IMPROVEMENTS IN " PROAL
Year: 1873

page_text: LETTERS PATENT to Edward Umbers, of Weston Hall, near Leam-
ington Spa, in the County of Warwick, Farmer, and Arthur George
Fenn, of Beccles, in the County of Suffolk, Engineer, and William
Thomas Whiteman, of No. 35, Maitland Park Road, in the County
of Middlesex, Gentleman, for the Invcution of "IMPROVEMENTS IN
"
PROVISIONAL SPECIFICATION left by the said Edward Umbers,
Arthur George Fenn, and William Thomas Whiteman at the Office
of the Commissioners of Patents, with their Petition, on the 4th
January 1873.
We, EDWARD UMBERS, of Weston Hall, near Leamington Spa, in the
County of Warwick, Farmer, and ARTHUR GEORGE FENN, of Beccles, in
the County of Suffolk, Engineer, and WILLIAM THOMAS WHITEMAN, of
No. 35, Maitland Park Road, in the County of Middlesex, Gentleman,
do hereby declare the nature of the said Invention for "IMPROVEMENTS
IN AND APPARATUS FOR SIGNALLING OF RAILWAYS," to be as follows;–
-
Our Invention consists of an improved system of signalling on railways,

page_text: The object of our Invention is to signal from one train to another on
the same line of rails in such a manner that the guard of the leading
train shall signal to the engine driver and guard of the next succeeding
train at a distance of three quarters of a mile or other suitable distance
by means of red and green lights or discs exhibited to such driver and
guard on the engine and in the break van respectively of such succeeding
train. For this purpose we furnish the engine and break van of each
train with apparatus for exhibiting the red and green lights or discs
aforesaid, which apparatus is worked as required by other apparatus fixed
to the sleepers or on the permanent way, the latter apparatus being
worked either by other apparatus carried by the break van of the
preceding train, or by the railway officials on the line.
The apparatus constituting our Invention is constructed and arranged
and acts as follows:-The first portion of our apparatus consists of setting
apparatus, which being acted on by mechanism carried by the break vans
of passing trains pulls main chains, which, by means of short connecting
chains raises tappet levers mounted on a post or frame three-quarters of
a mile or other suitable distance in the rear of the said setting apparatus,
tappets, or friction rollers, on which tappet levers act on apparatus carried
by the engines and break vans of the trains, for the purpose of exhibiting
the red and green lights or discs as aforesaid. One setting apparatus
works the chains for raising the red light or disc tappet lever, and the
other setting apparatus works the chains for raising the green light or
disc tappet lever. Each setting apparatus consists of two arms carried
by the same axis, so as to constitute a bell-crank lever. One of these
arms which is acted upon by the apparatus carried by the train is
counterbalanced, so that when not so acted upon the said lever remains
in a vertical or nearly vertical position. That portion of the said lever
which turns on the axis aforesaid is turned so as to allow of the other
arm (which is keyed to its axis, and which when not in action lies in a
horizontal or nearly horizontal position) working within the forked
portion, there being sufficient space between the said arms for the main
chain to pass through, and the horizontal arm having an eye, through
which also the said chain passes. The said chain is kept in a state of
tension by counterpoises. The setting levers are fixed at such heights
that their vertical arms shall stand in the paths of friction rollers carried
by the guards' vans of passing trains so as to be depressed thereby.
When one of the said arms is thus depressed the main chain is gripped

page_text: between the said arm and the horizontal arm, and the latter rises and
gives the necessary pull, which done the levers return to their normal
positions, and release the said chain which is tightened by the counter-
poises aforesaid. The axis on which the setting lever is mounted is
squared so as to receive a key when it is desirable to work the signal by
hand

page_text: through the chains aforesaid, the said releasing fingers acting on the
said quadrants turn the catch levers on their axes so as to move the lugs
on the said levers away from the lugs on the tappet levers, which are
thus allowed to fall into their normal positions. A gong may be combined
with this releasing action.
The apparatus for working the setting lovers consists of three blocks,
which slide one above another in an inclined case affixed to the under
frame of the break van. The upper one of these blocks is for working
the "all right" signal; the next block is for working the danger signal,
and the lowest block is for working the caution signal. The outer ends
of these blocks carry friction rollers, the inner ends being jointed to the
lower ends of hand levers, by which the said blocks are worked. The
said levers are locked in position by catches, which engage in notches
formed in fixed sectors, between which the said levers work. When it
is necessary to give a signal to a following train the guard unlocks the
proper hand lever and lowers the block to which it is jointed so as to
bring the friction roller carried by such block into position for acting on
one or other of the setting levers, and thus transmit the caution or the
danger, or the "all right" signal as required.
The apparatus carried by the engine and break van for receiving and
exhibiting the signals consists of two pairs of arms mounted on axes so
so as to act as bell-crank levers, the said levers being suitably connected
to rods or arms carrying the red and green glasses or discs so that when
one of the said levers is acted upon by one or other of the friction rollers
carried by the tappet levers of the delivering apparatus it raises one of
such glasses or discs, and thus exhibits the necessary signal. The
apparatus which works the red glass or disc in the break van is provided
with an arm which, when the said glass or disc is raised by the friction
roller on the delivering apparatus so as to give tho danger signal, releases
the sliding block which acts on the red glass or disc setting levers. By
this arrangement when the danger signal is received and exhibited in
the break van the apparatus for transmitting the said signal to the
following trains is set automatically.
Instead of arranging the delivering apparatus as herein-before described
so as to act on bell-crank levers carried by the foot board of the van the
mechanism of the said apparatus may be mounted in a T-shaped frame
set in the six foot way, the frame being of such a height and sizo that

page_text: the tappet levers may be brought into the paths of the bell-crank levers
which actuate the mechanism for exhibiting the red or green glasses or
discs, which bell-crank levers are in this case mounted on the roof of the
van. The release of the tappets is effected by an incline (in licu of the
curved plate herein-before referred to), which incline is fixed on the
roof of the van, and acts on the catch lever.
"
"
The mode of using our improved signalling apparatus is as follows :—
When the guard of a train deems it necessary to give the " caution or
"danger" signal to the engine driver and guard of the next succeeding.
train he lowers the sliding block which works the " setting apparatus
of the red or green light or disc tappet; or in case of a sudden break
down, which prevents his train from getting up to such apparatus, he
gets out and works the said apparatus by hand with a suitable key. The
said apparatus being worked in either of these ways raises the red or
green light or disc tappet, and when the next succeeding train passes such
tappet the bell-crank levers mounted outside the engine and the guard's
van are actuated and caused to exhibit the red or the green light or disc
to the engine driver and guard. When the red light or disc is exhibited
the sliding block carried by the said van for working the red light or
disc setting apparatus is lowered automatically, so that the train as it
passes the next setting apparatus acts thercon and causes it to set the
red light or disc tappet three-quarters of a mile or other suitable distance
in the rear of the said apparatus, and thus transmits the danger signal
to the next succceding train. From this description it will be seen that
if necessary each succeeding train of a series of trains can be successively
signalled so as to block the whole linc.
Instead of using two chains, one for the green and another for the red
signal, one chain may be used. In this case we prefer to arrange
apparatus for transmitting the signals from one train to another between
the rails of cach line.
The setting apparatus consists of a counterbalanced inclined bar keyed
at one end to a horizontal shaft, which works in bearings affixed to tho
sleepers, the other end of the said bar being connected to a crank on
another horizontal shaft, one end of which projects beyond the rails, and
carries a crank or a sector provided with two excentric rollers for gripping
the chain by which the delivering apparatus is actuated, which chain is
kept in a state of tension by counterpoises at each end. The said

page_text: delivering apparatus, like the delivering apparatus herein-before de-
scribed, is required to transmit the caution and danger signals to the
engine and to the break van, and to be capable of being released either
by the train to which it has delivered the signal, or by a train acting on
the setting apparatus. The said delivering apparatus consists of a bar
keyed to a shaft mounted in a similar manner to that described with
reference to the setting apparatus. The free end of the said bar is raised
by a cam or a crank affixed to a shaft working in bearings carried by the
sleepers to a crank or sector, on which shaft a branch chain from the
aforesaid chain is secured, and the said bar is held in an inclined position
at different heights by a catch or by catches engaging with teeth or
notches formed on or in the bar, or on or in the cam by which it is
raised. The said bar may be lowered by means of a pawl or catch
engaging with a lug or tooth on the catch which supports the said bar.
The said pawl or catch is worked either by the cam or by a crank on the
cam shaft, which latter is actuated either by the setting chain (when the
delivering apparatus is released by a train acting on the setting apparatus,
by which the said delivering apparatus is worked), or by an inclined bar
when the said apparatus is released by the train to which it has delivered
the signal,
The apparatus carried by the break van for acting on the setting
apparatus consists of a bar of wood or metal, the ends of which are
supported by the axles of the van, to which bar is jointed one end of a
bar, the other end of which carries a friction roller, the latter bar being
raised or lowered and fixed at the required heights by means of a hand
lever and catch working between notched sectors affixed to the bar
carried by the axles, the said hand lever being worked inside tho van
through a slot in the floor of which it passes.
The apparatus carried by the van for receiving the signals consists of
a rod or of rods or of levers and rods working in guides, and carrying at
its or their lower end or ends friction rollers, and at the upper part or
parts coloured glasses or discs. The said rod or rods or levers when
raised by its or their friction rollers travelling up the inclined bar of the
delivering apparatus is or are retained in a raised position by suitable
catches.

page_text: break van, which apparatus consists of a block formed in two parts,
which block slides between guides carried by the van, the two parts of
the said block being caused to approach each other and grip the chain by
means of a lever or excentric worked by the guard.
On the danger signal being received in the guard's van a lever, actuated
by the mechanism by which the discs or glasses are worked, raises the
catch which secures the hand lever and allows the bar carrying the friction
roller which acts on the setting apparatus to fall. The apparatus for
giving the red light signal is thus automatically set.
The mode of using this modification of our apparatus is as follows:-
When the guard of a train deems it necessary to give the caution or
danger signal to the engine driver and guard of the next succeeding
train he moves the hand lever so as to bring the bar carrying the friction
roller to such a position that it may depress the inclined bar of the
setting apparatus so as to pull the chain to an extent sufficient to raise
the inclined bar of the delivering apparatus to the height necessary for
raising the green or the red glass or disc.
It will thus be seen that the kind of signal given to the following
train depends on the amount of depression given to the bar of the setting
apparatus, and the consequent corresponding elevation of the inclined
bar of the delivering apparatus. After the transmission of the signal to
a passing train the inclined bar aforesaid is lowered to its normal position
by a friction roller carried by the van acting on the inclined bar by
which the releasing mechanism is worked, and the said releasing
mechanism may be actuated from a train in advance of it by the guard
of the said train lowering the bar carrying the friction roller so as to
cause the setting apparatus to pull the chain to an extent sufficient to
act on the said releasing mechanism only.
The following is another mode of using our apparatus:-Each setting
apparatus is so connected to the delivering apparatus that the train in
passing the former may set the delivering apparatus next in the rear of
the said train for giving the danger signal, and lower the delivering
apparatus next but one in the rear of the aforesaid delivering apparatus.
By this means a portion of the line in the rear of each train may be
automatically blocked, the apparatus for delivering the danger signal to
succeeding trains not being lowered until the preceding train which set
the said apparatus is a safe distance ahead.

page_text: When this system of signalling is adopted the apparatus carried by the
guard's van for acting on the setting apparatus set between the rails, as
herein-before described, may be dispensed with, when a wheel is substi-
tuted for it, the said wheel being mounted loosely on one of the axles of
or otherwise carried by the break van, and being of such diameter as to
give the necessary depression to the setting apparatus.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Edward Umbers, Arthur George Fenn, and William
Thomas Whiteman in the Great Seal Patent Office on the 4th July
1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, EDWARD
UMBERS, of Weston Hall, noar Leamington Spa, in the County of
Warwick, Farmer, and ARTHUR GEORGE FENN, of Beccles, in the County
of Suffolk, Engineer, and WILLLIAM THOMAS WHITEMAN, of No. 35, Mait-
land Park Road, in the County of Middlesex, Gentleman, send grocting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fourth day of January, in the year
of our Lord Ono thousand eight hundred and seventy-three, in the
thirty-sixth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto us, the said Edward Umbers, Arthur
George Fenn, and William Thomas Whiteman, Her special license that
we, the said Edward Umbers, Arthur George Fenn, and William Thomas
Whiteman, our executors, administrators, and assigns, or such others as
we, the said Edward Umbers, Arthur George Fenn, and William Thomas
Whiteman, our executors, administrators, and assigns, should at any
timo agree with, and no others, from time to time and at all times
thereafter 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 Invention
for "IMPROVEMENTS IN AND APPARATUS FOR SIGNALLING ON RAILWAYS," upon the
condition (amongst others) that we, the said Edward Umbers, Arthur
George Fenn, and William Thomas Whiteman, our executors or admin-
istrators, by an instrument in writing under our or their hands and seals,
or under the hand and scal of one of us or them, should particularly
describe and ascertain tho nature of the said Invention, and in what

page_text: manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that we, the said Edward Umbers, Arthur George
Fenn, and William Thomas Whiteman, do hereby declare the nature of
the said Invention, and in what manner the same is to be performed, to
be particularly described and ascertained in and by the following
statement thereof, that is to say :-
Our Invention consists of an improved system of signalling on railways,
and apparatus or mechanism to be used therein.
The object of our Invention is to signal from one train to another on
the same line of rails in such a mannor that the leading train shall sigual
to the engine driver and guard of the next succeeding train at a distance
of three-quarters of a mile or other suitable distance by means of lights
or dises exhibited to such driver and guard on the engine and in the
break van respectively of such succceding train. For this purpose we
furnish the engine and break van of cach train with apparatus, hercin-
after termed the receiving apparatus, for receiving the signal and
exhibiting the lights or discs aforesaid, which apparatus is worked as
required by other apparatus herein-after termed the delivering apparatus,
fixed in or on the permanent way, the latter apparatus being connected
by chains and wires to other apparatus hercin-after termed the setting
apparatus, which is also fixed in or on the permanent way, which
apparatus is actuated by mechanism carried by the break van or engine
of the preceding train, which mechanism we term the actuating
apparatus.
The apparatus constituting our Invention is constructed and arranged
and acts as follows:-The setting apparatus consists of a counterbalanced
inclined bar, keyed at one end to a horizontal shaft or axis jointed to a
bracket affixed to one of the sleepers, the other end of the said bar being
connected to a crank on another horizontal shaft, one end of which
projects beyond the rails, and carries a crank or a sector provided with
excentric rollers for gripping the chain or chains by which the delivering
apparatus is worked, which chain or chains is or are kept in a state of
tension by counterpoises at each end. The said delivering apparatus
consists of a bar keyed to a shaft mounted in a similar manner to that
described with reference to the setting apparatus. The free end of the

page_text: The actuating apparatus herein-before described may be dispensed
with; and a wheel be substituted for it, the said wheel being mounted
loosely on one of the axles of or otherwise carried by the break van, and
being of such diameter or being carried at such a height above the ground
as to give the necessary depression to the setting apparatus.
The arrangement of the parts of the actuating, setting, delivering, and
receiving apparatus herein-before described may be modified as follows:
-The inclined or curved bar may be carried by the engine or break van,
and the friction rollers may be mounted on the setting and delivering
apparatus, the arrangement of the chains in this case being the same as
in the arrangement hercin-before described.
Having now described the nature of our Invention we will proceed to
describe the manner in which the same is to be performed, referenoc
being had to the accompanying Drawings and to the letters and figures
marked thercon. The same letters and figures of reference indicate the
same parts in all the Figures of the Drawings. The arrows show the
directions in which the trains travel.
Figures 1 and 2 represent in elevation, partly in section, and plan
respectively a portion of the permanent way of a railway, with the
setting apparatus mounted thereon. A, A, are sleepers, and B is one of
the rails; C is a bar jointed at c¹ to a bracket or bearing c², bolted to
one of the sleepers. The bar C is connected by a forked link c³ to a
crank D, keyed to a shaft d', supported by and working in bearings d³, d²,
bolted to the sleepers. E is a sector provided with eccentric rollers e¹, e¹,
and other rollers e², e², between which the chains F, F, are gripped when
the apparatus is worked. e³, es, are grooved projecting ledges, on which
the chains rest. Each end of the said chains passes over a pulley, one
of which pulleys is shown at f¹, and to cach end of the said chains a
weight is attached. One of these weights is shewn at fr. d is a
weighted arm keyed to the shaft d', which arm and weight counter.
balance the weight of the apparatus, and keep the bar O in its inclined
position.
The action of this apparatus is as follows:-When the bar C is de-
pressed by mechanism carried by the engine or break van of a passing
train the sector E and shaft d¹ are caused to turn through the crank D
and link c³, to which the said bar O is connected. The turning of the
sector E causes the rollers e¹, e¹, to bear on the chains, and press them

page_text: the tooth or projection *. The bar is thus held in an inclined position
in the path of the receiving apparatus of a following train. The weight fo
being considerably heavier than the weight f (Figures 1 and 2) brings
the chain F and weight to their original positions as soon as the said
chain is released, when the quadrant K and arm I fall back to the
positions shown in Figure 5. The bar H remains in its raised position
until the train which raised it passes over and actuates the third setting
apparatus in advance, when the chain F is gripped between the rollers
carried by the lower part of the sector E, and again pulled. This causes
the arm I to be raised through the shaft and quadrant K. The pawl i
engaging with the tooth on the catch J disengages the said catch from
the bar H, which then falls to the position shewn in Figure 5. On the
chain being released, the quadrant K, shaft &, and arm I move back to
their original positions. The pin on the said shaft striking the pin ♬ on
the lever causes the said lever to strike the gong L, and so give
warning to a train (if one be waiting, that the obstruction is removed.
Figure 7 is an elevation of the actuating and receiving apparatus
carried by the break van or tender. M is a bar of wood supported by
the axles m¹, m', of the said van or tender; N is a bar jointed at n¹ to the
bar M, and carrying at its other end a friction roller n³; n³ is a link
connecting the bar N to a lever O, which works between the sectors o¹, in
which notches o², o³ are formed; o' is a catch which is caused to engage
with one or other of the said notches according to the height at which it
is wished to carry the friction roller 22². This constitutes the actuating
apparatus. When a train furnished with this apparatus passes over the
setting apparatus (Figures 1 and 2) the friction roller ³ runs along the
bar C, and thereby actuates the said setting apparatus as described with
reference to the said Figures 1 and 2. When the train is being backed,
or when from any other reason it is wished to carry the friction roller n
clear of the setting apparatus, the catch o'is disengaged from the notch o³,
the lever O is moved over to the opposite side of the frame o¹, and the
said catch is engaged in the notch o³.
The receiving apparatus consists of a rod P, carrying at its lower end
a friction roller p', and at the upper part a coloured glass or disc p³, which
rod slides in sockets p, p, supported by the bar M; p³ is a catch, the
upper part of which passes through the floor of the van or tender, the
level of which is indicated by the line T; 2 is a tooth formed on the
rod P; p is a collar formed on the said rod, which collar resting on the
:

page_text: The chains F and F are each connected to and worked by setting
apparatus in the same manner as the chain F.
From this description it will be seen that each delivering apparatus is
connected by a chain to the setting apparatus next in advance of it, and
by a continuation of the same chain to the third setting apparatus in
advance of it, so that cach delivering apparatus is set automatically into
the position for delivering the danger signal to a succeeding train when
a train passes over the setting apparatus next in advance of the said
delivering apparatus, in which position the said delivering apparatus
remains until the said train passes over the third setting apparatus in
advance of the said delivering apparatus, whereby the latter apparatus is
automically thrown out of gear, so that a train passing over it would
receive no signal. By this means a portion of the line equal to about
two of the blocks or lengths aforesaid in the rear of each train is always
guarded by the apparatus for delivering the danger signal to the following
train.
In case a following train should so gain on a preceding train as to
reach the delivering apparatus A' before the said preceding train had
passed the setting apparatus B³, the danger signal would be exhibited to
the driver and guard of the said following train as it passed over the said
delivering apparatus, and it would be accordingly brought to rest near
or over the delivering apparatus A', where it would remain until the
preceding train had reached the next setting apparatus in advance of
B³, when the apparatus A² would be lowered, and the gong sounded. In
this way the danger signal is exhibited in the break van and on the
engine of each succeeding train of a series of trains as soon as such suc-
ceeding train has advanced within the prescribed distance from the train
next in advance of it.
Figures 10, 11, 12, 13, 14, and 15 represent other arrangements of the
apparatus herein-before described; the chief point of difference between
these arrangements and those before described being that the curved or
inclined bars are carried by the engine and break van instead of being
mounted on the setting and delivering apparatus, and the setting and
delivering apparatus, are furnished with friction rollers instead of the
said bars.
The chains and the parts in immediate connection therewith are not
shown, the arrangement being the same as that herein-before described
with reference to Figures 1, 2, 5, 6, and 9. The parts of these Figures

page_text: which correspond with similar parts in Figures 10, 11, 12, and 13, are
marked with the same letters and figures of reference.
Figure 10 is an elevation and Figure 11 a plan of the setting apparatus.
ď is the shaft ; D is the crank keyed to the said shaft; c³ is the link,
carrying at its upper part a friction roller ct. The said link is kept in
an upright position by an arm e³ jointed at one end to the frame dat d³,
and at the other end to the link cat c. This apparatus acts in the same
manner as that described with reference to Figures 1 and 2.
Figure 12 is an elevation (partly in section), and Figure 13 is a plan
of the modified form of delivering apparatus. H is the bent bar
working loosely on the shaft i, carried by the frame . A fork h' is
formed at the bent part of the bar H, in which fork a friction roller h³
works; ³ is the tooth on the said bar; J is the catch; I is the arm
keyed to the shaft ; is a short lover working on a pin ", carried by
the said arm.
This apparatus acts as follows:-When the chain is
pulled by the setting apparatus next in advance the arm I is raised, and
bearing against the under part of the fork * raises the bar H, which is
prevented from falling when the chain is released by the catch J
engaging under the tooth h. The arm I however falls into its original
position, the short lever 20 turning on the pin " as it passes the catch J,
so as to clear the said catch without acting on it. When the chain con-
nected to the said apparatus is pulled from the third setting apparatus in
advance the arm I is raised as before, but to a less extent, as before
explained. The short lever 10 in passing the catch J pushes it away
from the tooth ³ on the bar H, which falls into the position shewn in
Figure 12.
Figures 14 and 15 are side and end elevations respectively of the ac-
tuating apparatus and of part of the receiving apparatus. The actuating
apparatus consists of a bar U, supported by the axles m³, m', of the
engine, tender, or guard's van, which bar may be slidden on the axles so
as to cause it to pass clear of the setting apparatus when the engine or
van by which the said bar is carried is required to pass over the said
setting apparatus without acting thereon. When the train passes over
the said setting apparatus (Figures 10 and 11) the bar U act on the
friction roller c, and so depresses the said apparatus.
The receiving apparatus consists of a curved bar V working at one end
on a pin u¹, carried by the bar U. The other end of the bar V is jointed

page_text: to the lower end of the rod P, which carries the signal glass or disc.
The said rod P is capable of vertical motion in the sockets p³, p³, and is
retained in a raised position and lowered by the arrangement of catches
described with reference to Figure 7. The signal is received by this
apparatus in the following manner :- -When a train passes over a
delivering apparatus, which has been raised by a preceding train, the
bar V, in passing over the friction roller h³, Figures 12 and 13, raises the
rod P, so as to exhibit the danger signal, as before described.
The apparatus illustrated in Figures 10, 11, 12, and 13, are arranged
on the line, and act in the manner described with reference to Figure 9.
Having now described the nature of our Invention, and the manner
in which the same is to be performed, we would observe that we are
aware that signalling mechanism has been so arranged in connection
with ordinary railway signal posts that when the signal has been
exhibited on the post a bell has been struck on the engine of a passing
train, or the steam has been shut off. We are also aware that mechanism
has been so arranged on the permanent way that a passing train acting
thereon would set the signals on an ordinary signal post. We therefore
do not claim either that portion of the system described in this Specifica-
tion of actuating stationary signalling apparatus by passing trains per se,
or that described of giving a signal to passing trains from stationary
apparatus per se, but we claim as our Invention of improvements on
and apparatus for signalling on railways,"-
Firstly. The improved mode of signalling on railways herein-before
described and illustrated in the accompanying Drawings, that is to say,
signalling from one train to another, travelling on the same line of rails,
in such a manner that the leading train shall warn the driver and guard
of the next succeeding train by causing coloured glasses or discs to be
exhibited on the engine and in the break van of the said succeeding train
when it has approached within a prescribed distance of the said leading
train, essentially as described.
Secondly. The general arrangement of apparatus herein-before de-
scribed and illustrated in Figures 1, 2, 3, 4, 5, 6, 7, 8, and 9, of the
accompanying Drawings for carrying into effect the aforesaid improved
mode of signalling, that is to say, furnishing each train with actuating
and receiving apparatus, and mounting on the permanent way setting
apparatus connected by chains to delivering apparatus also set on the

page_text: permanent way, the whole being so arranged that the setting apparatus
when acted on by the actuating apparatus carried by one train shall
cause the delivering apparatus to stand in the path of the receiving
apparatus carried by a following train, so that the said receiving apparatus
shall exhibit signal glasses or discs in the break van and on the engine
of the said following train when it passes over the said delivering appa-
ratus (unless the latter apparatus have been previously thrown out of
gear by the said preceding train acting on a setting apparatus in advance
of that on which it previously acted), essentially as described.
Thirdly. The modifications of the first-described apparatus for carrying
into effect the aforesaid improved mode of signalling, which modifica-
tions are herein-before described and illustrated in Figures 10, 11, 12, 13,
14, and 15, of the accompanying Drawings.
In witness whereof, we, the said Edward Umbers, Arthur George
Fenn, and William Thomas Whiteman, have hereunto set our
our hands and scals, this Fourth day of July, in the year of our
Lord One thousand eight hundred and seventy-three.
Witness,
B. WILLCOX,
Clerk to H. H. Murdoch,
7, Staple Inn,
London.
EDWARD UMBERS.
(L.S.)
ARTHUR GEO. FENN. (L.S.)
W. T. WHITEMAN.
(L.S.)