Improvements in Railway Signals.
Year: 1891

page_text: Date of Application, 3rd Mar., 1891
Complete Specification Left, 1st Jan., 1892-Accepted, 3rd Mar., 1892
Improvements in Railway Signals.
I, EDMUND WISEMAN, of Cheapside, Luton, in the County of Bedfordshire,
Engineer, do hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in means and apparatus for railway
signals. The object of the invention is to give by night or day audible warning
to the drivers of railway trains by an apparatus worked from the signal boxes of
railways, and to do so simply and effectively. The invention will be of especial
utility in fogs and snowstorms when the ordinary signals are obscured, and will
also be of practical service when relaying or repairing any part of the permanent
It can also be
way, and in cases of emergency at junctions, cross-over roads etc.
used in combination with the ordinary signals.
The invention, which may for convenience be described under three heads,
consists firstly of apparatus or apparatuses placed either between the rails of the
four-foot way or outside the said rails, and in the latter case preferably mounted
upon a post having an arm overhanging in the direction of the railway track, the
said arm being preferably placed at such height that it shall be above the head
of the driver of the engine, and the arm of such length that the post to which it
is attached or of which it may form part, shall stand at a safe distance away from
the engine; this 7-shaped bracket fixed to a post with method of mounting
apparatus or apparatuses thereon for the purpose described being an important
element of the invention. These apparatuses whether the same be fixed upon the
sleepers, or upon foundations on either side of the rails, are hereinafter each called
the road-apparatus," and when placed upon the above mentioned post with arin
overhanging in the direction of the railway track are called the "overhead-road-
apparatus," and the main lever of cach of the said apparatuses is hereinafter
called the "road-lever." The methods of giving the road-lever a period of action
and a period of rest when depressing and raising same, and thus obtaining
"compensation" are important features of the herein described invention.
The invention consists, secondly, of apparatus mounted upon or affixed to the
engine at a convenient distance above the foot board of the cabin of the engine,
say from 4 to 6 feet or upwards, and connected directly or indirectly with the
whistle of the engine, or a gong or bell, or an electric bell on same, such apparatus
being hereinafter referred to as the "engine-apparatus" and when used in con-
junction with the overhead-road-apparatus, the term includes also the lever acted
upon by the road-lever of the overhead-road-apparatus.
Thirdly, a special arrangement of levers and hereinafter called the "lower-
engine-apparatus," is used in combination with the road apparatus instead of the
lever of the engine-apparatus last mentioned as being used with the overhead-road-
apparatus, and placed at the proper height to be operated upon by contact with
the road-lever of the road-apparatus when same is brought into service by being'
raised, as described later on. In this arrangement the movement of the first lever
is communicated by a link to a second lever in such a manner as to prevent the
sudden action of the first lever being communicated to the engine-apparatus.
The road-apparatus and overhead-road-apparatus are arranged as follows:-
1st. A frame is bolted or screwed on to the sleepers or a special foundation, and
to one end of such frame is pivoted the road-lever, having upon its top inclined
surfaces. The said road-lever has on its under surface a longitudinal cam-shaped
slot, at any required distance from its pivot, but preferably towards its free end.
The cam-shaped slot may be made in a suitable form in order to return as well

page_text: as to raise the road-lever. A sliding rod or bar is arranged beneath the road-
lever, and running upwards from the sliding rod is an arm carrying a roller
working under or in the said longitudinal cam-shaped slot. This sliding rod is
capable of being pulled in longitudinal direction by a wire from the signal box,
when a pin or, roller carried on the arm of the sliding rod depresses the road-lever:
and when the wire is again slackened from the signal box, the road-lever is by
means of a counterweight immediately caused to rise and stand at danger. An
especial feature of this road-lever is that its longitudinal cam-shaped slot is so
arranged that the road-apparatus is made to be compensating. That is to say,
when the pull is made from the signal box, should the wire connected with the
road-lever have become slackened from any cause or not be pulled up sufficiently
by the lever in the signal-box, the road-lever will notwithstanding be completely
depressed or "pulled off." Suppose, for instance the pull of the wire at the
road-apparatus to be normally eight inches, the road-lever will by reason of the
peculiarity of its cam-shaped slot, be completely depressed by say four inches
pull, and for the remaining four inches pull of the wire the road-lever will remain
at rest.
The advantages of this arrangement are obvious. The road-lever, is either
positively elevated and "at danger," or is depressed in advance of the full pull
of the wire, so that if the wire should be considerably slack, the road-lever will
not be left at any other than one of two positions, being practically always either
right up or right down. The same principle is carried out in the following modi-
fications, the cam-shapes in each instance being so arranged as to give a period of
action and a period of rest to the road-lever in relation to the pull of the wire
from the signal box, making the road-apparatus in effect compensating, a feature
of prime importance for the purpose it is intended to serve. Portions of the road-
apparatus may of course be differently arranged, for instance, the sliding bar may
be made with a longitudinal cam-shaped slot and the roller be placed on the
road-lever.
In one of the modifications the road-lever is pivoted as before described upon
a frame or in bearings fastened to the sleepers or other foundation, but in place of
using the above-mentioned sliding bar, the road-lever is operated by arms.or
levers mounted on each end of a rock-shaft placed at right angles to said road-
leyer. This rock-shaft is mounted in lugs or bearings at a lower plane than the
road-lever, and if the road-apparatus is fixed between the rails of the four-foot-
way it passes under the rail which lies nearest the wires coming direct from the
signal box. One end of the rock-shaft lies under the road-lever, and carries upon
an arm fixed to same, a pin or roll working in a cam-shaped slot of the road lever,
and the other end of the rock shaft carries an arm or lever to the free end of
which the wire from the signal box is attached. When this wire is pulled or
released the arm is moved, and the rock-shaft being thus turned, the road-lever is
correspondingly depressed or raised as explained in the last arrangement. The
cam-shaped slot in the road-lever is of course of different form in this instance to
that of the last named arrangement with the sliding bar, but the compensating
principle is still retained.
As a further modification instead of the arm on the rock-shaft carrying a roll
working in a groove in the road-lever as last mentioned, a cam is mounted upon
the rock-shaft to raise the road-lever, and means employed for returning same;
or the cam may be grooved or slotted and a pin or roll secured on the side of the
road-lever, and arranged to work in the groove or slot.
Another modification of the road-apparatus is to pivot the road-lever as above
described and to provide a grooved crosshead horizontal lever (instead of the
before mentioned rockshaft with arms operating the road-lever, and lying in much
the same direction as the rock-shaft). This lever turns upon a vertical stud, and
the cross head on its top face has a horizontal cam-shaped groove formed on or
in the same and acting upon a projection at or about the free end of the road-lever,
thus raising or depressing same. The opposite arm is forked at its free end, and

page_text: when this arrangement is used for the overhead-road-apparatus one end of a bell-
crank lever, working upon a stud fixed to the signal post fits into the said fork.
The other end of the bell-crank lever is connected to the top end of the rod
attached to the counterweighted lever of the signal post.
For operating the road-lever of the overhead-road-apparatus the before
mentioned arrangement of compensating slotted cam secured upon one end of a
rock-shaft is preferred, this being mounted upon a post having an arm branching
out in the direction of the track, as already described. A counterweighted lever
is affixed to the post in the manner now in common use, and a rod led up from the
counterweighted lever to the lever at the end of the rock-shaft of the overhead-
road-apparatus. The counterweighted lever is bell-cranked, and when one end of
the lever of same is pulled by the wire from the signal box the other end connected
to the counterweight is raised and the rod attached to the counterweight lever is
forced upwards, when the lever at the end of the rock-shaft of the overhead-road-
apparatus is moved and the rock-shaft with the slotted cam on its other end is
turned and the road-lever depressed; and when the wire is again slackened from
the signal box the counterweight falls and the slotted cam is turned in the reverse
direction, again elevating the road-lever and setting it "at danger" ready for the
engine apparatus of any passing train to contact with same.
The overhead-road-apparatus may also be inverted, so as to protect it as far as
possible from snow-storms. In this case it is fixed under the overhanging arm of
the signal post with its road-lever facing downwards, and its cam and lever
arranged to suit the altered position of the apparatus. To operate properly with
same, the contact lever of the engine apparatus described in the next paragraph,
is also inverted and is provided with another arm on the other side of its pivot
which carries a knob or counterbalance weight so that when the engine passes one
of the inverted overhead-road-apparatuses, the contact lever is pressed downwards,
being returned again by the counterbalance weight, for the arm carrying which a
suitable stop is provided.
The engine apparatus which is now first described as arranged when used in
combination with the overhead-road-apparatus is provided with an arm or contact
lever placed horizontally or thereabouts and in the direction of the railway track,
its under surface being towards its free end provided with a boss, roll, or inclined
surfaces, which when the engine passes one of the overhead-road-apparatuses comes
into contact with one of the inclined surfaces of its road-lever. The said contact
lever of the engine apparatus is mounted upon one end of a horizontal rock-shaft
placed transversely to the direction of the railway track. Upon the same rock-
shaft is a vertical lever depending downwards, and with an offset on its end; and
when the contact lever is raised by contact with the road-lever of the overhead-
road-apparatus the rock-shaft is turned and the vertical lever being moved forward,
the offset on its end, which serves as a stop for a catch fixed to one end of a
counterweighted lever connected with the steam whistle, is moved away from the
catch on the said lever, when the lever drops and the whistle is blown. This
counterweighted lever is mounted on the rod turning the cock of the engine
whistle, is heavily weighted at one end, and carries a catch on the other end, the
catch being maintained in its intended position by a small pendant weight
forming part of same. A spring may be added to cause the catch to assume the
desired position.
When the offset on the end of vertical lever is moved forward, slides off the
top of the catch, the catch is carried upwards by reason of the counterweight
dropping.
The cock of the whistle having been turned at the same time, the whistle
continues blowing until the driver raises the counterweighted end of the lever,
which (the vertical lever having returned to its proper position) sets the catch in
readiness for the next alarm, as in raising the counterweight the catch on the
opposite end of the lever comes in contact with the offset on the vertical lever,
moving the said catch to one side until the small pendant weight brings the

page_text: -catch again into position under the said offset. Stops are provided, limiting the
movement of both the counterweighted lever and the catch.
The arrangement for operating an independent whistle is practically the same
and leaves the ordinary whistle free. To use the handle which turns the rod for
operating the steam whistle in combination with this arrangement, thus leaving
the said handle free for the driver to operate the counterweighted lever is mounted
upon an independent fulcrum or pivot, and the end of the lever opposite the
counterweighted end is provided with an additional portion turning downwards at
right angles or thereabouts, and slotted to allow the ordinary handle of the whistle
to move up and down therein. This lever is also fitted with the catch above
described. When the counterweight drops the whistle handle is raised and operates
the whistle. To put ready for action again, the counterweight is raised and the
whistle handle lowered, when all is ready again for the whistle to be operated either
by hand or automatically.
An electric bell is rung, either in lieu of sounding the steam whistle or in
addition to same. This is accomplished by the arrangements already described,
only that if it is not desired to use the steam whistle, the counterweighted lever
of the engine apparatus is mounted upon an independent stud. In either case the
said lever is so arranged that when it drops, it acts either directly or indirectly
upon a button or switch thus completing the circuit with a battery or dynamo
carried on the train and causing the bell to ring until the counterweight is again
raised, or the arrangement may be adapted for using with the most recent types of
electric bells.
A gong or bell is also sounded by the same apparatus, but an additional lever
is provided, having a hammer or striker upon its end, and the lever may also have
a spring applied for causing the hammer to strike the gong. An offset is made to
turn downwards from the counterweighted lever of the engine apparatus, carrying
stops engaging on each side of the additional lever, and allowing a little play
between same; but it may be preferable to connect them by a link, the lower hole
of which is slotted. When the counterweight is raised the bottom of the slot in
the link, engages with a pin on the hammer lever and moves the hammer away
from the gong or bell. When the counterweight falls the link follows with it,
leaving the hammer lever free on its bottom side, when the spring or top of slot
or both together cause the hammer to strike the gong smartly. A stop of leather
or other elastic material is provided to support the hammer lever after it has acted
upon the gong or bell.
For the lower engine apparatus, levers are arranged at the lower part of the
engine so placed as to contact with the road-lerer when the same is raised upon
the slackening of the wire from the signal-box as above explained.
The arrange-
ment preferred consists of a lever of suitable length pivotted at one end to a plate
fixed below the engine or to some surface thereon, and which for clearness of
description is called the bottom lever. At about say two-thirds distance from the
pivot of the bottom lever, which stands horizontally or thereabouts, a two-armed or
top lever is pivoted to the said plate or surface, the pivot for same being placed
say an inch or more higher than the pivot of the bottom lever. The end of the
bottom lever is connected with one arm of the top lever by a link, and to the
opposite arm of the top lever, the free end of which is towards the pivot of
the bottom lever, is attached a cord, rod, or wire which operates either directly or
indirectly upon the engine apparatus. The pivots or centres upon which the
bottom lever and the top lever turn, as also the positions of the pins or studs on
the said levers connected by the above mentioned link are so arranged that very
little or no overthrow occurs with the top lever. For instance, if the bottom
lever is intended to be moved one inch, and really moves one and a quarter inches,
or more, the top lever will only move the distance it is intended to do, and with a
gradually decreasing rate of movement towards the end of its travel. This is
arranged so as to prevent as far as possible the effect of any overthrow or rebound
which may take place with the bottom lever being communicated to any part of

page_text: the engine apparatus, whether same be connected directly or indirectly with the
whistle, and to reduce any violence of action set up at the bottom lever.
In combination with this arrangement the horizontal rock-shaft mentioned in
connection with the engine apparatus is used, as is also the vertical lever pending
downwards from such rock-shaft, which lever is as before described arranged to
operate in relation to apparatus connected directly or indirectly with the whistle,
but instead of the horizontal contact lever described as acted upon by the
overhead-road-lever, another lever at any convenient angle, is placed in the proper
position on the same rock-shaft for connecting with the rod, cord, or wire
communicating with the lower engine apparatus.
Where it is desired to run the engine backwards, another contact lever is fitted
on to the other end of the rock-shaft of the engine apparatus so that contact can
be made with the overhead-road-apparatus whichever way the engine may be
turned. To arrange for both of these levers to lie in the same direction in relation
to the road-levers, a separate rock-shaft is provided, which may be shorter than
the first. An arm is fixed on the first rock-shaft, and another arm on the second
rock-shaft, and the two are connected by a link. One rock-shaft is placed farther
back than the other, and one arm is placed about horizontally on the front of its
rock-shaft and the other arm about horizontally on the back of its rock-shaft, so
that when their free ends are connected by a link, both of the contact levers will
rise together, and either of them will move the vertical lever (fixed to the first
rock-shaft) in the same direction. Or both arms may be placed vertically, or
either or both at such angle as to suit any position in which it is required to place
the rock-shafts.
The overhead-road-apparatus as described is also arranged to work upon and in
connection with any of the signal posts and signal arrangements connected there-
with and is either operated from the signal box by the same lever as the ordinary
signals or by an independent lever.
It will be understood that the foregoing is given by way of illustration, and
that the shapes, materials and the various parts may be varied in many ways
within the scope of my invention.
Dated this 3rd day of March 1891.
J. P. BAYLY,
18, Fulham Place, W., Agent for the Applicant
Improvements in Railway Signals.
1, EDMUND WISEMAN, of Cheapside, Luton, in the County of Bedfordshire,
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 relates to improvements in means and apparatus for railway signals.
The object of the invention is to give by night or day andible warning to the
drivers of railway trains by apparatus or apparatuses worked from the signal
boxes of railways, and to do so simply and effectively. The invention will be of
especial utility in fogs and snowstorms when the ordinary signals are obscured, and
will also be of practical service when relaying or repairing any part of the
permanent way, and in cases of emergency at junctions, cross-over roads etc.
can also be used in combination with the ordinary signals.
It
I attain these objects by the mechanism illustrated in the accompanying drawings,
in which
Figs. 1, and 2, are plans of the track;
Figs. 3, and 4, are side and end elevations of the engine and section of the track
respectively.

page_text: Fig. 4, is the front and side elevation of a slotted bar for operating the whistle
handle;
Fig. 5, is a side elevation of the signal post, with inverted overhead-road-
apparatus;
Fig. 6, is a front elevation of Fig. 5;
Fig. 7, is an end elevation of the engine and section of the track;
Fig. 8, is a side elevation of the engine;
Fig. 9, is an end elevation of the back part of an engine;
Fig. 10, is a side elevation of Fig. 9;
Figs. 11, and 12, are an enlarged view of the bearings ;
Fig. 13, is a side elevation of a road-apparatus ;
Fig. 14, is a plan of Fig. 13;
Fig. 15, is a side elevation of a road-apparatus ;
Fig. 16, is a plan of Fig. 15;
Fig. 17, is a side elevation of a road-apparatus with terminals and electric
wires;
Fig. 18, is an alternate road-lever to be attached to the apparatus in place of the
road-lever in Fig. 13;
Fig. 19, is a side elevation of a road-apparatus:
Fig. 20, is a plan of Fig. 19:
Fig. 21, is the front face with groove of the crosshead horizontal lever;
Fig. 22, is an enlarged view of lever in Fig. 9, with a different handle;
Fig. 23, is a view showing the overhead road apparatus and the engine
apparatus;
Fig. 24, is the gong apparatus;
Fig. 25, is the inverted overhead road apparatus with grooved cross-head
horizontal lever;
Fig. 26, is a side view of Fig. 25;
Fig. 27, is an enlarged view of the cross head lever.
Similar letters refer to similar parts throughout the several views.
The invention, which may for convenience be described under three heads,
consists firstly of apparatus or apparatuses placed either between the rails a of the
four foot-way or outside the said rails a, and in the latter case preferably mounted
upon a post m having an arm overhanging in the direction of the railway track, the
said arm being preferably placed at such height that it shall be above the head
of the driver of the engine, and the arm of such length that the post to which
it is attached or of which it may form part, shall stand at a safe distance away
from the engine; this arm 2 fixed to a post m with method of mounting apparatus
or apparatuses thereon for the purpose described being an important element of the
invention. These apparatuses whether the same be fixed upon the sleepers, or
upon foundations on either side of the rails, are hereinafter each called the road
apparatus and when placed upon the above mentioned post m with arm 12 over-
hanging in the direction of the railway track are called the "overhead-road-
apparatus and the main lever of each of the said apparatuses is hereinafter called
the "road lever." The method of giving the road lever a period of action and a 4
period of rest when depressing and raising same, and thus obtaining "compensation"
are important features of the herein described invention. The invention consists,
secondly, of apparatus mounted upon or affixed to the engine at a convenient
distance above the foot board of the cabin of the engine, and connected directly or
indirectly with the whistles of the engine », or a gong for bell, or an electric bell
on the engine, such apparatus being hereinafter referred to as the "engine
apparatus and when used in conjunction with the overhead-road-apparatus, the
term includes also the lever acted upon by the road lever a' of the overhead-
road-apparatus. Thirdly a special arrangement of levers and hereinafter called
the "lower-engine-apparatus," is used in combination with the road-apparatus
instead of the lever of the engine-apparatus last mentioned as being used with the
overhead-road-apparatus, and placed at the proper height to be operated upon by
?"

page_text: contact with the road-lever of the road-apparatus when same is brought into
service by being raised as described later on. In this arrangement the movement
of the first lever u in Figs. 9, and 10 is communicated by a link to a second
lever in such a manner as to prevent the sudden action of the first lever u being
communicated to the engine apparatus.
--
The road apparatuses and overhead-road-apparatuses are arranged as follows:
1st a frame is bolted or screwed to the sleepers or to a special foundation, as in
Figs. 15, and 16; and to one end of such frame is pivoted the road-lever having
upon its top inclined surfaces. The said road-lever has on its under surface a
longitudinal cam-shaped slot a² at any required distance from its pivot but preferably
towards its free end. The cam shaped slot a² may be made in a suitable form in
order to return as well as to raise the road-lever b. A. sliding rod or bar is
arranged beneath the road-lever and running upwards from the sliding rod is an
arm carrying a roller c working under or in the said longitudinal cam-shaped slot.
This sliding rod 2 is capable of being pulled at in a longitudinal direction by a
wire working round pulleys e from the signal box, when a pin or roller c carried
on the arm of the sliding rod depresses the road-lever; and when the wire p is
again slackened from the signal box, the road-lever is by means of a connecting
wire working round pulleys e and a counterweight on the arm pivoted to
post immediately caused to rise and stand at danger. An especial feature of
this road-lever is that its longitudinal can-shaped slot a² is so arranged that
the road-apparatus is made to be compensating. That is to say, when the pull
is made from the signal box, should the wire connected with the road-
apparatus working round pulleys e have become slackened, from any cause or
not be pulled up sufficiently by the lever in the signal-box, the road-lever
will notwithstanding be completely depressed or "pulled off." Suppose for instance
the pull of the wire at the road-apparatus to be normally eight, inches, the road-
lever will by reason of the peculiarity of its cam-shaped slot a² be completely
depressed by say four inches pull, and for the remaining four inches pull of the,
wire the road-lever will remain at rest. The advantages of this arrangement
are obvious. The road-lever is either positively elevated and "at danger," or
is depressed in advance of the full pull of the wire so that if the wire p should
be considerably slack, the road-lever will not be left at any other than one of two
positions, being practically always either right-up or right-down. The same
principle is carried out in the following modifications, the cam-shapes a² in each
instance being so arranged as to give a period of action and a period of rest to
the road-lever in relation to the pull of the wire from the signal box, making
the road-apparatus in effect compensating, a feature of prime importance for the
purpose it is intended to serve. Portions of the road-apparatus may of course
be differently arranged, for instance, the sliding bar inay be made with a
longitudinal cam-shaped slot and the roller be placed on the road lever.
In one of the modifications as in Figs. 19, and 20 the road lever is pivoted
as before described upon a frame or in bearings but in place of using the above
mentioned sliding bar, the road lever is operated by arms or levers »² and d'
mounted on each end of a rock shaft placed at right angles to said road lever b.
This rock shaft is mounted in lugs or bearings & and m² at a lower plane than the
road lever b, and if the road-apparatus is fixed between the rails a of the four-
footway the rock shaft passes under the rail a which lies nearest the wire
coming direct from the signal box. One end of the rock-shaft lies under the road
lever and carries upon an arm n² fixed to same, a pin or roll working in a cam-
shaped slot of the road-lever b, and the other end of the rock shaft carries an arm
or lever to the free end of which the wire from the signal box is attached.
When this wire is pulled or released the arm d' is moved in the latter case by the
counterweight 9 (which may if desired be connected to the arm d'), and the rock
shaft 7 being thus turned, the road-lever is correspondingly depressed or raised as
explained in the last arrangement. The cam-shaped slot a² in the road-lever bis
of different form to that of the last-named arrangement in Figs. 15, and 16, with

page_text: the sliding bar, but the compensating principle is still retained. As a further
modification instead of the arm n² on the rock-shaft / carrying a roll working in a
groove in the road-lever as last mentioned, a cam is mounted upon the rock-
shaft to raise the road-lever b, and means employed for returning same, as in the
apparatus in Figs. 5, and 6, and description of same.
Another modification of the road apparatus is to pivot the road-lever as above
described and to provide a grooved crosshead horizontal lever (instead of the
before mentioned rock-shaft with arms operating the road-lever b, and lying in
much the same direction as the rock-shaft 1). This lever turns upon a vertical
stud, and the crosshead on its face, at one end has a horizontal cam-shaped
groove formed on or in the same and acting upon a projection at or about the
free end of the road-lever thus raising or depressing same. The opposite arm is
forked at its free end, and when this arrangement is used for the overhead-road-
apparatus as in Figs. 25, and 26, one end of a bell crank lever 2 working upon a
stud in the bracket fixed to the signal post m fits into the said fork. The other
end of the bell crank lever is connected to the upper end of the rod w which is
attached at its lower end to the counterweighted lever on the signal post m. A
roller is attached to one end of the bell crank lever for the purpose of operating
in the groove of the crosshead horizontal lever².
In Figs. 13, and 14, I construct a road lever b mounted on a framej pivoted at 2
one end and with cam-shapes a², the said road-lever being operated by the pull of
the wire o working round pulleyse attached to the arm w¹ moving a sliding frame a
working in a longitudinal slot or opening in framej when the rollers c carried on the
sliding frame a move along the cam-shapes a² of the road-lever raising or
lowering it as required. The arm w is pivoted to the frame j at o² and is slotted 2
to receive a stud-pin fixed in the sliding frame as at p².
Fig. 18, is a modification of road-lever b shown in Fig. 13.
For operating the road-lever a in Figs. 5, and 6, of the inverted overhead-road-
apparatus the before mentioned arrangement of compensating slotted cam c¹ secured
upon one end of a rock-shaft is preferred, this being mounted upon the arm / fixed 3
to a post m the said cam receiving a pin fixed to the road lever a'. A counter-
weighted lever h, is affixed to the post m in the manner now in common use, and a
rod is led up from the counterweighted lever h, to the lever at the end of the
rock-shaft of the overhead-road-apparatus.
When one end of the counterweighted lever his pulled by the wire n from the 3
signal box the other end connected to the counterweight is raised and the rod w
attached to the counterweighted lever is forced upwards when a pin carried by or
forming part of a block c attached to the said rod w and engaging in the slot of
the slotted lever c" at the end of the rock-shaft of the overhead-road-apparatus
moves the said slotted lever and the rock-shaft with the slotted cam c' on its other 4
end is thus turned and the road-lever a¹ raised; and when the wire n is again
slackened from the signal box the counterweight 9 falls and the slotted cam c¹ is
turned in the reverse direction, again depressing the road-lever a¹ and at the same
time setting it and the signal "at danger" ready for the engine apparatus of any
passing train to contact with same. The object of the overhead-road-apparatus 4
being inverted as shown in Figs. 5, and 6, is to protect the working parts as far as
possible from rain, snowstorms &c. and at the same time to give it a greater
elevation. The apparatus may however be arranged as described in Fig. 23, where
it is shown fixed above the arm of the signal post m with its road-lever a' facing
upwards and its compensating cam m³ and lever arranged to suit the altered
position of the apparatus. To operate properly with same, the contact lever f' of
the engine apparatus, one of which is shown on each side of the engine, is mounted
as described in the next paragraph so that when the engine passes one of the
overhead-road-apparatuses, shewn in Fig. 23, the contact lever is pressed
upwards, being returned again by its own weight or by a spring.
For indicating whether the road-levers b are at danger or otherwise, I attach the
terminals c and d to the road-levers band frames j respectively. In the example

page_text: shown in Fig. 17, the lever is made with a turn-down arm to which the
terminal 2 is attached. To the frame j a flat spring k is attached, insulated, the
flat spring being kept in close contact with the terminal c², when the arm bis
raised by a coiled spring, also properly insulated. When the road-lever bis
raised the turn-down arm contacts with the flat spring k thus completing the
circuit, and indicating in the signal box the position of the road-lever b by means of
the repeater or gong now in common use. The turn-down arm of lever b
may
be
is at
arranged to work between two springs and thus indicate when the lever
danger by contacting with one spring, and when it is right off by contacting with
the other spring the central position indicating that it is neither right-on or
right-off.
The construction of above described road-apparatus may of course be varied, for
instance by not carrying the cam-shape the whole way, but letting the lever & drop
on to a stop before the cam or roll has completed the movement given by the wire
from the signal-box, so that the roll or cam would not be in contact with the lever
during the whole of its movement, but as this would be merely a modification I have
not given drawings of such arrangements.
:
The engine-apparatus which is now described as arranged when used in com-
bination with the overhead-road-apparatus of Fig. 23, is provided with an arm or
contact lever placed horizontally or thereabouts and in the direction of the
railway track, its under surface being towards its free end provided with a boss,
roll, or inclined surfaces, which when the engine passes one of the overhead-road-
apparatuses, comes into contact with one of the inclined surfaces of its road lever a'.
The said contact lever of the engine-apparatus is mounted upon one end of a
horizontal rock-shaft m³ placed transversely to the direction of the railway track.
Upon the same rock-shaft m² is a vertical lever g depending downwards, and with
an offset on its end and when the contact lever is raised by contact with the
road-lever a of the overhead-road-apparatus the rock-shaft mis turned and the
vertical lever being moved forward, the offset on its end, which serves as a stop
for a catch fixed to one end of a counterweighted lever g³ is moved away from
the catch on the said lever, when the lever drops and the whistle is blown. This
counterweighted lever which is mounted on the rod turning the cock of the whistle,
is weighted at one end and carries a catch g' on the other end, the catch g' being
maintained in its intended position by a small pendant weight or counterweighted
lever forming part of same. A spring may be added to cause the catch to
assume the desired position. When the offset on the end of vertical lever g³ is
moved forward, it slides off the top of the catch g₁ and the catch is carried
upwards by reason of the counterweight dropping.
The cock of the whistles having been thus turned the whistles continues
blowing until the driver raises the counterweighted end of the lever, which (the
vertical lever having returned to its proper position) sets the catch g* in readiness
for the next alarm, as in raising the counterweight 9 the catch g on the opposite
end of the lever comes in contact with the offset on the vertical lever g°, moving
the said catch to one side until the small pendant weight brings the catch g
again into position under the said offset.
Stops are provided, limiting the movement of both the counterweighted lever
and the catch.
The arrangement for operating an independent whistle as shown in Figs. 9, and 22,
is practically the same and leaves the ordinary whistle free. To use the handle q¹
(in either Figs. 9, 10, or 22,) which turns the cock for operating the steam whistle's
in combination with the arrangement, thus leaving the said handle q' free for the
driver to operate, the counterweighted lever g is mounted upon an independent
fulcrum or pivot and the end of the lever opposite the counterweighted end is
provided with an additional portion turning downwards at right angles or there-
abouts, and slotted to allow the ordinary handle of the whistle to move up and down
therein.

page_text: whistle s.
This lever is also fitted with the catch operating with the catch o¹and the
vertical lever n' on the rock-shaft m¹.
When the counterweight g drops the whistle handle g' is raised and operates the
To put ready for action again, the counterweight is raised and
the whistle handle q' lowered, when all is ready again for the whistles to be operated
either by hand or automatically. An electric bell is rung, either in lieu of sounding
the whistle or in addition to same. This is accomplished by the arrangements
already described, only that where it is not desired to use the steam-whistle, the
counterweight lever of the engine apparatus is mounted upon an independent
stud. In either case the said lever is so arranged that when it drops, it acts either
directly or indirectly upon a button or switch thus completing the circuit with a
battery or dynamo carried on the train and causing the bell to ring until the
counterweight is again raised.
A gong or bell 2 as in Fig. 24, is also sounded by the same apparatus, but an
additional lever is provided, having a hammer or striker upon its end, and the
lever may also have a spring 65 applied for causing the hammer to strike the gong.
An offset is made to turn downwards from the counterweighted lever of the
engine apparatus, carrying stops engaging on each side of the additional lever, and
allowing a little play between same; but it may be preferable to connect them by
a link g, the lower hole of which is slotted. When the counterweight is raised
the bottom of the slot, in the link g engages with a pin on the hammer lever h² and
moves the hammer e² away from the gong or bell. When the counterweight g
falls the link g² follows with it, leaving the hammer lever free on its bottom side,
when a spring or the top of slot or both together cause the hammer e² to strike the
gong sinartly. A stop of leather or other elastic material is provided in a
holder c to support the hammer lever after it has acted upon the gong or bell.
In Figs. 3, and 4, I provide an hydraulic ram, (the hydraulic apparatus is used
in conjunction with my invention hereinbefore described but I do not claim such as
any part of this invention) and cylinders & with the piston-rod g' connected to the
whistle handle, for the purpose that when the lever is moved upwards the sliding
rode is raised, when its end comes into contact with the end of the piston-rod
attached to the ram of the bottom cylinder, thereby raising its ram and also the
ram of the top cylinder, when the piston-rod y' opens the valve of the whistles, by
raising the handle 4. The whistle continues to blow until the driver again lowers
the handle. In Fig. 3, the above hydraulic apparatus is described in dotted lines.
The horizontal lever is attached to a rock-shaft and connected to the rock-
shaft by arins or levers and a link or rod, this apparatus being used in
conjunction with the overhead road-apparatus of Figs. 5, and 6. A spring is
provided to return and keep the lever fin position against a stop when not in
action, but the lever may also be counterweighted.
A slotted bar shown in Fig. 4, is pivotally attached to and depends downwards
from the arm and in the slot of this slotted bar the whistle handle works.
This apparatus is shown as used in conjunction with the inverted overhead apparatus
of Figs. 5, and 6, and has no connection with the hydraulic apparatus above
described. In Figs. 7, and 8, I provide a slotted lever 13 with counterweight g the
same being pivoted and with a springe. At the end of the lever I-form a pro-
jection which is held in position by the catch m³ on the rock shaft . This
apparatus is operated on by the lever u working in bearings being raised, thereby
lowering the end n³ and pulling the lever arm on the rock-shaft by the
connection e¹¹, the rock-shaft thus throwing the catch m³ off the projection on the
counterweighted lever g and raising the whistle handle, the said whistle then
continuing to blow until the counterweight is again raised into position and the
handle is pulled down.
The catch m³ has a slot formed in its boss, and a stud-pin fast in the rock-shaft l
engages with the bottom of this slot moving the catch m³ backwards, the catch
being returned by a spring for the purpose of reducing the friction of the catch m³

page_text: against the projection on the lever g when the latter moves which would otherwise
be caused by the stronger spring on the right hand side of the rock-shaft.
16
In one form of the lower engine apparatus, levers are arranged at the lower part
of the engine so placed that the primary lever a contacts with the road-lever b
when the same is raised upon the slackening of the wire from the signal-box as
above explained. As shown in Figs. 9, and 10, the said lever u is pivoted at one
end to a plate fixed below the engine, and which for clearness of description is
called the bottom lever. At about say two-thirds distance from the pivot of the
bottom lever 14, which stands horizontally or thereabouts, a two armed or top lever u
is pivoted to the said plate or surface, the pivot ³ for same being placed say an
inch or more higher than the pivot of the bottom lever u. The end of the bottom
lever is connected with one arm of the top lever u¹ by a link, and to the opposite
arm of the top lever ¹ is attached a cord, rod, or wire t connected to the rock-
shaft at s which operates either directly or indirectly upon the engine apparatus.
The pivots or centres upon which the bottom lever and the top lever turns, as also
the positions of the pins or studs on the said lever connected by the above mentioned
link u are so arranged that very little or no overthrow occurs with the top lever u¹.
For instance, if the bottom lever is intended to be moved one inch, and really
moves one and a quarter inches, or more, the top lever will only move the
distance it is intended to do, and with a gradually decreasing rate of movement
towards the end of its travel. This is arranged so as to prevent as far as possible
the effect of any overthrow or rebound which may take place with the bottom
lever being communicated to any part of the engine apparatus, whether same be
connected directly or indirectly with the whistle. A stop pin is fixed to the
plate and projects through the slot in the lever u. In combination with this
arrangement the horizontal rock-shaft m' of Fig. 23, is used, as is also the vertical
lever pending downwards from such rock-shaft, which lever is as before described
arranged to operate in relation to apparatus connected directly or indirectly with
the whistle, but instead of the horizontal contact lever another lever s¹ is placed
in the proper position on the same rock-shaft for connecting with the rod, cord, or
wire t' communicating with the lower engine apparatus.
76
It will be understood that the foregoing given by way of illustration, and that
the shapes materials and the various parts may be varied in many ways within the
scope of my invention, for instance, springs may be used in place of counterweights
or in conjunction with same.
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 a railway signal, the combination of the cam-shaped and slotted cam-
shaped or compensating road-levers 6 and the levers at the bottom of the engine >
to open the whistles, substantially as herein described.
2. In a railway signal, the combination of the inverted overhead-road-lever u¹
and the compensating cam el pin with the arm and roller" rock-shaft j' spring j³
connecting rod rock-shaft m' lever h³, and slotted bar to open the whistles on
the engine, substantially as herein described and according to Figs. 3, 4, 4, 5, and 6,
of the accompanying drawings.
3. In a railway signal, the combination of the overhead-road-lever a', and
compensating cam m with the levers f' rock-shaft m' lever y catch g weights g
and on the engine to open the whistles, substantially as herein described and
according to Fig. 23, in the accompanying drawings.
r
4. In a railway signal, the combination of the compensating road apparatus with
the bottom lever u arm n³ bearings " connecting rod or wire elever rock-shaft l'
lever m³ catch weight g and handle q' to open the whistles on the engine r,
substantially as herein described and according to Figs. 7, and 8, in the accom-
panying drawings.
5. In a railway signal, the combination of the compensating road apparatus with

page_text: 9
the bottom lever u slot stop pin levers and u² pivot u³ rod t¹ rock-shaft m
lever lever catch of counterweighted lever y lever a stop pins and handle 7'
on the engine to open the whistles, substantially as herein described and according
to Figs. 9, and 10, in the accompanying drawings.
6. In a railway signal, the combination of the compensating road-apparatus with
the bottom lever u rod e' handle on the engine to open the whistles, sub-
stantially as herein described and according to Figs. 3, and 4, in the accompanying
drawings.
7. In a railway signal, the combination of the cam c¹ pin or roller lever cl
block and the road-lever a', substantially as herein described and according to
Figs. 5, and 6, in the accompanying drawings.
8. In a railway signal, the combination of the lever j cam-shaped groove a
bell crank pin or roller 2 road lever a bracket 12 on the post m. substantially as
herein described and according to Figs. 25, 26, and 27, in the accompanying
drawings.
C
9. In a railway signal, the combination of the compensating road lever bhaving
cam shapes a² with the rollers in the sliding carriage a lever w¹ pivots o² and p²,
substantially as herein described and according to Figs. 13, 14, and 18, in the
accompanying drawings.
10. In a railway signal, the combination of the compensating road lever b with
the sliding carriage platej rollers c and cam shaped slot a², substantially as
herein described and according to Figs. 15, and 16, in the accompanying drawings.
11. In a railway signal, the combination of the road lever b platej rock-shaft
bearings m² and lever n² with the cam-shaped slot a², substantially as herein
described and according to Figs. 1, 19, and 20, in the accompanying drawings.
of
12. In a railway signal, the combination of the compensating road levers
Figs. 5, 6, 13, 14, 15, 16, 19, 20, 21, 25, 26, and 27, and the terminals 2 and 2 to
receive electric wires for the purpose of connection with the signal box to indicate
by a repeater or gong that the road lever is set at danger, substantially as herein
described and according to Fig. 17 in the accompanying drawings.
13. In a railway signal, the combination of the catchy counterweighted levers g
and g spring with the link and lever h² with the hammer or striker 2 to strike
a gong on the engine, substantially as herein described and according to Fig. 24,
in the accompanying drawings.
Dated this 1st day of January 1892.
J. P. BAYLY,
18, Fulham Place, W., Agent for the Applicant.