In- PROVEMENTS IN SIGNALLING ON RAILWAYS
Year: 1870

page_text: LETTERS PATENT to Henry Arthur Dibbin, of Stoke-upon-Trent, in
the County of Stafford, Civil Engineer, for the Invention of "In-
PROVEMENTS IN SIGNALLING ON RAILWAYS."
Sealed the 10th March 1871, and dated the 6th December 1870.
PROVISIONAL SPECIFICATION left by the said Henry Arthur Dibbin
at the Office of the Commissioners of Patents, with his Petition,
on the 6th December 1870.
I, HENRY ARTHUR DIBBIN, of Stoke-upon-Trent, in the County of
Stafford, Civil Engineer, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN SIGNALLING ON RAILWAYS," to be as.
follows:-
My Invention consists of the improvements herein-after described in
signalling on railways, by the use of which improvements a railway train
in motion on the railway is informed by a detonating or other signal
if there is a train before it within any prescribed distance. By the
information so conveyed collisions between trains may be avoided.
My improvements are as follows :-I place at certain distances on the
line of a railway a series of voltaic batteries. In connection with the
•

page_text: .
said batteries are conducting wires, contact breakers, and detonating or
other signals arranged in the following manner:-I fix near the line of
railway a voltaic battery which I will call battery No. 1, and at a
distance of a quarter of a mile or other prescribed distance in advance of
the battery No. 1 I fix another battery, which I will call battery No. 2,
and so on through the whole length of the line. The battery No. 1 is by
means of the earth and conducting wires so connected with the battery
No. 2 that when the electric current of the battery No. 1 is completed it
acts upon a needle or magnet at battery No. 2, and thereby closes an
interruption of the circuit of the said battery No. 2. The current from
No. 2 battery proceeds back past battery No. 1, and is connected with a
detonating or other signal, the distance between the said signal and the
battery No. 1 being greater than the length of the longest railway train.
The circuit of battery No. 2 has a second interruption near to the signal.
By the flange of one of the wheels of a passing train or other part of
the said train acting on a contact breaker an interruption of the circuit of
battery No. 1 is closed, and the circuit of battery No. 2 is closed excepting
"the interruption near the signal. This state of things remains until the
train which has passed battery No. 1, and which I will call No. 1 train,
reaches the battery No. 2, and if before train No. 1 reaches battery No. 2
a second train reaches the signal at the rear of battery No. 1, the said
second train acting on a contact breaker closes the interruption near the
signal, when the circuit of battery No. 2 being complete the detonating
or other signal at the rear of battery No. 1 is acted upon and informs the
driver of No. 2 train that No. 1 train has not yet past battery No. 2.
When No. 1 train passes No. 2 battery it breaks contact at that battery
and closes that of No. 3, and the apparatus is thus put into the condition
necessary to cause the passing of No. 2. train near No. 2 battery to
detonate or act on the signal' near that battery if No. 1 train has not
passed No. 3 battery. The arrangements of batteries, signals, contact
breakers, and wires described being continued the whole length of the
line, any train passing along the line is informed by the self-action of the
apparatus that within a certain distance in advance of it there is a train
on the line, or the line is clear, as the case may be. Besides the method
described of actuating the signalling apparatus by the passing of a train
it may also be actuated by a policeman or other person, or by the opening
or closing of crossing gates, or by drawbridges or otherwise.

page_text: SPECIFICATION in pursuance, of the conditions of the Letters Patent,
filed by the said Henry Arthur Dibbin in the Great Seal Patent
Office on the 2nd June 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
ARTHUR DIBBIN, of Stoke-upon-Trent, in the County of Stafford, Civil
Engineer, send greeting.
..
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Sixth day of December, in the year
of our Lord One thousand eight hundred and seventy, in the thirty-
fourth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Henry Arthur Dibbin, Her special
licence that I, the said Henry Arthur Dibbin, my executors, adminis-
trators, and assigns, or such others as I, the said Henry Arthur
Dibbin, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times there-
after during the term therein expressed, should and lawfully might
make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Inven-
tion for "IMPROVEMENTS IN SIGNALLING ON RAILWAYS," upon the condition
(amongst others) that I, the said Henry Arthur Dibbin, my executors
or administrators, by an instrument in writing under my, or their, or
one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same.was
to be performed, and cause the same to be filed in the Great Seal Patent
3 Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said Henry Arthur Dibbin, do hereby
declare the nature of my said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the Drawings
hereunto annexed and to the letters and figures marked thereon (that is
to say) :-
My Invention of "Improvements in Signalling on Kailways" consists
of the improvements herein-after described, by the use of which improve-
5 ments the driver or guard of a railway train in motion on the railway
is informed by a detonating or other signal if there is a train before it

page_text: '
within any prescribed distance. By the information so conveyed
collisions between trains may be avoided.
My improvements are as follows:-I place at certain distances on the
line of railway a series of voltaic batterics. In connection witli the said
batteries are conducting wires, contact breakers, and detonating or other
signals, arranged in the following manner :-I fix near the line of
railway a voltaic battery, which I will call battery No. 1, and at a
distance of a quarter of a mile or other prescribed distance in advance
I of the battery No. 1, I fix another battery, which I will call battery
· No. 2, and so on through the whole length of the line. The battery No. 1
is by means of the carth and conducting wires so connected with the
battery No. 2, that when the electric current of the battery No. 1 is
completed it acts upon a needle or magnet at battery No. 2, and thereby
closes an interruption of the circuit of the said battery No. 2. The
current from No. 2 battery proceeds back past battery No. 1, and is 1
-connected with a detonating or other signal, the distance between the
¡ said signal and the battery No. 1 being greater than the length of the
. longest railway train. The circuit of battery No. 2 has a second inter-
·ruption near to the signal. By the flange of one of the wheels of a
passing train or other part of the said train acting on a contact breaker 2
an interruption of the circuit of battery No. 1 is closed, and the circuit
of battery No. 2 is closed, excepting the interruption near the signal.
This state of things remains until the train which has passed battery No. 1
and which I will call No. 1 train reaches the battery No. 2, and if before
¡train No. 1 reaches battery No. 2, a second train reaches the signal at 2
the rear of battery No. 1, the said second train acting on a contact
breaker closes the interruption near the signal, when the circuit of
battery No. 2 being complete the detonating or other signal at the rear
of battery No. 1 is acted upon and informs the driver of No. 2 train
that No. 1 train has not yet passed battery No. 2. When No. 1 train 3
passes No. 2 battery it breaks contact at that battery and closes that
of No. 3, and the apparatus is thus put into the condition necessary to
cause the passing of No. 2 train near No. 2 battery to detonate or act
upon the signal near that battery, if No. 1 train has not passed No. 3
battery. The arrangements of batteries, signals, contact breakers, and 3
wires described being continued the whole length of the line, the
driver of any train passing along the line is informed by the self-action
of the apparatus that within a certain distance in advance of it there

page_text: is a train on the line, or the line is clear, as the case may be. Besides
the method described of actuating the signalling apparatus by the.
passing of a train, it may also be actuated by a policeman or other
person, or by the opening or closing of crossing gates, or by drawbridges,
or otherwise.
Having thus stated the nature of the said Invention I will proceed
to describe more particularly in what manner the same is to be per-
formed, by the aid of the accompanying Drawings, in which are
represented arrangements of apparatus adapted for carrying the In-
vention into effect.
The apparatus referred to consists mainly of three parts, viz*., elec-
trical batteries, rail contacts, and detonating signals, all of which are
herein-after separately described, and their mutual connections are
indicated.
Electrical Batteries.-In Fig. 1 A and B represent two electrical
batteries, one at any convenient distance in advance of the other, with
conducting wires for effecting the required communications between
the said two batteries, and also with the battery before and behind each
respectively, and with the signals arranged at any convenient distance
from each battery. The battery may be of any permanent and portable
description, and its strength may be regulated according to the amount
of duty it may be required to perform. It should also be enclosed and
protected by any suitable means from frost and wet, and otherwise
arranged in such a manner as to ensure its capability of transmitting
currents of electricity with regularity when acted upon by the passing
trains successively. At Fig. 2 is shown a commutator or reversing
apparatus contained in the battery box for the purpose of effecting the
cutting off or reversing of a current as required.
With reference to the operation of the batteries it may be stated
that a passing train or other motive agent in actuating the rail contact
(herein-after described) at D, Fig. 1, reverses or annuls the current of
the previous length by closing an interruption to the earth circuit
thereat, upon which the current being induced through the electro-
magnet No. 2, the keeper or armature, which (as shewn in Fig. 2) is
5 common to both magnets No. 1 and No. 2 is attracted thereto as usual,
and the movement thus obtained is employed to effect a further elec-
trical contact, as shewn at X, in Fig. 2. The contact may be main-
tained as required by any approved means, as, for example, by means
:

page_text: by a stud or projection on the diaphragm f. The lever 6 may be confined
to the spring a, if required, by means of a staple or otherwise, in order
to insure its acting in conformity therewith. The iron box in which
the cylinder a works is made so as to keep out water or rubbish, either
by having gutta percha sheeting placed between the fitting surfaces of
the parts of the box or otherwise. The cavity in which the cylinder
works is filled with mercury up to the level of the aperture d, but is
prevented by the air in the cylinder from rising to the level of the
metallic surfaces or contact points of the wires, with the exception of
which the wires are insulated.
In Figures 6, 7, 7, 7, and 8 are shown another form of apparatus
adapted to secure unintermittent or continuous electrical contact during
the progress of a train. Fig. 6 is a longitudinal elevation, and Fig. 7
a plan in which is shewn an iron or steel bar, longer than any interval
between the several wheel bases in the train, adapted and applied to the
side of the rail, a continuous depression of which bar is caused by the
passage of a train. The said bar is balanced as required by springs or
counterpoises, and is set at a slight elevation above the head of the rail,
in close proximity to the outer edge thereof. The depression of the
bar caused by the pressure of the running wheels thereon is employed to
effect a mechanical and electrical contact, as was the spring a in the
former instance, but instead of working a rocking cylinder the depres-
sion of the bar is caused to act on an elastic or balanced piston h (shewn
in the enlarged view Fig. 8) in the box from the bottom of which piston
project the bared ends of the double and insulated wire, which ends are
caused by the depression of the piston h to dip into the two insulated
cups of mercury as shewn, and thereby effect the required electrical
contact. From the said insulated cups of mercury likewise proceed
severally (as shewn in Figures 4 and 5) the earth wires necessary to
complete the passage of the electric currents to their respective des-
tinations, and these wires are covered and enclosed, insulated and
protected as required, they are also connected with the usual system
of telegraph poles and wires. In Figures 7 and 7 is shewn in side
elevation and cross section a modification of the last-described apparatus
adapted to suit curves and other requirements of railways. In this case
instead of applying a flat bar on the outer side of the rail a length of
angle iron with curved or turned ends is applied to the inner side of the
rail, and this form of metal may be readily bent on the spot to the
'

page_text: required curve or to an approximation thereto, by one bend or per-
manent deflection being given to it at or near the middle thereof. The
said angle iron is mounted on crank arms, so as to admit of its being
moved laterally away from the rail by the pressure of the flanges of the
running wheels, such lateral motion of the angle iron being transmitted
to a contact box like that represented in Figures 4 and 5, the angle iron
being employed in substitution for the spring a. The crank arms on
which the said angle iron is mounted are connected at one end to the
angle iron and at the other end to vertical pivots (shewn in Fig. 7)
fixed in brackets secured to sleepers or timbers, to which vertical pivots
are applied spiral springs for returning the angle iron to its normal
position on the removal of the pressure therefrom. The angle iron is
also supported as may be required on small rollers or bearings fixed to
the sleepers of the permanent way, or by clips to the under side of the
rails. It will thus be seen that the same object of continuous contact is
secured by both the two last-described forms of apparatus, but that the
arrangement with an angle iron is specially adapted to curves and other
variations of form in rails. Other modifications of apparatus may like-
wise be employed to suit different forms of rail and road, whether of
broad or narrow guage.
Dotonating Signals.-Figures 9 to 13 shew the electro-dynamic
apparatus employed for the discharge of detonating signals through the
instrumentality of the electric currents, and the apparatus herein-before
described. The second closure of the electric circuit (herein-before
referred to) which takes place at or near the fog signal or repeater G,
Fig. 1, completes that circuit, and the current passing through the
electro-magnet M, Figures 9 and 10, the keeper or armature K is
attached thereto, its movement being facilitated by the provision of
glass or porcelain cups or bearings for its hinges to work in. The
movement of the keeper or armature is communicated to a small lever L
through a small sliding bar or stiff wire I, which being connected to the
said keeper or armature at one end, is by the said movement of the same
caused to depress a portion of the lever L, and mount over the obstruc-
tion thereon. On the cessation of the actuating electrical current, the
keeper or armature (being so mounted as that the force of gravity and
the electrical attraction are somewhat opposed) returns to its position,
its too great divergence from the magnet being prevented. The lever L
has likewise at one end a catch, which prevents the falling of a top

page_text: weighted trigger or reversed pendulum P, when the apparatus is in its
normal or quiescent state, but when the lever L has been depressed by
the said movement of the keeper or armature, the trigger or pendulum P
is allowed to fall and strike another trigger T, Fig. 10, thereby raising
or jerking from its seat the short stay or rigid bar S, and allowing the
upright shaft U to turn on its bearings, such turning being caused by a
weight W secured to a chain passing over a pulley V and wound round
a drum D. The turning of the shaft U is limited to a quarter revo-
lution or other convenient distance by means of a chain or other flexible
) connection fastened between the projecting lever H and the trigger P
in such a manner as by its tightening to pull back this trigger into its
normal position, where it is retained by the catch on the lever L before
the shaft U has completed its partial revolution. The drum D having
catches or detents on its periphery (corresponding in number with
5 the divisions of the cartridge box herein-after described) is caught or
arrested by any one of the detents or catches striking against the
swinging or hinged arm H (Figures 9 and 10) and this lever or arm is
likewise detained from further movement by the short stay S having
dropped into its seat during the partial revolution of the shaft U,
O after the arm H has passed the catch or detent on the drum D it is
forced back into its place by a spring or a pendulous weight R and
the stay S being connected thereto is caused to drop into its seat,
and thereby check the further movement of the drum D. Upon
the shaft U is fixed a cylindrical cartridge box O', which is perforated
5 with as many chambers as there are catches on the drum D. Under
this cartridge box is fitted a plate A with only one aperture in it, not
smaller in size than either of the chambers in the said cartridge box,
and immediately over the discharge pipe E, on which plate the cartridges
are slidden. By this arrangement when a cartridge is brought by the
O revolution of the shaft U over the aperture of the plate, it will drop
down through the pipe or outlet E on to the anvil B and there be
exploded. The cartridges are made conical at one end, and as long or
nearly so as the chambers in the cartridge box C³, and in the lower or
conical end of each cartridge is inserted a thin hollow glass ball, slightly
5 projecting and containing any well-known composition that will ignite
on percussion. The cartridge is also adapted to give in exploding one,
two, or more distinct reports, as may be preferred, and it is weighted to
add to its momentum in falling; C' is an upper cartridge box or reservoir
fixed in any suitable manner, free and apart from the shaft U and

page_text: .
adapted to afford a convenient supply of cartridges to the lower cartridge
box C³. This box O' may be fitted with any number of chambers, and is
so fixed or mounted as to be readily removed, recharged, and replaced.
The whole of the apparatus shewn in Figures 9 and 10 is enclosed in
a box and suitably protected from weather, and is fixed to a post or
column indicated at G in Fig. 1, which is intended to be placed in con-
venient proximity to the rails. Also the apparatus described with
reference to Fig. 10, is fixed to a suitable slab of wood or iron, so that
it may be readily removed from or connected to the said post or column
as may be required, and the electrical wires although connected with
this moveable slab may be likewise readily detached by the use of
binding screws as shewn or by other suitable means. Also the revo-
lution of the shaft U or the pulley V may be adapted and applied to work
a disc or other semaphore signal, the shaft of which is indicated at Y,
the requisite connections being formed by suitable toothed gear common
to the shaft Y and pulley V. And inasmuch as the movements of the
apparatus just described occupy an appreciable amount of time the said
post or column is so placed in relation to the rail contact which com-
pletes the necessary circuit through the magnet M, as that the speed of
the train within certain known limits shall not have carried it past the
detonating signal before the explosion takes place. At Fig. 13 is repre-
sented a means of employing (as at level crossing gates) the closure of
the electrical circuit, herein-before referred to, in order to discharge or
explode one fog signal or cartridge at a time. And this is effected by
the well-known method of passing the current through a small portion of
wire, which wire is too small to allow of the free passage of the current.
This wire is contained in the inflammable or explosive body of the
cartridge, and (as is well known to electricians) the -obstructed current
will heat the fine wire to redness, and so explode the cartridge. It is to
be observed that the cartridge here referred to is distinct in its con-
struction from that previously described, but they are both constructed
so as to be waterproof.
In order to insure a clean metallic surface at the points of junction
between the line wires and those of the cartridge (which project) the latter
are covered with a coating of common solder, and the cartridge when
secured in its place has these ends permanently immersed in insulated

page_text: earth wires are taken therefrom (as herein-before described) in suitable
ways to their respective destinations.
Having thus described the nature of the said Invention, and in what
manner the same is to be performed, I would here remark that I do not
claim as of my Invention any of the apparatus herein-before described,
otherwise than as adapted for the purpose of carrying into effect tho
object of working signals on railways by means of electrical batteries
arranged and combined in the manner described; neither is my Invention
confined to the use of the precise forms of apparatus represented and
described; but I hereby declare that what I do claim as of my Invention
is,―
First. The combination and arrangement at prescribed distances on a
line of railway of a series of electrical batteries, conducting wires, contact
breakers, and detonating or other signals, by means of which the said
signals may be worked by passing trains in such a manner as to indicato
to the driver of a train that there is a train before it within a prescribed
distance, or that the line is clear as herein-before described.
And, secondly. The apparatus herein-before described for the purpose
of working the signals, whether such apparatus be set in motion by
passing trains or by other motive agents.
In witness whereof, I, the said Henry Arthur Dibbin, have herc-
unto set my hand and seal, the First day of June, in the year of
our Lord One thousand eight hundred and seventy-one.
HENRY ARTHUR DIBBIN. (L.S.)
25 Witness,
GEORGE RUCE,
Inglis Street,
Stoke-upon-Trent,
Civil Engineer.