Improvements in Apparatus for Securing and Indicating the Movement of Points on Railways.
Year: 1888

page_text: Date of Application, 20th Sept., 1888
Complete Specification Left, 25th Apr, 1889-Accepted, 29th June, 1889
PROVISIONAL SPECIFICATION.
Improvements in Apparatus for Securing and Indicating the
Movement of Points on Railways.
I, SAMUEL TELFORD DUTTON of Marl Bank in the City of Worcester, Civil
Engineer do hereby declare the nature of this invention to be as follows:-
My invention has reference to improvements in apparatus used at facing points for
securing the same in connection with the rod or wire moving the signal, and
indicating any irregularity in their operation or use, and preventing damage to the
points and gear taking place in consequence of the points being inadvertently run
through the trailing way with the locking bolt in for securing the points in the facing
direction, but the novel feature of my invention may also be used in other combinations
for a kindred purpose.
The particular case for the application of my invention, which I will describe, is to
the points when a double line or loop converges into a single line, the points not being
connected to levers in a locking frame, but weighted over by a switch box for the
facing direction and opened the trailing way by the wheels of the vehicles passing
through them.
Through inadvertence or carelessness it happens that trains or vehicles pass through
and open the points the trailing way when the bolt, now in ordinary use, is in to
secure them for the facing way; the result being that the points and bolting gear get
damaged and rendered unsafe for a train to pass through them in the facing
direction.
By the use of my improved appliance hereinafter described this damage and risk is
avoided, though the points be opened the trailing way, while the locking bolt is in for
the facing way, and further in such a case happening an indication is given of it
having taken place by the signal, which would be at all right with the bolt in;
becoming disengaged from the bolting gear and going to danger and becoming
inoperative until reconnected by an attendant going to the points for that purpose.
To accomplish this 1 extend the bolt carrier in length and instead of fixing it down
to the sleepers or timbers it is pivotted at one end on a fulcrum fixed on a bed plate,
the other end slides or moves on rollers over a segmental way a distance relative to
the travel of the points and is kept in its normal position against a fixed stop on the
base plate by means of a weighted lever or spring, the bed plate referred to being
fixed to the sleepers or timbers at or near the points, the locking blades from the
points pass across the bolt carrier and are notched in the usual way for the bolt,
(which is connected to the rod or wire from the signal lever and terminates within the
limits of the carrier) to engage in when the points are in their normal position, above
the before named bolt is a second bolt, moving in a fixed guide on the bed plate
having a fork or gab at one end which engages with a stud on the lower bolt, the
other end being connected to the rod or wire to the signal, thus while joined in
ordinary operation the two bolts forın part of a continuous connection from the lever
to the signal, but should a train open the points by passing through them the trailing
way, while the bolt is across the locking blades, the resistance due from the weighted
lever or spring is overcome, the lower bolt and its carrier moves on its pivot corre-
spondingly with the points and the bolts become separated, breaking the connection
with the Signal which at once goes to danger indicating that the points have been run
through with the bolt in, making it necessary for some one to go to the points and
reconnect the signal before another train can be signalled from the opposite
direction.

page_text: It is obvious that the ordinary movement of, the points does not affect the
continuity of the bolts unless the lower one is across the path of the locking blades
connected with the points.
Dated this Nineteenth day of September 1888.
.
COMPLETE SPECIFICATION.
Improvements in Apparatus for Securing and Indicating the
Movement of Points on Railways.
I, SAMUEL TELFORD DUTTON of Marl Bank in the City of Worcester Civil
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 to apparatus, for locking the facing points of Railways,
and for detecting any failure in their proper working while acting as a point lock and
detector for the facing directions of any pair of switch points, it also operates in such
a manner that no damage takes place if the switch points aro run through in the
trailing direction in their locked position. My invention it is obvious may be applied
in various ways especially where it is required that signals be automatically replaced
to the danger attitude.
I will particularly describe the application of my invention to the points where a
double line or loop converges into a single line the points not being connected to
levers in a locking frame but weighted over by a switch box for the facing direction
and opened the trailing way by the wheels of the vehicle passing through them.
Through inadvertence or carelessness it happens that 'trains or vehicles pass through
and open the points the trailing way when the bolt now in ordinary use, is in to
secure them for the facing way, the result being that the points and bolting gear get
damaged and rendered unsafe for a train to pass through them in the facing
direction.
By the use of my improved appliance herein-after described the danger and risk is
avoided though the points be opened the trailing way while the locking bolt is in for
the facing way, and further in such a case happening an indication is given of it
having taken place by the signal, which would be at "all right" with the bolt in,
becoming disengaged from the bolting gear assuming the danger attitude and
becoming inoperative until reconnected by an attendant going to the points for that
purpose.
To accomplish this I extend the bolt carrier in length and instead of fixing it down
to the sleepers or timbers it is pivotted at one end on a fulcrum fixed in a bed plate,
the other end slides or moves on rollers a distance equal to the travel of the points
and is kept in its normal position against a fixed stop on the base plate by means of a
weighted lever or spring, the bed plate referred to being fixed to the sleepers or
timbers at or near the points. A single connection from the stretcher bar or a
separate connection from each tongue of the switch points passes or pass across the
bolt carrier and are notched in the usual way for the bolt (which is connected to the
rod or wire from the signal lever and terminates within the limits of the carrier) to
engage in when the switch points are in their normal position: above the before-
mentioned bolt is a second bolt moving in a fixed guide on the bed plate having a
fork or gab at one end which engages with a stud on the lower bolt, the other end
being connected to the rod or wire to the signal,. thus while joined in ordinary
operation the two bolts form part of a continuous connection from the lever to the
signal but should a train open the points by passing through them the trailing way
while the bolt is across the slide blades from the switch points the resistance due from
the weighted lever or spring is overcome, the carrier moves on its fulcrum corre-
spondingly with the points carrying the lower locking bolt or plunger with it and the
upper and lower bolts become separated breaking the connection with the signal which
latter at once through its own weight goes to danger indicating that the points have

page_text: been run through with the bolt in, making it necessary for someone to go to the
points and reconnect the signal before another train can be signalled from the opposite
(facing) direction.
It is obvious that the ordinary movement of the point does not place my apparatus
out of gear unless the lower bolt is across the path of the notched blades connected
with the points.
I will now describe my apparatus reference being made for that purpose to the
accompanying Drawings.
The same letters of reference refer to the same parts or substitutes therefor in all
the Figures of the Drawings.
Figure 1 represents my apparatus in plan in connection with a pair of switch
points. A. A' are the switch tongues B. B₁ the stock rails, C is the base plate of my
apparatus D in the ground lever box and D' the lever for actuating the switch points.
The points are represented as lying normally right for the facing direction and my
apparatus is in gear. d is a separate connection from the ground lever D¹ to a crank
locke and is provided for the purpose of locking the ground lever D¹ when the
signal is given (and reciprocally the upper signal barf when the points are moved in
the trailing direction), a³, at, are notched connections from each tongue of the switch
points which cross at right angles normally, a lower blade g which blade is connected
to and actuated by a lever in the signal cabin or elsewhere set apart for working the
facing signal. The blade y on the underneath side has a rib g' in which is provided a
notch g2 so that in the normal position of the blade g the cross slides a³ at from the
switch points have sufficient room to pass across the rib g. When the switch points
are right for the facing direction the notches as a on the cross slides a³ a' are
opposite the end of the locking rib g on the blade g.
is a carrier working on a
fulcrum. The said carrier supports the blade g. ³ are rollers by which the
carrier is supported and on which it moves. The end of the upper blade fis
connected to the facing signal. The other end is provided with a fork or gab 3
which engages with a stud gt on the blade g. This fork or
moving about a stud with slide ƒ. The gab ƒ³ moves on a centre pin, a
springis rivetted to the blade fand acts on the gab keeping it in its normal
position so that the blades and may be in gear.
g
gab has a slotted hole f**
K. is a weighted crank which holds the carrier h in its normal position right for the
deflection of the facing signal when the switch points are in the facing direction. The
arm K of the weighted crank K is embedded in a hole in the carrier h. The weighted
crank also serves to return the switch points to the normal or facing position in the
event of their being run through.
In figure 3 will be seen sectional side elevation x-y of figures 1 and 2 (viewed
from the actuating lever, or shackle end of the apparatus) shewing the crank lock ein
its relative normal position to the blade f.. When blade is normal and the facing
signal is at danger a notch f in fis presented to the lock e, so that if the switch
points are moved thereby actuating the rod d² in the direction of the arrow (the
lotted connection at the other side of e is intended to represent that d² may be placed
on that side to actuate lock e) and consequently the crank lock e, the portion e² enters
the notch of the signal bladef and effectually locks it. Should however the facing
signal be deflected the blade f is forward presenting a solid surface to the crank lock e
thereby preventing its motion and consequently the movements of the switch points to
which it is connected. The notch e³ of the crank lock e is the means by which
normally freedom is allowed to the blade f.
Figure 2 is a side elevation of my apparatus.
It is obvious that I can make the fork or gab f³ a fixture on the blade f, the slotted
hole, and the spring, being then dispensed with.
I will now describe the action of my apparatus. When the facing signal is required
to be deflected the switch points must be in the facing position so that when the
signalman actuates his lever communicating motion to the blade g at the spackle end,
the blade g, through the study communicates action to the upper blade f which in its
turn deflects the facing signal.

page_text: As before mentioned the switch points must be right for the facing direction
otherwise the notches as a in the blades as a would not be opposite the locking
part of the rib g' in which case the blade y could not be moved and therefore signal
blade f could not be actuated.
When the points are right for the facing direction and the signal is deflected the
blade g locks the blades a³ a (by the locking part g³ passing through the notches a³ a®
in the said blades). To illustrate the action of my apparatus as preventing damage
and giving an indication in the event of the switch points remaining locked for the
facing direction I will suppose a movement to take place under these circumstances in
the trailing direction.
It is obvious of course and is well known that the train will force the points open
right for itself. In this case however no resistance is offered beyond the weighted
lever for the blades a³ at being moved by the wheels of the vehicles will force the
carrier to move on its centre hand in doing so will move blade g and the study
away from the fork or gab 3 thereby freeing the upper blade fallowing the facing
signal which is connected to f to go to danger by its own weight. When the last
vehicle has cleared the switch points the weighted crank & forces them back normal to
the facing position and it then requires the signalman to replace his lever normal and
for an attendant to reconnect the gab or fork f³ with the stud g*.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed 1 declare that what. I
claim is―
1st. In railway signalling apparatus for switch points that are signalled for both
facing and trailing directions; and when the said switch points are worked by ground
levers, the combination of two notched rods a³, a* (one from each tongue of the switch
points) crossing at right angles a plunger bolt g, the said plunger bolt being carried
by a pivotted carrier, and a signal pull rod f, the whole operating that the facing
signal cannot be deflected until the switch points are properly home in the desired
position (the action of deflecting the said signal becoming the medium of interlocking
and detecting actions) while the passage of a train in the trailing direction automatically
places the facing signal to danger and unlocks the switch points should the facing
signal have been left in the safety attitude, all substantially as herein set forth.
2nd. In railway signalling apparatus where opposite signals are required through
the same pair of switch points the application of my improved apparatus as claimed in
claim 1 for allowing switch points to be worked on the ground (that is to say not
actuated from a signal box) while still retaining through my apparatus all necessary
safety substantially as herein set forth.
.
3rd. In railway signalling apparatus employing a laterally moveable blade as a
point plunger and detector for the facing direction of a pair of switch points the said
plunger in its locked position becoming inoperative by the action of a traffic movement
in the trailing direction all substantially as herein set forth.
Dated this 25th day of April 1880
JOHN P. O'DONNELL,
Temple Chambers, Temple Avenue, E.C., Agent for the said Applicant.