Trains on Railways.
Year: 1888

page_text: Date of Application, 7th Feb., 1888
Complete Specification Left, 5th Sept., 1888
Complete Specification Accepted, 16th Nov., 1888
Trains on Railways.
We, WILLIAM HENRY CHILDES, of 51, Peel Street, Lower Tranmere, in the County
of Chester, Signalman, and WILLIAM LESLIE MILNE of the same address, shop-keeper
do hereby declare the nature of this invention to be as follows:-
This invention has for its object a system of signalling by which the signal-man
can not merely signal the driver, but actually control and stop the engine or put on
the brake.
In consists first of a long light bar with ramp ends placed outside of the outer rail
but parallel thereto. This rests at the forward end on a support, which, by the action
of the signalman's lever and communicating wire, can be raised a few inches, yet
still have a solid support for the rail, this can be done by an eccentric motion, a wedge
motion, or other equivalent mechanisın, counterweighted, if desirable, by a spring or
counterweight, so that the moment the pull is off, the mechanism and the rail carried
thereby return to their normal condition. Attached to the engine, to one side, is a
wheel in adjustable bearings, this wheel is preferably armed with a rubber, gutta-
percha or other soft tough tyre or cover to obviate shocks, it is preferably carried on
an axis supported by a horizontal hinged link, or stirrup attached to a bracket on the
foot plate, a vertical stirrup and rod adjustable by right and left hand screw as regards
length is linked to the axis of the wheel, and provided with ratchet notches into which
work a spring catch with actuating handle and quadrant on the foot board, this rod is
linked to a series of rods linked together by levers connected by levers and links
with the cut off valve, the whistle and the vacuum valve or other moter or actuator
of the brake.
The mode of action is as follows :-
The pointsman or signal man or even a plate layer having turned the eccentric
support, so as to raise the end of the rail about 4 inches, when an engine passes the
spot the wheel risos on the rail and sounds the whistle, or if the rail be raised still
higher, say 8 inches, it also shuts off steam and puts on the vacuum brake, or does

page_text: either as arranged. In some cases, however, instead of as usual with signals having
both "caution" and "danger" there may be only one signal. In such cases, o ne,
any, or all of the whistle brake and steam regulator can be put into action by the
signalling apparatus as may be arranged. In such cases, slotted connections enable
the engine driver to work the brake and regulator independently of the signalling
apparatus. The details of the apparatus can be varied considerably; the following
may be useful. A cylinder with valve at one end connected to the feed pipe from the
engine, the piston rod of the cylinder is connected to the regulator of the engine.
At the back of the cylinder is a tap or cock that shuts when the lever of the valve
is raised to admit steam into the cylinder. The valve lever is held down by a spring
until raised for action by the rods connecting with the wheel and raised rail before
mentioned.
The movable rail can be T iron, say 24 feet long, depressed in ramp form at both
ends. At the facing end a small flange casting can hold the bar, and can be fixed
itself to the sleepers or to the ground, so as to stand two inches below the rails, so as
to clear the engine. At the other end is preferably arranged a strong casting with a
counterweighted lever connected with the signal wire, this lever carries or actuates the
raising mechanism for the rail.
Dated this Gib day of February 1808
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Agents for the Applicants.

page_text: Trains on Railways.
We, WILLIAM HENRY CHILDES of 51, Peel Street, Lower Tranniero in the County
of Chester, Signalman and WILLIAM LESLIE MILNE of the same address, shopkeeper,
do hereby declare the nature of this invention and in what manner the same is
to be perforined, to be particularly described and ascertained in and by the following
statement :-
This invention has for its object a system of signalling by which the signal-man
can not merely signal the driver, but actually control or stop the engine or put on
the brake.
The invention may be described by aid of the accompanying drawings, in which,
Figure 1 is a side elevation of the engine section of our improved apparatus,
parts of the apparatus being in section, and a portion of the engine and side of the
cab being removed.
Figure 2 is a transverse section through the cab and frame of the engine, showing
back elevation of the engine section of the apparatus.
Figure 3 is a side elevation of the mechanism composing the permanent-way section
of the apparatus.
Figure 4 is a rear elevation of said mechanism.
A is the locomotive, and B the rail. Cis a long light bar, having its ends turned
downwards. It is placed preferably on the off-side of the outer rail B and parallel
thereto, being pivoted at its front or facing end to a fixed support C¹ and resting at its
rear or trailing end upon a movable support connected by the communicating wire d
with the signal-man's lever or its equivalent. The movable bar O may be of T-iron,
or of iron of other suitable section, and it may be of any convenient length,
say 24 feet. The support O' at its facing end may he fixed on a sleeper or in other
suitable manner, in such a position that the bar at that end may be slightly below the
level of the rail. The support for the free or trailing end of the bar is preferably a
strong cam D, having a groove d' in its upper edge within which the web of the har
is retained. The shape of the cam is such that, when it stands in its vertical position
as shown in Figure 3, the trailing end of the bar C is in its highest position, say a few
inches above the rail, and when it is moved into a position more or less horizontal, the
trailing end of the bar lies slightly below the level of the rail. The cam D is fixed to
a pivot D which is mounted in a bracket D* secured to a suitable foundation D³, and
to the pivot is attached a lever D having a counterweight D or other equivalent
counterbalancing device at one end. The other end of the lever is connected with a
signal wire d by means of which the cam may be moved from a distance, and the
bar C lowered, its raising being effected by the counterweight D' when the wire is
released. Or this operation may be reversed. Instead of a cam or eccentric motion,
a wedge motion, or lever arrangement may be employed in conjunction with a suitable
counterbalancing device so that the moment the wire or its equivalent is released, the
bar C will return to its normal position.

page_text: On the same side of the engine at the bar C, and in the same horizontal position
relative to the rail, there is a wheel E, which is preferably provided with a tyre of
india rubber, gutta percha, or other yielding material, for the purpose of lessening the
concussion between the bar and the wheel, as hereinafter set forth. The wheel Ę is
mounted in a stirrup e, which is pivoted to the lower end of a vertical rod F, capable
of a longitudinal movement in suitable bearings f on the engine frame. The wheel E
is also supported in the rear by a stirrup link e¹, pivoted to a bracket on the engine
frame. The length of the vertical rod F may be adjusted by means of a ferrule fl
provided with right and left hand screws, and the upper end of the rod has a series of
ratchot teeth, adapted to bo engaged by a spring catch G, which serves to retain
the rod in an elevated position when raised by the contact of the wheel E with the
sloping bar C. The spring catch G is connected by suitable levers and links
with a releasing handle II placed conveniently in the cab A¹ for the purpose of
withdrawing the spring catch when desired, so that the wheel E may resume its
normal position.
j
The upper end of the rod F is connected by a lever ; and link with an arm ja
carried by a cross shaft J within the cab. A second arm k, on this shaft, is connected
by a link with the lever handle k² of a steam cock K in such a manner that the cock is
opened each time the wheel E is raised. The cock communicates on the one hand
with the steam space of the the locomotive boiler, and on the other hand with the end
of a small steam cylinder L. The projecting end of the piston rod of this cylinder is
provided with a shoe or crosshead which engages with a pin or projection on the
steam regulator handle M, in such a manner as to check or shut off the steam when-
ever the cock K is opened, while leaving the handle M free to be worked by hand
independently of the piston rod or its crosshead. The cylinder L is also provided
with an exhaust cock N, the lever handle of which is connected by a link n to the
releasing handle H aforesaid. When the exhaust cock is open, the piston may be
returned to its normal position by a spring, placed preferably within the cylinder I,
or it may be pushed back by the regulator handle when the latter is reversed.
A third arm p on the cross shaft J is connected by a link p' and arm p² with a
second cross shaft P, so that the latter is oscillated synchronously with the cross
shaft J. The cross shaft P carries a socond arm, having pivoted to its end, a
depending rod q', which is reciprocated at each oscillation of the shaft P, that is at
ench movement of the wheel E. The length of the rod q¹ can be adjusted by a right
and left hand screwed ferrule q, Figure 2, and the lower end of the rod is provided
with a slot g³, which engages a pin on the handle of the brake valve Qin such a
manner that as the wheel E is raised, the rod q' is depressed, and the valve operated
to put on the brakes. The slot 9³ admits of the brake valve handle being operated
independently of the rod q. Where the construction of the brake valve is such that
its handle requires to be raised to operate the brakes, the connections between the
handle and the shaft P may be modified accordingly.
The second cross shaft P carries also a third arm 7, Figure 2, which projects
upwards and is provided with a pin which engages the actuating handle R of the
whistle in such a manner that the whistle is sounded each time the shaft is operated
by the raising of the wheel E. The handle R can, however, be worked and the
whistle sounded independently of the arm r.
It will be obvious that other arrangements of levers, links, etcetera, might be
employed for connecting the vertical rod F with the steam valve K, brake valve and
steam whistle, and the spring catch and eduction valve M with the releasing handle
the, precise arrangement depending in great measure upon the construction and
arrangement of the locomotive and its mountings. We do not therefore limit our
invention to the particular arrangement shown.
The mode of action is as follows:
The signalman, pointsman or other person causes the cam D to be moved so as to
raise the trailing end of the bar Ca few inches above the rail B. Or an apparatus of
a suitable description might be connected with the cam in such a manner as to raise
the end of the bar C automatically in certain eventualities. If a locomotive, fitted

page_text: with signalling apparatus, such as hereindescribed now passes the bar C in the
direction of the arrow in Figure 1, the rod F will be raised as the wheel rolls
up the bar, and the regulator, brake valve, and steam whistle, will be operated
simultaneously.
The wheel E having been raised and the signal apparatus put into action, the
various parts are retained in position, after the wheel has left the bar C by the spring
catch G. On depressing the releasing handle E the catch is withdrawn, the eduction
valve N closed, the wheel drops and the parts assume their normal positions. The
apparatus on the engine and the mechanism for working the bar C may be so arranged
that when the bar is raised to only half its total travel it indicates "caution" and the
whistle only is sounded, or the whistle sounded and the steam partially throttled,
whereas, when the bar is raised to the full extent of its movement, "danger" is
indicated, and the whistle, regulator, and brake valve, are all instantly operated.
Either the whistle, regulator or brake can be disconnected from the signal apparatus,
if desired.
The connecting wire d may be attached to the wires of two or more signals so as to
be operated independently by any of them. The apparatus may also be connected
with the gates at a level crossing, whereby the engine-man may be warned and the
engine stopped when the gates are open. Or it may be employed to protect a standing
train in a station, the train acting to keep the bar raised so long as it remains in the
station. Or one or more permanent way sections of the apparatus may be connected
to a bridge or viaduct, or to a dangerous part of the line, so that in case of a
breakage, land-slip, etcetera, the bar or bars C would be raised to indicate
"danger," and the trains in one or both directions stopped in time to prevent an
accident.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, we declare that what
we claim is :-
1. The mechanism, substantially as set forth whereby the vertical movement of a
wheel E on the locomotive is cominunicated to the steam regulator, the brake valve,
and the whistlo, in such a manner that the said regulator, brake valve, and whistle,
or any or all of them, are (or is) actuated as required substantially as and for the
purposes described.
2. In combination with the mechanism for actuating the steam regulator, brake
valve and whistle, the mechanism substantially as set forth for retaining the said
actuating mechanism in position and for releasing the same when desired.
3. The mechanism for raising and lowering the trailing end of the operating bar C,
substantially as and for the purpose described.
Dated this 4th day of September 1888.