Improvements in Signalling on Railways when Fogs are Present, but which may be Used at Other Times when Desired.
Year: 1893

page_text: Date of Application, 5th Apr., 1893
Complete Specification Left, 25th Dec., 1893-Accepted, 17th Feb., 1894
PROVISIONAL SPECIFICATION.
Improvements in Signalling on Railways when Fogs are Present,
but which may be Used at Other Times when Desired.
I, JOHN AUDLEY FREDERICK ASPINALL, of Horwich in the County of
Lancaster, Chief Mechanical Engineer of the Lancashire and Yorkshire Railway
do hereby declare the nature of the said invention to be as follows:-
My invention relates to a system or more of, and combination and arrangements
of apparatus for giving audible signals, in combination with ordinary signals on
railways, when fogs exist, dispensing with fog signal men, though the signals may
be used at other times if desired.
In making the audible signals I use fog horns, whistles or other sound producing
instruments which are actuated when aeriform fluids under pressure pass through
them such as air or steam, the former by preference. When there are a number of
signal boxes in or about the same neighbourhood, I prefer to arrange a pumping
engine or other aeriform fluid compressor, actuated by any suitable motive power
at a station, which may pump air directly into the service pipes or into reservoirs
for air under pressure which compressing engines can be promptly started to work
automatically, if desired, by electrical communication, or when the pressure of air
in the reservoir begins to diminish by being drawn upon.
Or, there is a separate air compressor and air reservoir, if desired, for each
signal box, which is or may be operated by separate gas or oil motor engine or by
other motor which the signal man may start into operation in case a fog came on
and stop when required.
The service pipes from the air compressor or reservoir distribute the air to the
signals by branch pipes provided by suitable valves.
One fog horn or sound maker is or may be placed near each distant signal, and
one near each home signal which will sound when air passes through them and air
is or may be admitted to supply these horns or sounders, when the distant signal is
at danger, and to the home signal when it is lowered, or vice versa.
When the distant signal is at danger and an engine or train approaches, just
before it passes the distant signal, the wheels of the engine will pass over a rail
having a deflection arrangement applied to it so that the deflection of the rail is
transmitted by multiplying levers or by other means so as to actuate an air valve and
sound the horn while the engine or train is passing, the current of air being cut off
when the engine or train has passed as the valve then closes. Or an arrangement
may be made in connection with the mechanism of the signal to operate the sound
maker or fog horn in whatever position the signal may be.
The horns for each system or line may be arranged to give a certain note so that
if two should be sounded at the same time that belonging to one signal could be
readily distinguished from that belonging to another signal.
When an engine or train has passed the distant signal the driver stops, until he
knows from the sound that the home signal is lowered and this is or may be done
by mechanism connected with the ordinary signal mechanism which turns on air to
the horn, and this air in going to the horn is made to pass through a valve, or
through holes in a disc which is made to rotate by clock-work, or by the passing
air or by a small jet of air from it, the disc having holes at suitable intervals with
blank spaces between to produce long and short sounds, or sounds at intervals
according to any desired code, so that the driver of the engine or train will know
that the signal has been lowered and that all is right. Instead of the horn sounding
when the signal has been lowered it may be arranged to sound when it is at danger.

page_text: When the engine or train has passed the home signal it may be made to operate
through a rail deflecting arrangement and connected mechanism, to stop the flow of
air to the fog horn, or this may be stopped by the signal man, when he knows the
engine or train has passed out of the section.
When a signalman receives aeriform fluid under pressure for actuating his fog
horns or sound producers from another station, arrangements of cocks or valves are
made by which he can turn on and off the supply to his own signals without
interfering with the supply passing to other signal stations or boxes.
I have spoken of aeriform fluids under pressure being supplied from one central
station to the different signal boxes, but power, if desired may be generated at one
central station by suitable motors driving dynamos, and the electricity from which
may be transmitted through conducting wires to each signal box to work a dynamo
driving centrifugal air fans working in series (that is one discharging into the other
until the required pressure was obtained), or other aeriform fluid compressors.
The arrangements and mechanism may be varied without departing from the main
features of my invention.
Dated this 4th of April 1893.
PETER J. LIVSEY,
Agent.
COMPLETE SPECIFICATION.
Improvements in Signalling on Railways when Fogs are Present,
but which may be Used at Other Times when Desired.
I, JOHN AUDLEY FREDERICK ASPINALL, of Horwich, in the County of
Lancaster, Chief Mechanical Engineer of the Lancashire and Yorkshire Railway
do hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:—
My invention relates to a system or mode of, and combination and arrangements
of apparatus for giving audible signals, in combination with ordinary signals on
railways when fogs exist, dispensing with fog signalmen, though the signals may
be used at other times if desired.
In making the audible signals I use fog horns, sirens, whistles or other sound
producing instruments, which are actuated when aeriform fluids under pressure
pass through them such as air, or steam, the former by preference.
When there are a number of signal boxes in or about the same neighbourhood,
I prefer to arrange a pumping engine or other aeriform compressor actuated by
any suitable motive power at a station, which may pump air directly into the
service pipes, or into reservoirs for air under pressure, which compressing engines
can be promptly started to work automatically if desired, by electrical communi-
cation or when the pressure of air in the reservoir begins to diminish by being
drawn upon.
Or there is a separate air compressor and reservoir for air, if desired, for each
signal box, which is or may be operated by separate gas or oil motor engines, or by
any other suitable motor which the signalman may start into operation in case a
fog came on and stop when required.
Or if desirable, power may be generated at one central station by suitable
motors driving dynamos and the electricity from which may be transmitted through
conducting wires to each signal box to work a dynamo, or motor driving
centrifugal air fans, working in series, (that is one discharging into the other
until the required pressure was obtained) or other aeriform fluid compressor.
Although I have described several ways by which the aeriform fluid may be
supplied I do not confine myself to the precise details described, as the arrangements

page_text: and mechanism may be varied without departing from the main features of my
invention.
The service pipes from the air compressors or reservoir distribute the air to the
signals by branch pipes provided with suitable valves. One fog horn or sound
maker is or may be, placed near each distant signal and where necessary, one near
each home signal, these horns will sound when air passes through them, and air is
or may be admitted to supply these horns or sounders, when the distant signal is at
danger, and to the home signal when it is lowered, or vice versa.
When the distant signal is at danger and an engine or train approaches, just
before it passes the distant signal, the wheels of the engine will pass over a rail
having a deflection arrangement applied to it, so that the deflection of the rail is
transmitted by multiplying levers, or by other means so as to actuate an air valve
and sound the horn while the engine or train is passing, the current of air being
cut off when the engine or train has passed as the valve then closes, or an arrange-
ment may be made in connection with mechanism of the signal, to operate the fog
horn or sound maker in whatever position the signal may be.
The horns or sounders for each system or line may be arranged to give a certain
note, so that if two should be sounded at the same time, that belonging to one
signal could be readily distinguished from that belonging to another signal.
When the engine or train has passed the distant signal, the driver stops, until he
knows from the sound that the home signal is lowered and this is or may be done by
mechanism connected with the ordinary signal mechanism which turns on air to the
horn, and this air in going to the horn is made to pass through a valve, or through
holes in a disc which is made to rotate, as hereinafter specified, the disc having
holes or slots at suitable intervals with blank spaces between to produce long and
short sounds, or sounds at intervals according to the prearranged code, so that the
driver of the engine or train will know by the sound that the signal has been
lowered and that all is right, or instead of the horn sounding when the signal has
been lowered, it may be arranged to sound when it is at danger.
When the engine or train has passed the home signal it may be made to operate
through a rail deflecting arrangement and connected mechanism, to stop the flow of
air to the fog horn or this may be stopped by the signalman when he knows the
engine or train has passed out of the section.
And in order that my invention may be clearly understood, I shall now proceed
more particularly to describe the same and for that purpose I shall refer to the
figures in the annexed drawings, like letters indicating corresponding parts in all
the figures.
Figures 1, 2 and 3, (Sheet 1) illustrate one modification formed by a large horn
or sounder, Figs. 1 and 2 being elevations one at a right angle to the other,
Fig. 1, being partly in section; and Fig. 3, a plan section at A-B Fig. 1. This
sounder is preferably placed at or near each home signal post.
The pipe
designated A is the air supply pipe from the air compressor or reservoir, which
is provided with an arrangement of cocks or valves, by which the signalman can
turn on and off the supply to his own horns, or sounders, without interfering with
the supply passing to other signal stations, that is, in case the aeriform fluid is
supplied from a central station to the signalman.
Should the air be supplied from his own reservoir or pump this pipe A is only
provided with a stop cock. There is also fixed on this air pipe A in the most
convenient position near to the sounder, a small valve or plug cock which is
actuated preferably by mechanism connected to the ordinary signal mechanism,
and is so arranged to turn on air in the horn when the signal is in the desired
position. This air pipe is screwed into the T pipe U, and a portion of the air
thus admitted will pass up the tube T, this tube is made of some flexible material
preferably india rubber, and is connected at its opposite end to a small nozzle N.
Upon the top of the T pipe U, and held in position by a union is a small disc or
plate D, this disc has a small hole bored in its centre to gauge the quantity and
pressure of compressed air to the sounder.

page_text: K and K', is the code wheel casing, this casing is composed of separate parts..
of which K is the lower part and K', the upper part, on the lower case and
forming a part thereof is the tube B', and it will be observed that the centre of
this tube is not in the same centre as the casing, which is clearly shewn in Fig. 3;
also projecting from the side of the lower casing are three brackets or arms
(Fig. 3) which carry the fan wheel spindle, on which is fixed the fan wheel F
and worm W. This fan is preferably made of some light metal such as aluminium.
C. C. are two arms projecting from the underside of the lower case K, and
forming a part thereof, these arms are also provided with two clips which securely
fix the nozzle in a position so that the jet of compressed air from which, may
strike directly on the blades of the fan F.
K', is the top wheel case and is made flat on the underside, whereas the lower
case is recessed out to fit the code wheel W'. This code wheel is made with a
suitable number of teeth cut around its circumference, which gear with the worm W
and it is also provided with a series of holes or slots cut through it as shewn at X.
It will evidently be seen that the jet of air from the nozzle N will rotate the fan
at a considerable velocity and with it the worm W, thereby revolving the code
wheel W₁, this wheel is provided with a small pivot in its centre which fits in
corresponding holes in the top and bottom casing, and is so made that it will
reduce as small as possible all liability to friction between the code wheel and
casing.
It will further be seen that as the code wheel revolves, the holes or slots above
mentioned will in rotation pass over the hole in the lower casing as at B',
(Fig. 3) thereby allowing a definite quantity of air to pass into the tube B',
which tube is attached to the top case. The hole in B¹, coinciding with the hole
in the tube B4.
These holes or slots ✗ are made of a certain length which are made to a
prearranged code to give a certain number of sounds, and of a definite length,
thus the code wheel shewn in Fig. 3, will sound the horn: short, short, short, long.
The air passing up the tube B', will strike on the baffle plate B³, which is
supported by three small legs and is enclosed in a cylindrical casing B³, the
object of this box is to equalize the pressure of air to the sounder, and also to
separate any foreign matter or moisture, which is permitted to pass off through a
small hole in the underside of the box.
P is the top plate which is held in position by three pillars screwed into the
bracket E. These pillars are constructed so as to allow the top plate P to be
raised or lowered to suit the distance required by the rotating mechanism, on the
underside of this top plate is firmly secured the baffle box B², and with it the
parts B', K', K, B', and U.
In the centre of the top plate P and in the same centre line as B' and B*, is
screwed a socket S into which is secured the reed, whistle or other resonator as
at R, and it must be clearly understood that I do not confine myself to use any
one sound producer, and instead of using a reed or whistle my apparatus may be
modified to operate a siren, without departing from the main features of my
invention.
On the outside of this socket is screwed the horn or trumpet H which may be
turned in the direction which it is desired the sound shall travel, this being done
by the lock nuts L at the bottom of the socket. The whole apparatus being
enclosed in the casing G. Over the mouth of the horn or trumpet is wire gauze to
prevent any foreign matter from entering the mouth.
It will therefore evidently be seen that the apparatus will sound a definite
and specified note or notes corresponding to the holes or slots in the code
wheel, which are sounded at intervals as the wheel rotates, and continues
sounding during the time the compressed air is admitted to the apparatus (or
as hereinbefore specified) will sound when the signal is in the desired position,
and will continue sounding at intervals as long as the signal remains in that
position.

page_text: Figs. 4, 5 and 6, (Sheet 1) illustrate a small horn or sounder which is
preferably placed at or near each distant signal.
Fig. 4 is a sectional elevation, Fig. 5, an elevation at a right angle to Fig. 4,
and Fig. 6, a plan section on the line C-D Fig. 4.
A', is the air supply pipe which is also provided with an arrangement of cocks
or valves which are actuated by any suitable mechanism, as hereinbefore described,
and are so arranged to turn on compressed air to the horn, when the signal is in
the desired position. This air supply pipe is or may be a continuation or branch
of the air pipe supplying the large horn, on one end of this pipe A', is screwed
the coupling M which is on the top side of the bracket E', (Figs. 4, 5 and 6) on
the underside of this bracket and on the pipe A', is screwed the back nut Z and
by means of the coupling M and this back nut, the pipe A', is secured to the.
bracket E'.
D', is a small disc similar to the disc on the large horn, but the hole in the
centre being preferably smaller, this disc gauges the quantity and pressure of air-
to the sounder, and is fixed in the inside of the coupling M and held in position by
the end of the air supply pipe and the end of the connection on the baffle box B³.
This baffle box, is of similar construction to the one on the large horn, and
equalizes the pressure of air to the sounder, and should any moisture make its.
way into the box it is allowed to pass off through a small hole drilled in the-
underside. Fixed on the top of this baffle box is a socket S¹, into which is fixed
the reed, whistle or other resonator as at R¹; and on the outside is screwed the
horn or trumpet the mouth of which is covered over with wire netting to prevent
dirt or other matter being blown into the instrument.
It is evident that by adjusting the back nut and coupling on the air supply pipe.
the horn or trumpet H', may be turned in the direction which it is desired the
sound shall travel.
From the above description it will be seen that this horn or sounder will give a
prolonged note which will sound during the time the compressed air is admitted
to the apparatus, or in other words will sound,when the signal is in the desired.
position and continue sounding during the time the signal remains in that position.
Fig. 7 (Sheet 2) is an elevation illustrating an arrangement of the large and
small sounders on the home and distant signals. It may here be remarked that
this is a modification of how the apparatus may be arranged. H, H', are the
large and small sounders, fixed by means of the brackets E, E', to the home and
distant signal posts. The air supply pipe A which is laid in the direction
indicated by the arrow, is connected to a small valve or plug cock O on the home
signal post, this valve or cock is provided with a small slotted lever.
On the rod V which operates the signal arm, is fixed a projecting arm, or rod Q
which fits into the slot in the lever on the valve or cock, and fixed in such a
position as to open or shut the valve in whatever position it is set, it is then,
evident that by moving the rod V up and down it will open and shut the valve
thereby sounding and stopping the horn.
The distant signal may be fitted with a similar arrangement and in case thereof,
the horn or sounder on the distant post is generally arranged to sound when the
signal is at danger whereas the horn or sounder on the home signal is arranged to.
sound when the signal is down.
It will therefore be seen when the driver of the engine or train approaches.
the distant signal he will know by the sound whether the signal is at danger or
line clear, after he has passed the distant signal he stops until the large horn on
the home signal is sounded, after which he is able to proceed.
From the above description it will be seen that the horn on the distant signal
will sound at danger and cease at line clear, and the horn on the home signal will
cease at danger and sound at line clear, or they may be arranged to sound
vice versa.
Should it be requisite to fix two or three horns or sounders, in or about the.

page_text: same neighbourhood or on the same signal post, each horn would be made to sound
a different note or a different number of distinct sounds so that one sound may
be readily distinguished from another should two happen to sound at the same
time.
Fig. 8, (Sheet 3) is an elevation illustrating an arrangement of three horns or
sounders on one signal post, each having a distinct sound and number of notes,
these horns may be fixed in any convenient position on or about the signal post
and operated by any suitable means.
Figs. 9 and 10, (Sheet 4) represent a modification by which the horn or sounder
may be operated by the rail deflection arrangement previously mentioned. Fig. 9,
is a sectional elevation, and Fig. 10 a plan view.
A', is the air supply pipe which may be connected to the air pipe supplying the
large horn, and also connected to the chamber Y¹, in the valve box as shewn.
This deflection arrangement is a combination of mechanism by which the
deflection of the rail ¹, is transmitted by the multiplying levers J, J¹ and J³, to
the valve Y enclosed in a chamber Y', which forms a part of the valve box. The
-fulcrums of the levers J, J' and J2, are respectively at Ja, J and J.
³, is a flexible diaphragm secured to the top of the valve and also to the valve
chamber as shewn in Fig. 9. This valve chamber is divided into two separate
compartments of which Y¹ is the one connected to the air supply pipe in the
reservoir or the supply pipe to the large horn.
It will be seen that this compartment will always be full of compressed air
when it is turned on by the signalman thereby forcing out the diaphragm and with
the valve and levers j¹ and J, (connected by a rod Ja) which keeps the lever J
in contact with the rail a', and also prevents air from passing into the
compartment Y³.
This chamber Y' is connected by a pipe A², to the horn or sounder as shewn in
Fig. 9.
It is obvious that when an engine or train passes over the rail (¹) fitted with
this or other equivalent deflection arrangement it will cause the lever J moving
about its fulcrum Ja, to pull over the levers j' and J2, and open the valve Y thereby
admitting air to the chamber Y³, or in other words admitting air from the supply
pipe A', to pipe A, leading to the horn or sounder.
This multiplying lever being extremely sensitive it causes the valve to open with
the least deflection of the rail, therefore causing the horn to sound during the time
the engine or train is passing over the rail.
This deflection arrangement is or may be fixed a certain distance ahead of the
horn as shewn in order to enable the horn to sound during the time the driver of
the train is passing.
This or an equivalent arrangement may be employed to operate either one or
both of the horns or sounders as may be desirable.
In cases where electricity is to be used for transmitting power, it is taken by a
conducting wire from the dynamo where it is generated, or from secondary batteries
to an electro-motor, the shaft of which may also form a centrifugal fan shaft or be
connected with the shaft of a fan or fans in series, one fan delivering into the other,
or the shaft of the electro-motor may be geared by a worm with a worm wheel or
a crank shaft working a suitable pump or pumps or geared with other reciprocating
or rotary propellers of fluids and these electro-motors and fluid propellers may be
placed in any desired position to supply air under the required pressure to the
sounders, or there may be a separate electro motor and combined fan or
other air propeller with the horn or sounder upon it, or near to the horn or
sounder, and so arranged that the electric current will drive the motor when the
horn or sounder is to operate and stop the electro-motor when the horn or sounder
is to cease to operate.
The electro-motor may be controlled by the signalman in his cabin or by
connection with the signal actuating mechanism or otherwise as arranged.

page_text: Or the current of electricity may be supplied to or cut off from the electro-
motor, automatically by an engine or train passing over the rails by known electrie
contact arrangements operated by the deflection of the rail or rails when the engine
or train is on or passing over such rails having such electric contact arrangements
combined therewith.
When electro-motors are employed near to the horn or sounder the rotary disc
or code wheel W₁, Figs. 1, 2 and 3, may be driven by a worm on the electro-motor
shaft gearing with the teeth on the edge of the code wheel and will thus stop and
start therewith.
"
Or a valve for air may be opened and closed by a suitably shaped cam, which
may be called a "code cam to operate to open and close the air valve as desired,
this cam being rotated by being geared with the electro motor shaft, and if the
horn or sounder is to produce different tones or notes, the code cam is or may be
arranged with separate cam paths to operate levers connected with valves, one cam
path for each lever for opening and closing openings or keys or valves in the
horn or sounder necessary to produce the notes or sounds required.
<
"
I do not limit my invention to the sounding of any one note or notes, or to the
duration or order in which the notes are to be sounded, and further by my invention
the apparatus is or may be made to sound, one, two or more notes each of a distinct
pitch and in any desired order-and I do not confine myself to the use of horns or
sounders actuated by compressed air, as it is evident that such sounders may be
operated by any aeriform fluid and further it is not absolutely necessary by my
invention that two horns or sounders shall work in conjunction as it is obvious that
one horn may be operated without the other whichever is preferable.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is.
1. The arrangement of sounding apparatus operated by aeriform fluids under
pressure for signalling on railways in combination or conjunction with ordinary
railway signals, substantially as hereinbefore described.
2. Signalling apparatus arranged to sound one or more distinct notes each of a
separate distinguishable pitch, and of longer or shorter duration and in any required
order in combination or conjunction with ordinary railway signals, for signalling on
railways, substantially as herein before described.
3. In sound signalling apparatus for railways, and in combination or conjunction
with ordinary railway signals the use of a rotary code wheel similar to W¹,
Figs. 1, 2 and 3, arranged in any required position rotated by being geared up
with a rotary vane acted upon by a jet of compressed fluid or by clock-work, or
by the rotation of an electro motor, also the use of a code cam rotated by the
electro motor or compressed air or clock-work, substantially as hereinbefore
described.
4. The combination and arrangement of signalling apparatus substantially as
herein before described and illustrated by Figs. 1, 2 and 3; Figs. 4, 5 and 6; and
by Figs. 7 and 8 of the drawings.
5. The combination with sound signalling apparatus of a disc D with a small
hole substantially as and for the purpose herein before described and illustrated by
Figs. 1 and 4 of the drawings.
6. The combination of mechanism hereinbefore described by reference to Figs. 9
and 10, by which the passing of an engine or train producing the deflection of a
rail, or acting through other equivalent or suitable mechanical or electrical
arrangement, is made to supply to and shut off air from a horn or sounder, substan-
tially as herein before described.
7. The combination of an electro-motor and a fan or other fluid propeller with a
horn or sounder started and stopped by supplying electricity to and cutting it off
from the electro motor substantially as herein before described.
8. The starting and stopping of the electro motor supplying air to a horn or

page_text: sounder automatically by an engine or train passing upon and over a rail having
electric contact arrangements or other suitable arrangements substantially as
.herein before described.
Dated this Twenty-seventh day of December 1893.
PETER J. LIVSEY,
Agent.