Improvements in Block Signalling on Railways.
Year: 1895

page_text: Date of Application, 15th Oct., 1895-Accepted, 16th Nov., 1895
COMPLETE SPECIFICATION.
Improvements in Block Signalling on Railways.
I, JOHN GEORGE DIXON, of " Ivy House," Lindley, Huddersfield, in the
County of York, Engineer, 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 improvements in block working on railways whereby if
any vehicle, through the separation of couplings or otherwise, becomes detached
from its train, the signal authorizing a movement from the rear into that section
would be held locked at "Danger."
"
The purposes for which my invention is intended may be divided into two
classes, the one where practically every wheel of a train is recorded and the
other where the last coach only must be recorded, and the first in addition it
desirable.
I will describe the first portion of my invention as follows:-
My invention consists in recording the number of wheels that pass out of a
block section and the number of wheels that enter beyond the home signal of a
next block section, and also my alternative scheme provides for the rear vehicle
of a train only being recorded.
Where all wheels are practically to be recorded it is obvious that it would be
very difficult to record the movements of the wheels inside a section, that is,
between the home signal and the starting signal, because vehicles are required to
be detached from a train, shunted into a siding and left there frequently, for the
purposes of being dealt with by a local staff, for instance, a horse box might be
detached from the tail of a train, shunted into a siding and left there, the remaining
portion of the train going forward to continue its journey. Under such conditions
it is obvious that the same number of vehicles which came into the section are not
required to go out of the section (because the horse box has been left in the
section), and, therefore, only propose with this portion of my invention to
ensure that the wheels which leave the rear section, say A, must all arrive safely
inside the home signal of section, say B, before the sectional or starting signal
at A is free to be lowered a second time to send a second train from A.
As practically all passenger trains are provided with some form of automatie
brake which acts that both portions of the train are brought to a standstill
through any damage to the brake pipes or to the brake apparatus generally, iny
invention more particularly refers to goods train or trains that are not provided
with automatic brakes.
It is the universal custom with all goods trains to have a brake van as the rear
vehicle. In the second portion of my invention, therefore, I provide apparatus by
which all brake vans in a train must be recorded on leaving a section and the
number of brake vans must enter the next section before the signal can be lowered
in the rear section for another train to proceed. This portion of my invention
also provides for shunting operations in the section, for instance, it is usual if
the train is divided for the purposes of detaching vehicles that (assuming half of
the train remains on the passenger line) the front half is put into a siding for the
purposes of either taking on or leaving vehicles and should that portion of the train
go away without joining again the rear portion the section in the rear is still locked
because the brake van has not left the section. When the movement is completed
in the proper manner, that is to say, the portion of the train which is shunted into
the siding comes out again after the work is done and shunted back on to the hind

page_text: portion to which the brake van is attached and then proceeds on its journey, the
brake van or vans (according as there is oue or more) on going out of the section
releases the section in the rear and allows a second train to be forwarded; therefore,
although a portion of a train may be forgotten on a passenger roal, so long as it
has attached to it a brake van the signalman is powerless to accept a second train
from the rear until that brake van has been disposed of clear of the section. If
the train contains two or more brake vans (as my invention is applied to all bruke
vans) so the two or more brake vans which enter the section should go out of the
section before the rear signal is clear.
Lest it might be objected that in practice it would be difficult, in the first
portion of my invention, in the case of an express train to get the record of every
wheel passing over the treadle or insulated portion of rail, and my invention fail
to release the rear section if one tooth of my apparatus is missed, that is to say,
if one wheel fails to record, I allow a little latitude because every coach has at
least two pairs of wheels and in recording one the instrument will practically record
the couch, therefore if it fails to record" not more than one wheel the apparatus
may be considered as working and will release the rear section.
In the second portion of my invention I arrange that batteries be placed on the
locomotive (if desirable) and in each brake van, or any other vehicles which may
be placed at the rear end of a train.
The operation of this second portion of my invention would be as follows:-
Assuming the train leaving, say section A, to be composed of a locomotive,
10 goods wagons and a brake van in the rear, the locomotive (if it is desired to record
its passage) in passing over the insulated rail would make contact and record * 1
in the cabin in advance, the intermediate vehicles (10 goods wag ans) would not
record anything at all, and the brake van, in which are the batteries, would
record 2, completing the record. Should anything happen to the train before
it reaches B,-a-sume that the brake van and three of the vehicles have become
detached, or assuming that part of the train and brake van did not proceed out
of B's suction, then the signals at would be lockel so that a second train could
not proceed; practically the train must have left B with the brake van on
before A is free to send forward another train.
The way in which I carry out the first portion of my invention is as follows:-
Assuming two sections A and B, 1 arrange at any suitable spot in advance of
the sectional signal, say at A, a rocking shaft operating between the 4 ft. with an
arm on either side adjacent to the metals; the first arm would be projecting
towards the direction in which the train is coming and he depressed slightly
towards the ballast: the other arm projects in the opposite direction, preferably
operating near the other metal of the 4 ft. way. A similar bar or rocking shaft
would be fixed the requisite distance inside the home signal of the section in
advance (say B), or at any suitable spot determined upon by the management of
the railway.
In the signal cabin in the section through which the train is passing, that is to
suy, 13, 1 fix an instrument composed of two halves substantially alike, with a pair
of eletro-magnets for each ball; an armature is operated by each pair of electro
magnets and projecting from the armature is an escapement movement coiamonly
known as a pallet" operating a toothed wheel or communicating motion to a
pinion and from that to another wheel; fixed to the latter, or to the one wheel
where only one is fixed, is a projecting pin. The other half of the instrument is
similar in all respects to the first half above described and with a corresponding
projecting pin. The electro-magnets in one halt of the instrument are electrically
connected to the bar or treadle fixed at the entrance of the block section, say 13,
that is to say, the requisite distance beyond A's sectional signal. Electric con-
nection is also made from the other half of the instrument to the bar just in
advance of B's home signal, and electrical connection is also made to the operating
lever at A or, preferably, to an electric slotting apparatus fixed on A's sectional
signal, neting that contact must be made in the recording instrument at B through

page_text: the action of the complete number of vehicles leaving A and moving inside
B's home signal, recording the same number there, completing the circuit and
thereby releasing A.
With this portion of my invention it should be understood that it is intended to
be purely an addition to any of the ordinary lock & block systems, which systems
ensure that the release of A is not complete until the train has left B's section.
All this portion of my invention does is to ensure that the whole of the vehicles
which leave A shall arrive at B inside B's section between the home signal and
the starting signal.
In the second portion of my invention the recording apparatus in the signal
cabin is identical with that described with reference to the first portion of my
invention, but in lieu of fixing a treadle I prefer to insulate the rail at the place
where a treadle would be fixed, that is to say, in advance of A's starting signal
and the section is then continued to a corresponding position in advance, of
B's starting signal. In this portion of my invention the release of A does not take
place until the train has passed out of B's section. This portion is a inore complete
lock & block system, and may be either an addition to or in substitution of the
lock & block systems now in use.
I will proceed to describe my invention with reference to the drawings
annexed.
Figures and 2 are front and side elevations of the recording instrument;
partly in section. These instruments are preferably fixed in the signal cabins.
Figure 3 is a diagramatic plan showing the signals comprising three sections,
that is, the sectional or starting signal at A, the home and starter at B, the home
and starter at C and the home signal at D. This figure illustrates the first portion
of my invention where every wheel is recorded.
Figure 4 is a diagramatic plan for the purposes of illustrating the second portion
of my invention where the rear vehicle or brake van is only recorded.
Figures 5 and 6 illustrate a treadle such as I have referred to, so that contact
be made and broken by each wheel to get a separate record in my instrument for
each wheel passing over.
The same numbers refer to the same parts in the several figures of the,
drawings.
1,1 are two parallel uprights securely fastened to the case of the instrument
2, 2 are toothed wheels their fulcrums passing through the uprights 1, 1", and
attached to their ends between the uprights are pins or arms 3, 3; a projection 4
is provided on the pin or arm 3 for the purposes of contact with the end of 3°
which is prolonged. 5, 5ª are pinions of toothed wheels 6, 6; the pinions are
geared to the wheels 2, 2. A pair of electro-magnets 7, 7 are fixed to the above
and when energized attract the armatures 8, 8 fulcrumed at 9, 9ª. The armatures
are projected upwards towards the wheels 6, 6, their upper ends being formed to
act as pallets
or pawls in connection with the toothed wheels 6, 6. The
pawls are 10, 10% Springs are provided at the back of the upper portion of the
armatures to always ensure their being returned to the normal position free of
the electro-magnets when contact is broken. 11 is the treadle in advance of
A's sectional signal, 12 is the treadle in advance of B's home signal, 13 is the
battery in the signal box at B for energizing the coils 7; 14 is the wire starting
from the battery 13, through the electro-magnets, through the treadle 11 back to
the battery. 15 is the battery for energizing the coils of the electro-magnet 7"..
16 is the wire from the battery 15, through the treadle and back again through
the electro-magnet 7" to the battery. 17 is a battery which is set up by 3, 3
forming contact and completes the circuit at the sectional signal in the rear, A.
18 is the wire from the battery 17 to the slotting apparatus in the section in the
rear (say Fig. 3. arm 1. A) through the slotting apparatus back to the arm 3,
thence to the arm 3, through the toothed wheel 2 and thence to the battery 17.
19 is a battery which is required for the second portion of my invention illustrated
in Fig. 4, in lieu of battery 13 in the signal cabin in Fig. 3; it is fixed in the

page_text: brake van or hind vehicle of a train, 20 is n contact from the battery to the axle.
One wheel of the pair is insulated from the axle. 21, 21° are pieces of the metals
insulated from the metals on either side of them acting that when the couch or
goods van in which the battery is placed passes over, a current is set up, passes
through the axle and the wheels, through the insulated rails 21, 21, by wire 10 to
the instrument, completing the relense in the rear section. 22, 22 are the pieces
of insulated rails placed preferably adjacent to and slightly in advance of 21, 21ª
and through which the current passes upon the coach and battery 19 passing over
and setting up a current by which a record is given in the instrument at B (or the
section in advance) on the train having left the section A (or rear section).
Practically, 22 is the insulated portion of the rail equivalent to the trendle H
(Fig. 3) which records the train leaving the section, and 21 is the insulated portion
of rail equivalent to the treadle 12 (Fig. 3) which ensures that the train must have
arrived at the section in advance and passed clear before the release can take place
on the sectional signal in the renr. 23 (Figs. 5 and 6) is the arm of the trendle
nearest the direction in which the train is coming; 24 is the other arm tilted by
the train to break contact after 23 has been depressed. The depression of 24
raises 23. 25 is the box or case containing the fulcrum of the trendle and the
electrical contacts; 26 is the lower third arm or counter-balance which keeps the
arm 23 normally upward and also makes contact with spring 28 when the arm 23
is depressed. 27 is the fulerum of the trendle: 28 is the contact spring;
29 and 30 are brackets or supports for maintaining the box or case in position.
Briefly, the way in which my invention works is as follows:-
In the first portion of my invention (reference can be made to Figures 1, 2
and 3, 5 and 6), on the train leaving A and the first wheel passing the starting
signal and over trendle 11, the arm 23 would be depressed and contact made which
would set up battery 13, the current passing along wires 14, through the coils 7 of
the instrument which attracts the armature 8 and operates the pawl 10 into the
toothed wheel 6, revolving the pinion 5 and moving the top wheel 2; through
the latter the spindle to which it is keyed and the arm 3, the wheel 2 being
noved one tooth. The first wheel after passing the arm 23 depresses the arm 24
and breaks the contact, if the counter-balance 26 did not already do it. The
second wheel of the locomotive would perform a like operation, moving the top
wheel 2 one tooth again, through the operation previously described, and moving
the arm 3 the equivalent distance. This operation is performed by every wheel
throughout the train, (for the purposes of description let it be assumed that there
are 10 axles and pairs of wheels in the train), the arm 3 of the instrument is
moved a distance equal to the toothed wheel 2 revolving 40 teeth. 40 axles and
pairs of wheels therefore left A; on the train arriving at the trendle 12 inside
B's home signal, precisely the same operation takes place with regard to the right
hand half of the instrument through the electro-magnet. 7, that is, battery 15 is set.
up, the current going from the battery, through the treadle, back to the instrument,
through the coils and to the battery: the pawl 10' performs a like operation,
previously described with reference to 10, and the wheel 2 (if all the coaches
safely arrive and therefore the requisite number of axles, that is, 10) with the arm
or pin 3 will be moved exactly the same distance in the same direction that 3 was
moved by the action of the train leaving A through the treadle 11. By the train
performing this movement in the recording instrument the projection makes
contact with the prolongation of the arm 3; another current is set up by that
contact through battery 17 by which, through the wires 18, the release is completed
in the slotting apparatus on the sectional signal in the rear, A. If, therefore, any
accidental break away takes place and only 30 axles arrive at B and depress the
trendle 12, then the arm 3 will not have moved a sufficient distance to make contact
with the projection 4 on the arm 3, consequently battery 17 will not have been put
in action and the release will not have taken place on the slotting apparatus at the
section in the rear and consequently the sectional signal is held locked at
Danger."

page_text: The same description refers to a train travelling from B to C, C to D, and
NO on.
With the second portion of my invention a similar action takes place and the
description is similar, but instead of being a series of records one for each wheel,
and movements of the toothed wheels 2, 2" and through then the arms 3 and 3",
records are only given by the wheels which have batteries connected to them;
for instance, if it is desirable to make the beginning and the end of the train
nake a record, then batteries would be on the locomotive as well as in the brake
van, but in this illustration I have only shown the last axle of the brake van to be
in contact with the battery. As the train proceeds past A (Fig. 4) the last
vehicle containing the battery 19 sets up action, the current is passed through the
insulated rails 22, 22 and the coils are energized, the armature attracted and a
record or movement of one tooth takes place, moving the projection 4 on the arm 3
a distance which may be prearranged, a fairly long distance preferably to ensure
a definite movement. If any break away takes place and the brake van does not
arrive at B and pass B's starting signal, then the release on A's starter does not take
place and it is still locked at Danger." With this portion of my invention the
brake van containing the battery must itself go right out of the section in advance,
that is to say, beyond B's starting signal into section C, before A's starting signal
is free.
::
Figures 3 and 4 are similar with the exception that battery 19 in the brake van
is in substitution of battery 13 in the signal cabin and that the treadle shown in
Fig. 3 as a complete treadle, that is 11, in Fig. 4 is as it were divided into two
portions (insulated rails), one, 22, 22, to indicate the records of wheels or vehicles
in the instrument in the cabin in advance, and the other 21, 21° to ensure that the
same number of wheels or vehicles have arrived at B and the circuit completed to
release the rear section. It is obvious that the treadle 12 or insulated rails 21, 21*
may be fixed anywhere to ensure that the entire train reaches that spot.
My apparatus may be used to protect shunting movements in a section only, say
between the home and starting or sectional signals.
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. An improvement in the block working of railways consisting of apparatus
which when operated ensures that every wheel of a train which leaves a section
(say A) must enter beyond the home signal in the section next. in advance (say B)
before the starting or sectional signal in the rear section (say A) can be lowered
to the "Safety attitude to admit a second train into the section in advance
(say B), all substantially as described and illustrated in the accompanying
drawings.
2. An improvement in the block working of railways consisting of apparatus
which when operated ensures that every vehicle in which batteries are placed
(preferably brake vans only) that leaves a section (say A) must pass beyond the
starting or sectional signal in the section next in advance (say B) before the starting
or sectional signal in the rear section (say A) can be lowered to the "Safety
attitude to admit a second train into the section next in advance (say B), all
substantially as described and illustrated in the accompanying drawings.
3. In lock and block apparatus for railway signalling an instrument such as
illustrated in Figures 1 and 2 of the drawings annexed, consisting of electro-
magnets, armature pawls, wheels and contact arms, operating that the train on
leaving section (say A) sets up a partial movement which is completed by the
train arriving either at or beyond the section next in advance (say B), such
completion of the movement sending an electric current to the rear section (say A)
allowing the signalman at that section to lower his starting or sectional signal to
the " Safety attitude, all substantially as described and illustrated in the
accompanying drawings.

page_text: 4. In railway signalling, an instrument consisting of two like halves normally in
contact, one half being moved away from the other by a train passing a given spot,
breaking contact, and the other half being moved to restore contact by the same
number of wheels (which actuated the first balf) passing one or more given spots
in advance of the first spot.
15
1000
JOHN P. O'DONNELL,
Fel. Chart. Inst. P.A.,
70 and 71 Palace Chambers, Westminster, S. W.,
Agent for the said Applicant.