IMPROVED SIGNALLING APPARATUS FOR USE ON RAILWAYS
Year: 1883

page_text: LETTERS PATENT to Richard Chidley, of Wood Green, in the County of
Middlesex, for an Invention of. "IMPROVED SIGNALLING APPARATUS FOR
USE ON RAILWAYS"
PROVISIONAL SPECIFICATION left by the said Richard Chidley at the Office
of the Commissioners of Patents on the 5th July 1883.
:
RICHARD CHIDLEY, of Wood Green, in the County of Middlesex, "IMPROVED
SIGNALLING APPARATUS FOR USE ON RAILWAYS"
My Invention relates to improved apparatus for signalling to drivers and guards
of trains, as described in my provisional specification No 128 dated 9th January
1883, so as to indicate the state of the line, both by audible and visible signals,
either at night or in the day time, such apparatus being particularly applicable for
use in fogs or dark weather when it is difficult to readily recognize the position of
the ordinary semaphore signals; further to increase the efficiency of such apparatus
so that the driver or guard of the train (in addition to the signalling apparatus on
the line) shall by suitable registering mechanism situated on the train itself, be
informed both by audible and visible signals, that it is the signal relating to his
particular line which has been actuated by his train in passing when the line-is
blocked;
and also so that an audible signal on the line shall be sounded when the
signal is moved to the "line clear" position, and in such a manner as to clearly
indicate to which line it refers.
By my improved apparatus the use of the ordinary fog signals may be entirely
dispensed with, and, the great expense, together with the loss of life which so
frequently occurs to the signalmen employed to place them on the rails, and further
the shock that their explosion occasions to passengers are entirely avoided.
i
The entire apparatus is under the control of the ordinary signalman, and requires
no more labour or trouble to work than the ordinary arrangement of signals, the
audible and visible signals being "put on" and "taken off" simultaneously by
the simple action of the usual lever by which the ordinary semaphore signal 'is
worked.

page_text: The apparatus consists essentially of a lever pivotted near one end, and supported
at the other end by a roller running on a quadrant shaped track placed at a suitable
height on one side of the line of rails. This lever extends beyond its pivot and is
preferably cranked or bent out of line with the other part of the lever, the wire or
rod leading from the actuating lever in the signal box being connected to the bent.
extension, and then passing to the usual semaphore signal placed some distance
beyond.
As the ordinary semaphore signal is actuated in the usual manner, the lever will
be caused to revolve on its pivot, and occupy one of two positions. When the
semaphore is at "danger" the lever will be in such a position that its outer end is
in close proximity to one of the rails, while, when the semaphore is at "line clear"
the lever will then have turned on its pivot and occupy a position parallel to the
rails. The motion of the lever on its pivot is limited by means of stops or abutments
placed at both extremities of the quadrant shaped track.
The outer end of this lever carries a second lever pivotted at about its centre,
and arranged so that in its normal position its outer end projects beyond the first
lever.
Upon the engine (or other suitable part of the train) is fixed an arm projecting
downwards, so that if the line is not clear, the arm in passing will come in contact
with the outer end of the second lever mentioned, and cause it to turn on its pivot,
whereby its inner end will be brought in contact with one end of a third pivotted
lever, the other end of which carries or forms the hammer of a bell or gong mounted
on the pivot of the first lever. The third lever will thus be caused to turn on its
pivot and so lift the hammer, until the second lever has passed the third, when a
suitable spring acting on the latter will cause the hammer to descend and strike the
bell or gong..
The second lever (with which the arm on the train comes in contact) is also
caused to assume its normal position when the arm has passed it, by means of a
suitable spring, the end of the third lever. (with, which the second lever engages)
being jointed so as to allow the second lever to pass back again.
It will thus be seen that an audible signal will be sounded when a train passes
during the time that the signal is at "danger."
So as to provide further security in case of the difficulty of seeing the usual
semaphore (which as above stated is situated beyond this improved signal), á lamp
is connected to the first lever and is moved with it when actuated by the signal
wire or rod, so as to present one coloured light when the lever is in a position to be
acted upon by a passing train, and a different coloured light when in the "line
clear" position.
Above the lamp is fixed a disc of any suitable colour, which when the first lever
is in the "danger" position (or the position for allowing the bell or gong to be
sounded on the passage of a train) presents its full side towards the direction in
which the train is coming, but which when the first lever is in the "line clear"
position, presents only its edge in such direction; and is consequently invisible to
the driver of the train.
In case the driver should have passed my improved signal, and on hearing the
gong or bell sounded, or perceiving the semaphore signal beyond, should want to
return, it is necessary that he should do so without again operating the gong or
bell, or in any way altering the signals, in order to permit which the end of the
second lever with which the arm on the train comes in contact is also jointed, so
as to turn and allow the passage of the arm without turning the lever itself on its
pivot.
The arm on the train has preferably inclined sides so as to render its engagement
with and leaving the end of the second lever less violent, and if necessary the
contact surfaces may be made of a yielding or elastic nature so as to absorb the
shock of the two coming in contact.
In order that the driver or guard of a train shall be certain that it is the audible
signal referring to his own line which has been actuated by his train in passing, a

page_text: registering or indicating apparatus is fixed on the train, and is constructed as
follows:-
Pivotted to the rigid arm on the engine (or other suitable part of the train)
which actuates the audible signal, is a lever which is operated by coming in contact
with the outer end of the second lever of the signalling apparatus above described,
so as to force the same backwards, and by means of a suitable connection of rods
and levers release a catch which secures a weighted lever in position, whereby the
latter is free to fall and actuate a bell or gong, and at the same time raise a suitable
visible signal. When the line is clear the driver or guard raises the weighted lever
and with it the signal, so that the whole is again in a position to be actuated as
before when the line is blocked. The lever pivotted to the rigid arm may also be
made to form a shield to break the force of the blow or minimize the shock due to
the contact of the actuating arm on the engine (or other suitable part of the train)
with the second lever of the signalling apparatus described.
When a line is blocked and the driver or guard has been informed of the fact by
means of the signalling apparatus both on the line and on the train as above
described, it is necessary to inform him when the line is cleared, and for this
purpose the signal on the line as it is brought back by the signalman to the "line
clear" position, is caused to actuate a separate bell or bells, or gong .or. gongs, the
number of which will depend on the line to which it refers, so that the driver or
guard may at once know if the signal moved back is the one referring to his own
line. This is effected by causing the first mentioned lever of the signalling apparatus
(which turns a quarter of a revolution when actuated by the signalman) during its
backward movement to come in contact with "the tail end of a vertical lever
pivotted to a quadrant shaped plate placed above it, and the top end of which
lever forms the hammer of a bell or gong fixed on said plate. This hammer is
forced back until the first lever has passed its lower end, when a spring throws the
hammer forward and strikes the bell or gong. By arranging one, two or more bells
or gongs on the quadrant shaped plate, and placing the tail ends of the hammers
in the path of the first lever, one, two or more blows of the bell or gong will be
sounded in succession, and the driver or guard will at once know what signal has
been moved to the "line clear" position. The tail ends of the hammers must be
jointed to permit the first lever to pass them in its forward movement without
actuating the bells or gongs.
An audible signal may also be caused to sound by the semaphore signal arm when
it is placed in the "line clear" position
When it is necessary to place the signalling apparatus in a position where the
visible part might possibly be in the way, on account of its height above the ground,
the disc instead of being placed above might be placed in front of the lamp, with a
hole made in its centre to show the lamp signal; or both the lamp and the disc
may be entirely removed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Richard Chidley in the Patent Office on the 5th January 1884.
RICHARD CHIDLEY, of Wood Green, in the County of Middlesex, “IMPROVED
SIGNALLING APPARATUS FOR USE ON RAILWAYS"
i
My Invention relates to improved apparatus for signalling to drivers and guards
of trains, as described in my provisional specification N° 128 dated 9th January
1883, so as to indicate the state of the line, both by audible and visible signals,
either at night or in the day time, such apparatus being particularly applicable
for use in fogs or dark weather when it is difficult to readily recognize the position
of the ordinary semaphore signals; further to increase the efficiency of such
apparatus so that the driver or guard of the train (in addition to the signalling
apparatus on the line) shall by suitable registering mechanism situated on the
train itself, be informed both by audible and visible signals, that it is the signal
relating to his particular line which has been actuated by his train in passing
when the line is blocked; and also so that an audible signal on the line shall be
sounded when the signal is moved to the "line clear" position, and in such a
manner as to clearly indicate to which line it refers.
By my improved apparatus the use of the ordinary fog signals may be entirely
dispensed with, and the great expense, together. with the loss of life which so
frequently occurs to the signalmen employed to place them on the rails, and further
the shock that their explosion occasions to passengers are entirely avoided.
The entire apparatus is under the control of the ordinary signalman, and
requires no more labour or trouble to work than the ordinary arrangement of
signals, the audible and visible signals being "put on" and "taken off" simul-
taneously by the simple action of the usual lever by which the ordinary semaphore
signal is worked.
• E
$ 1
In order that my invention may be fully understood I will proceed to describe
the same by the aid of the accompanying sheet of drawings, in which,
Fig. 1'is an elevation of my 'improved signalling apparatus; Fig. 2 is a plan
view of the same with the top part removed in order to show the arrangement of
levers for striking the gong when actuated by a 'passing train; Fig. 3 is a plan.
view and Fig. 4 an elevation of the mechanism for striking the gong when the
apparatus is shifted to the "line clear" position.
The apparatus consists essentially of a lever A, pivotted near one end at B, and
supported at the other end by a roller C running on a quadrant shaped track D,
placed at a suitable height on one side of the line of rails E (of which only one is
shown in the drawings). This lever extends beyond its pivot, as shown at F, and
is preferably cranked or bent out of line with the other part of the lever, the wire
or rod G leading from the actuating lever in the signal box being connected to the
bent extension, and then passing as shown to the usual semaphore signal placed
some distance beyond.
As the ordinary semaphore signal is actuated in the usual manner, the lever A
will be caused to revolve on its pivot, and occupy one of two positions. "When
the semaphore is at "danger," the lever A will be in the position shown in Fig. 2,
so that its outer end is in close proximity to one of the rails, while when the
semaphore is at "line clear" the lever will then have turned on its pivot and
occupy a position parallel to the rails. The motion of the lever on its pivot is
limited by means of stops or abutments H and I placed at both extremities of the
quadrant shaped track Ď.
The outer end of this lever A carries a second lever. J, pivotted at about its

page_text: centre, and arranged so that in its normal position its outer end projects beyond
the first lever A.
Upon the engine (or other suitable part of the train) is fixed an arm K projecting
downwards, so that if the line is not clear, the arm in passing will come in contact
with the outer end of the second lever J above mentioned, and cause it to turn on
its pivot, whereby its inner end will be brought in contact with one end of a third
pivotted lever L, the other end of which carries or forms the hammer M of a bell
or gong N, mounted on the pivot B of the first lever. A. The third lever L will
thus be caused to turn on its pivot and to lift the hammer M, until the second
lever J has passed the third lever L, when a suitable spring O, acting on the latter,
will cause the hammer to descend and strike the bell or gong N.
The second lever J (with which. the arm K on the train comes in contact) is
also caused to assume its normal position when the arm K bas passed it, by means
of a suitable spring P, the end of the third lever L (with which the second lever J
engages) being jointed at Q.so as to allow the second lever J to pass back again,
when a spring R acting on the jointed end of lever L causes it to assume its normal
position again.
It will thus be seen that an audible signal will be sounded when a train passes
during the time that the signal is at "danger."
So as to provide further security in case of the difficulty of seeing the usual
semaphore (which as above stated is situated beyond this improved signal), a
lamp S is connected to the first lever A and is moved with it when actuated by
the signal wire or rod G, so as to present one coloured light when the lever J is in
a position to be acted upon by a passing train, and a different coloured light when
in the "line clear" position.
.
Above the lamp (as shown in dotted lines Fig. 1) is fixed a disc T of any
suitable colour, which when the first lever A is in the "danger" position (or the
position for allowing the bell or gong to be sounded on the, passage of a train)
presents its full side towards the direction in which the train is coming, but which
when the first lever A. is in the "line clear" position, presents only its edge in such
direction, and is consequently invisible to the driver of the train.
In case the driver should have passed my improved signal, and on hearing the
gong or bell sounded, or perceiving the semaphore signal beyond, should want to
return, it is necessary that he should do so without again operating the gong or
bell, or in any way altering the signal, in order to permit which the end of the
second lever J with which the arm K on the train comes in contact, is also jointed
at U, so as to turn and allow the passage of the arm without turning the lever.
itself on its pivot, and a spring V acts on the jointed part to cause it to assume its
normal position again.
The arm K on the train has preferably inclined sides so as to render its engage-
ment with and leaving the end of, the second lever less violent, and if necessary
the contact surfaces may be made of a yielding or elastic nature so as to absorb the
shock of the two coming in contact. But I prefer to employ a shield which is
fitted over the arm K, to break the force of the blow or minimize the shock due
to the contact of arm K on, the engine (or other suitable part of the train) with the
second lever J of the signalling apparatus described. This construction is shown
in Figs 5 and 6 of the drawings in which K is the arm attached to the train, its
front face. being inclined as shown. Fitting over the front face and the sides of
the arm K is a kind of case or shield W, open at the rear side and pivotted at the
top to the arm K, preferably in such a manner that its front face is inclined in
the opposite direction to that of the face of arm K. Between the face of arm K
and the inside of the shield W, springs X and Y are inserted, or any other suitable
form of spring may be employed. This yielding "contact" or mode of actuating
the signal on the line from the train may be employed for other systems of
signalling.
In order that the driver or guard of a train shall be certain that it is the audible.
signal referring to his own line which has been actuated by his train in passing,

page_text: a registering or indicating apparatus (shown in Figs. 7, 8, 9 and 10) is fixed on
the train, and is constructed as follows:-
Pivotted to the shield W covering the figid arm K on the engine (or other
suitable part of the train) which actuates the audible signal, is a rod Z which is
operated when the shield W is forced back by coming in contact with the outer
end of the second lever. J of the signalling apparatus above described, so as to be
moved downwards, and by means of a suitable connection of rods and bell-crank
levers a, b, c, d, and e, release a catch f, which secures a weighted lever g in
position, whereby the latter is free to fall and actuate a bell or gong h, and at the
same time raise a suitable visible signal i. When the line is clear the driver or
guard raises the weighted lever and with it the signal, so that the whole is again
in a position to be actuated as before when the line is blocked.
When a line is blocked and the driver or guard has been informed of the fact
by means of the signalling apparatus both on the line and on the train as above
described, it is necessary to inform him when the line is cleared, and for this
purpose the signal on the line as it is brought back by the signalman to the “line
clear" position, is caused to actuate a separate bell or bells or gong or gongs, the
number of which will depend on the line to which it refers, so that the driver or
guard may at once know if the signal moved back is the one referring to his own
line. This is effected by causing lever A of the signalling apparatus (which turns
a quarter of a revolution when actuated by the signalinan) during its backward
movement to come in contact with the tail end of a vertical lever pivotted to a
quadrant shaped plate placed above it, and the top end of which lever forms the
hammer of a bell or gong fixed on said plate. This hammer is forced back until
lever A has passed its lower end, when a spring throws the hammer forward and.
strikes the bell or gong. By arranging one, two or more bells or gongs on the
quadrant shaped plate, and placing the tail ends of the hammers in the path of the
first lever, one, two or more blows of the bell or gong will be sounded in succession,
and the driver or guard will at once know what signal has been moved to the
"line clear" position. The tail ends of the. hammers must be jointed to permit
lever A to pass them in its forward movement without actuating the bells or
gongs...
4
But in place of the last named arrangement I prefer to employ that shown in
Figs. 1, 3 and 4 of the drawings, in which a quadrant shaped plate D₁ is mounted
over the first quadrant plate D, and connected to the latter by prolonging the
stops H and I upwards as shown. To the under side of the plate D' are pivotted
one, two or more knuckle jointed arms k, land m, three being shown, but the
number will depend on the number of times it is required to strike a gong or bell
in order to show the line the signal refers to. These short arms k, land m hang
down from plate D¹, and can turn on their pivots only in one direction. Fixed to
lever A above the levers J and L, is a platen, above which is pivotted a lever o,
one end of which forms a hammer p to strike the bell or gong N, while the other
end q extends so as to be under the short arms k, land m. By this means only
one bell or gong N is necessary both for sounding a signal when actuated by the
arm K on a passing train, and to indicate to the driver or guard when the signal
is moved to the "line clear" position, and that it is his particular signal which has
been so moved. As the lever A is moved from the "danger" to the "line clear'
position, the levers k, land m act in succession upon the end q of lever o, and so
cause the hammer p to strike gong N as many times as there are arms k, l and m
in its path. When the lever A is moved back again to the "danger" position, the
lever o. as it comes successively in contact with the arms k, land m will cause
them to turn on their pivots, so that the gong N will not be actuated, the arms k, !
and m returning by their own weight, or by means of springs, to their normal
position as the lever o passes them.
23
An audible signal may also be caused to sound by the semaphore signal arm
when it is placed in the "line clear" position.
When it is necessary to place the signalling apparatus in a position where the

page_text: visible part might possibly be in the way, on account of its height above the
ground, the disc T instead of being placed above might be placed in front of the
lamp S (as shown in full lines Fig. 1), with a hole made in its centre to show the
lamp signal; or both the lamp and the disc may be entirely removed.
Having thus described the nature of my said invention and the manner in which
the same may be carried into effect, I wish it to be understood that what I claim
is:-
1st The improved railway signalling apparatus substantially as herein described
and shown in the drawings.
"
2nd The improved yielding "contact or arrangement of mechanism on a train
for operating railway signals placed on the line, substantially as described and
shown in Figs. 5 and 6 of the drawings.
In witness whereof, I, the said Richard Chidley have hereunto set my hand
and seal this fifth day of January in the year of Our Lord One thousand eight
hundred and eighty-four.
RICHARD CHIDLEY (L.S.)