IMPROVEMENTS IN APPARATUS FOR SIGNALLING UPON RAILWAYS BY MEANS OF ELECTRICITY
Year: 1882

page_text: LETTERS PATENT to Charles Ernest Spagnoletti, of the Poplars, Aberdeen
Place, Maida Hill, in the County of Middlesex, Telegraph Engineer, for
an Invention of "IMPROVEMENTS IN APPARATUS FOR SIGNALLING UPON
RAILWAYS BY MEANS OF ELECTRICITY."
PROVISIONAL SPECIFICATION left by the said Charles Ernest Spagnoletti
at the Office of the Commissioners of Patents on the 12th January 1882.
CHARLES ERNEST SPAGNOLETTI, of the Poplars, Aberdeen Place, Maida Hill in
the County of Middlesex, Telegraph Engineer. "IMPROVEMENTS IN APPARATUS
FOR SIGNALLING UPON RAILWAYS BY MEANS OF ELECTRICITY."
This Invention has for its object improvements in railway signals and signalling,
and is also particularly suitable for working junctions and large station yards,
where main lines are intersected by crossings and shunting operations are frequent
or continuous, and consists mainly as follows:-
I employ for this Invention an electro-magnet with an armature which is acted
upon by an electric current either from a distance direct or by relay and local
power, this current affects the magnet and draws up the armature, to which is
attached a small rod or wire; to the other end of which is attached a bolt, catch,
or wedge of suitable metal, which either locks the lock of a signal or point lever
or prevents the signal or point lever lock being moved by working in it or between
it and the piece of iron holding the spring of signal or point lever lock, or a special
pieee fitted for it to work beneath, and by extending the rod or wire and putting
a lock-catch or wedge at each end of the quadrant in which the lever works, I
lock.the lever with the same magnets in either position; that is either when the
signal is showing at "danger" or "all right."
At the back of the armature I place a spring connected to the earth, so that
when the magnet pulls up the armature it makes contact with the spring, and
cuts the coils of the magnet out of circuit after they have acted, and thus reduces
resistance.
By this addition, the necessity of balancing the coils as to equal resistance is not
required. Or a separate lock can be used.-There is a back lock attached to the frame,

page_text: consisting of a swinging piece of metal and a catch, which when the lock is pulled off,
is removed out of the way of swinging piece, and allows lever to pass, so that the
lever, if not properly locked is stopped half way and whenever the lock has been taken
off the lever from the other end, it cannot be taken off again until the train arrives and
resets the apparatus. I also use contact springs for making or breaking the circuit
and thus join or sever the line wire earth wire or battery wire or wires as required,
by attachments of pieces of metal to the lever or levers on either side of it or thein.
In yards where shunting or other yard work is done where it is necessary before
a man can move a lever that he shall lock all others up except those required, I
use a special lever which is locked one or both ways, and mechanically locks other
levers in the frame by ordinary locking system, as required, and I also by sinall
rocking attachment of a piece of metal fixed to the quadrant cause this lever to
make contact in either or both directions as it is worked. This rocker or rockers'
can be attached to the quadrant to be worked by any lever or levers required,
according to arrangements for yard working.-The discharge relay I make with
two, three, or more sets of magnets and armatures, or divided armatures, also
arranged so that the armature as well as the coils forms part of the line circuit.
The armature is drawn up, caught by and severed from the lever that rests on it
by insulation.
This cross lever is worked by a separate set of coils through which a current is
sent by the train, or by working of other lever or levers.
I also fix to the armature a pin or pins, insulated, to work against or in springs
or vice versa, so that when the armature is either pulled up by the magnet, or
released, contacts are thus made or broken as required, or battery power added.
For working single lines, I so arrange my apparatus and connections that the
starting or other signal levers are locked with the signal showing "danger," and
that if a lever is unlocked at one end from the other for a train to proceed, it
cannot be unlocked for a second train to follow, nor can the lever at the other end
be unlocked for a train to proceed in the opposite direction until the train
occupying this section has arrived at the required point to admit of further working
of the section in either direction.-In working junctions, I so arrange my apparatus
and connections that if a lock is taken off for a train to come to the junction, no
other lever can be unlocked by the junction signalman for any other train to
approach the junction. In locking junctions, I also use a special lever or levers
for sending contacts for taking locks off at stations in the rear, and when one of
these levers is pulled over, it locks all others in the frame required, and is locked
in the back position and only released by the train's arrival at the given point
required for so doing, or if thought desirable the distant or home signal lever may
be used for this purpose.-The current, when sent to take the lock off at the
station in the rear, can if desired, be worked by the block telegraph instruments
thus The block instrument has a straight electro magnet, and at each end of
this magnet on pivots is a swinging piece of metal, which when a current is sent is
attracted, and puts a small block of metal above the back of the keys under a stop
block fixed in the instrument, and thus locks all keys in the circuit. To each of
these swinging pieces is fixed a projecting piece of metal, which draws over the
needle in either direction, and assists its movement, and by an extra spring a
current is sent to take lock off the signal lever at the stations in the rear.-
current that draws up the lock of the keys also works the disc to and fro.-The
induced needle is made half of brass or other non-magnetic metal, and half soft
iron. For the resetting apparatus, I use a lever rod rounded at one end, and this
end is placed either inside the rail to be pressed by the flange of the wheels
directly, or placed under a spring, or is placed outside the rail a little above its
level, so that the tread of the wheel which is wider than the rail, presses it down,
the other end of the lever rod being fixed to a small round bellows, which contains
a spring, and through which passes a rod.-On the top of the bellows is a valve
tap and two or more springs, so that when the wheel of the train presses the
lever rod down, the other end rising closes the bellows and makes contact by
-The

page_text: pushing the rod through the springs; and as the air takes time to open the bellows
again, I make a required prolonged contact or contacts by my tap and leakage,
sufficient for sending a current to reset the apparatus.-One end of lever being
attached to the bellows, takes time to regain its position, which saves action on it,
and assists the opening of the bellows also.-When it is required that the apparatus
shall only be reset by the last vehicle in the train, as a security against trains
becoming divided, I arrange my resetting apparatus as follows:-
I use a fixed angle piece of wrought or cast malleable iron on the top of the
bellows, in such a position that a piece of iron as above described fixed on the last
vehicle, similar to the fixing of a tail lamp (and this piece of iron may be of any
shape and fixed on any part of the last vehicle) strikes the piece of angle iron on
the bellows, which closes them and makes contact in the same way as by
depression of the wheel.-This acts so quickly that it is immaterial how quickly a
hard blow is given by a fast passing train.-I likewise use a light girder of iron
fixed at its two ends on cross sleepers, so that it rises and falls with the road but
does not touch any of the intermediate sleepers.-The end sleepers are well packed
or placed on cement and the bellows or contact box is fixed on the girder, and the
end of its lever comes under the rail, so that by the deflection of the rail, or the
play of the road, the pressure on the end of the lever is sufficient to raise it and
make the required contact, the lever in this system need only be an iron rod, the
end of which in rising joins two ordinary contact springs, the joining of which
resets apparatus in the signal box.-The advantages of these systems are that being
electrical, little movement is necessary to make contact, and the resetting apparatus
may be placed anywhere and at any distance from the signalman's box. The
bellows and other contact makers, are cased in iron and are damp proof and well
protected. For assisting the signalman in signalling trains, I use an indicator or
describer, which is actuated by a ball rolling down inclined planes of metal; as
the ball makes contact in its course, so a needle works round a dial at the station
in advance, showing which train is approaching-passenger, express, or goods, &c.
The sending box has a vertical row or rows of holes, each hole labelled according
to the train which is to be described, and by putting the ball into any particular
hole, the needle on the dial at the other end points correspondingly, and thus shows
what train is coming. After the lock has been taken off the starting signal at the
station in the rear, in foggy or thick weather, when it is difficult or impossible for
the driver to see signals he is approaching, I fix to the arm of the signal carrying
the balance weight a wire which works a piece of iron at any given distance from
the distant signal.-When the distant signal is pulled off, and all is right for the
train to proceed, the iron arm is pulled back, and when the signal is at danger, it
falls forward by its own weight, and thus wire and weights will help the balance
weight to act on the signal.-On the engine is fixed a bell, battery and bellows
resetting apparatus before described, to which is attached a lever which hangs
from the engine.-When the signal is at "danger," and the piece of iron worked by
it is forward, the lever on the engine strikes it, compresses the bellows, and starts
an electric bell on the engine ringing, which will continue to ring till the driver
stops it. When the distant signal is at "all right," the iron is withdrawn, and the
train passes it without any signal being given to the driver, or the signal rod or
lever balance iron, instead of pulling a wire, may be made to make electrical
contact and either join the line wire put on earth wire or battery wire to a wire
running to an insulated piece of metal by the side of the rail, so that when a
spring or brush on the engine touches it, the bell on the engine starts ringing,
which it will do when the signal is at "danger," and. will continue to ring till
stopped by the engine man.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Charles Ernest Spagnoletti in the Great Seal Patent Office on the
12th July 1882.
CHARLES ERNEST SPAGNOLETTI of the Poplars Aberdeen Place Maida Hill
in the County of Middlesex, Telegraph Engineer. "IMPROVEMENTS IN APPARATUS
FOR SIGNALLING UPON RAILWAYS BY MEANS OF ELECTRICITY.
66
or
This Invention has for its object improvements in railway signalling and is also
particularly suitable for working junctions and large station yards where main
lines are intersected by crossings, and shunting operations are frequent or continuous
and consists substantially as follows:-I employ for this Invention an electro
magnet with an armature which is acted upon by an electric current either from a
distance direct or by relay and local power, this current affects the magnet and
draws up the armature, to which is attached a small rod or wire, to the other end
of which is attached a bolt, catch or wedge of suitable metal, which either locks the
lock of a signal or point lever, or prevents the signal or point lever lock being
moved by working in it or between it and the piece of iron holding the spring of
signal or point lever lock, or a special piece fitted for it to, work beneath, and by
extending the rod or wire, and putting a lock catch or wedge at each end of the
quadrant in which the lever works I lock the lever with the same magnets in
either position, that is either when the signal is showing at " danger'
all right." At the back of the armature (a Fig 1) I place a spring b, connected
to the earth so that when the magnet e pulls up the armature a, it makes contact
with the spring b and cuts the coils of the magnet c out of circuit after they have
acted and thus reduces resistance.-By this addition of the spring b in Figs 1 to 4
the necessity of balancing the coils, as to equal resistance is not required, or a
separate lock can be used.-There is a back lock d attached to the frame consisting
of a swinging piece of metal and a catch as shown (Figs 1, 2, and 3) which when
the lock is pulled off, is removed out of the way of swinging piece d and allows
lever fto pass, but if the lever is not properly put back and locked, it is stopped
halfway by the back lock and whenever the lock has once been taken off the
lever from the other end, it cannot be taken off again until the train arrives there
and resets the apparatus.-I also use contact springs for making or breaking the
circuit, and thus join or sever the line wire, earth wire or battery wire or wires as
required by attachments of pieces of metal to the lever or levers on either side of
it or them, and to the armature, as shown at f' Figs 1 and 4, and f2 Fig 6.-
In yards where shunting or other yard work is done, where it is necessary before a
man can move a lever that he shall lock all others up except those required to be
used, I use a special lever g Fig 4, which is locked one or both ways, and
mechanically locks certain other levers in the frame by ordinary locking system, as
required, and I also by small roeking attachment of a piece of metal fixed to the
quadrant cause this lever to make contact in either or both directions as it is
worked. This rocker or rockers (shown in Fig. 12a) can be attached to the
quadrant q to be worked by any lever or levers required according to arrangements
for yard working.
The discharge relay (Figs 5 and 6) I make with two three or more sets of magnets h
and armatures a, or divided armatures also arranged so that the armature as well
as the coils, forms part of the line circuit.-The armature a is drawn up caught
by and severed from the lever p that rests on it by insulation (Figs 5 and 6)
This cross lever i is worked by a separate set of coils, through which a current

page_text: is sent by the train or by working of other lever or levers (E Figs 5 and 6).-
I also fix to the armature à a pin or pins, insulated to work against or in springs
or vice versa, so that when the armature is pulled up by the magnet or released,
contacts are thus made or broken as required, or battery power added, as shown
in Fig 6. For working single lines, I so arrange my apparatus and connections
that the starting or other signal levers are locked with the signal showing "danger,"
and that if a lever is unlocked at one end from the other for a train to proceed, it
cannot be unlocked for a second train to follow, nor can the lever at the other end
be unlocked for a train to proceed in the opposite direction until the train occupying
this section has arrived at the required point to admit of further working of the
section in either direction (Fig 6)-In working junctions, I so arrange my apparatus
and connections that if a lock is taken off for a train to come to the junction, no
other lever can be unlocked by the junction signalman for any other train to
approach the junction until the train has arrived. In locking junctions I also use
a special lever or levers for sending contacts for taking locks off at stations in the
rear, and when one of these levers is pulled over, it locks all others in the frame
required and is locked in the back position and only released by the train's arrival
at the given point required for so doing, or if thought desirable the distant or
home signal lever may be used for this purpose.-The current when sent to take
the lock off at the station in the rear can if desired be worked by the block
telegraph instruments thus.-The block instrument (Figs 7 and 8) has a straight
electro magnet c and at each end of this magnet on pivots is a swinging piece of
metal, which when a current is sent is attracted and puts a small block of inetal m
above the back of the keys under a stop block n fixed in the instrument (Fig 9)
and thus locks all keys in the circuit.—To each of these swinging pieces is fixed a
projecting piece of metal (o Fig. 7) which draws over the needle in either direction
and assists its movement, and by an extra spring attached to the key a current is
sent to take lock off the signal lever at the station in the rear. The current that
draws up the lock of the keys also works the disc to and fro. The induced
needle is made half of brass or other non magnetic metal, and half soft iron or other
magnetic metal. For the reseting apparatus I use a lever rod (r Fig 10) rounded
or forked to fit the rail at one end, and this end is placed either inside the rail to
be pressed by the flange of the wheels directly or placed under a spring, or is by
preference placed outside the rail, a little above its level, so that the tread of the
wheel, which is wider than the rail, presses it down, the other end of the lever rod
being fixed to a small round bellows s, which contains a spring, and through which
passes a rod. On the top of the bellows is a valve tap and two or more springs 8'.
so that when the wheel of the train presses the lever rod down the other end rising
closes the bellows 8 and makes contact by pushing the rod 82 through the springs 8',
and as the air takes time to open the bellows again, I make a required prolonged
contact or contacts by my tap and leakage sufficient for sending a current to reset
the apparatus. One end of lever being attached to the bellows takes time to regain
its position, which saves action on it and assists the opening of the bellows also.-
When it is required that the apparatus shall only be reset by the last vehicle (as
shown in Figs 11 and 12) in the train, as a security against trains becoming
divided, I arrange my resetting apparatus as follows.-I use a fixed angle piece t
of wrought or cast malleable iron or other suitable metal on the top of the bellows 8,
in such a position that a piece of iron fixed on the last vehicle similar to the fixing
of a tail lamp (and this piece of iron may be of any shape and fixed on any part
of the last vehicle) strikes the piece of iron on the bellows, which closes them and
makes contact in the same way as by depression of the wheel.-This acts so quicky
that it is immaterial how quickly a hard blow is given by a fast passing train.-I
likewise use a light girder (Fig. 13) of iron or other metal fixed at its two ends
on cross sleepers 1, 2, 3, 4, as shown so that it rises and falls with the road but does not
touch any of the intermediate sleepers.-The end sleepers are well packed or placed on
cement and the bellows or contact box is fixed on the girder and the end of its
lever comes under the rail, so that by the deflection of the rail and the play of the

page_text: road, the pressure on the end of the lever is sufficient to raise it and make
the required contact; the lever in this system need only be an iron rod, the
end of which in rising joins two ordinary springs, the joining of which resets
apparatus in the signal box.-The advantages of these systems are that being
electrical little movement is necessary to make contact, and the resetting apparatus
may be placed anywhere and at any distance from the signalman's box.―The
bellows and other contact makers are cased in iron and are damp proof and well
protected. For assisting the signalman in signalling trains, I use an indicator or
describer (Figs 14 and 15) which is actuated by a ball rolling down inclined planes
of metal (see dotted lines Fig. 14) as the ball makes contact in its course so a
needle works round a dial (Fig. 15) at the station in advance, showing which train
is approaching "passenger,"
37 68 express" or "goods" etc.
"
The sending box has a vertical row or rows of holes (Fig 14) each hole labelled
according to the train which is to be described, and by putting the ball into any
particular hole the needle on the dial (Fig 15) at the other end points corre-
spondingly; and thus shows what train is coming. After the lock has been taken
off the starting signal, at the station in the rear, in foggy or thick weather when it is
difficult or impossible for the driver to see signals he is approaching, I fix to the
arm of the signal carrying the balance weight (v Fig 13) a wire which works
a piece of iron (w Fig 13) at any given distance from the distant signal.-When
the distant signal is pulled off and all is right for the train to proceed, the iron arm
is pulled back, and when the signal is at danger, it falls forward by its own weight,
and thus wire and weights will help the balance weight to act on the signal.-On
the engine is fixed a bell, battery, and bellows resetting apparatus before described
to which is attached a lever which hangs from the engine. When the signal is at
danger" and the piece of iron worked by it is forward the lever on the engine
strikes it compresses the bellows, and starts an electric bell on the engine ringing
which will continue to ring till the driver stops it.-When the distant signal is
at "all right" the iron is withdrawn and the train passes it without any signal
being given to the driver, or the signal rod or lever balance iron, instead of pulling
a wire, may be made to make electrical contact and either join the line wire
put on earth wire or battery wire to a wire running to an insulated piece of metal
by the side of the rail, so that when a spring or brush on the engine touches it the
bell on the engine starts ringing which it will do when the signal is at "danger"
and will continue to ring till stopped by the engineman. I also this piece of
insulated iron by the side of the rail, so that the wheel or wheels passing over it,
joins it to the rail, through the wheel, and thus an earth or other connections are
made. This system I use for resetting the locking apparatus also.-The relay
(Fig 16) consists of a pair of coils and armature fixed on piece of watch spring b¹
for flexibility.-The other end of the armature has two springs c', attached
as shown. An adjusting screw is fixed between said springs c¹, which with
the springs work onto contacts behind it, so the springs and screw all make
contact.
One spring is so made as to make first and last contact and take the spark, and
prevents same from the other two points of contact.
Having now particularly described and ascertained the nature of the said
Invention and in what manner same is to be performed I hereby declare that I
claim the Invention of "Improvements in Apparatus for Signalling upon Railways
by Means of Electricity" substantially as herein before set forth and described in
which the following are particular and important points or features:-
(1) The locking and unlocking of the signal or point lever in one or both positions,
substantially as shown in Figs 1, 2, 3, and 4 of the accompanying Drawings, also
the application of a special lever with similar electrical connections which shall
control any or all levers required in the box for junction, shunting and other
purposes.
(2) The system of working single lines by locking by one action at either end
both starting or other signal levers for up and down trains at each end of the single

page_text: line section. Also the mode of making and breaking contacts by divided
armatures and by pins and springs on armatures.
(3) The pneumatic contact maker, substantially as shown by Figs 10 and 11.
(4) The block and locking instrument, substantially as shown and described by
reference to Figs. 8 and 9.
(5) The train described with rolling contact, ssubstantially as shown and described
by reference to Figs 14 and 15 of the accompanying Drawings
(6) The striking arrangements for resetting apparatus and the insulated piece of
metal by side of rail by which the wheels make contact for resetting the apparatus,
substantially as herein described.
(7) The arrangements for warning the driver on approaching the signal substan-
tially as herein before described.
In witness whereof I the said Charles Ernest Spagnoletti have hereunto
set my hand and seal this Twelfth day of July One thousand eight
hundred and eighty two..
Vitness:-
W. HILLIER
21 Cockspur Street
London S.W.
C. E. SPAGNOLETTI. (L.S.)