a matter of fact can-
not take place owing to the levers being locked or blocked against further
downward movement by the side stop on the levers e Fig. 7.
It will be evident that the quadrant cam device can be inserted in the con-
nections between the signal cabin and the semaphore, for use with the sema-
phores only; that is without the inclines or fog signalling part of our invention.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that
what we claim is:-
1. In apparatus for signalling on railways the arrangement and combination
of one or more double inclines such as a'd b mounted on carrying levers and
provided with curved brackets or attachments such as 1, and a shaft provided
at one end with a quadrant situated between the curved brackets or attach-
ments, and at the other end with a pinion geared with a toothed lever-
sector, the lever portion u of which is connected to the rods or wires or
other connections actuating the corresponding semaphore.
2. In apparatus for signalling on railways the arrangement or combination
of one incline such as in proximity to the distant semaphore and two
inclines such as a db and a starting rail such as h in proximity to the home sema-
phore all mounted on carrying levers c all of the same length, and arranged so
as to be raised and kept in the raised position by counterweights and lowered
by a pull from the signal cabin both through the wires or rods or other con-
nections operating and in unison with the respective semaphores.
3. In apparatus for signalling on railways the device for controlling locking
and lowering the signal bars on the line side and for compensating for variations
occuring in the length of the connecting or operating wires or rods from the
signal cabin, consisting of a quadrant cam working between two curved attach-
ments or brackets attached to the signal bars the curve of the lowering
bracket being practically circular of the same radius as the quadrant cam and
the curve of the other being made to correspond substantially as set forth.
4. The combination with the subject matter of Claim 3 of intermediate
mechanism connecting it to the rods or wires actuating the corresponding sema-

page_text: phore board consisting of a pinion on the same shaft as that carrying the
quadrant cam geared with a toothed sector-lever, the lever end u of which
is connected to the rods or wires operating the semaphore board.
5. The combination with the subject matter of Claim 1 of a starting rail
such as substantially as set forth.
Dated this 58th day of
1000
J. CLARK JEFFERSON,
30, Park Row, Leeds, Agent for Applicants.