Improved Means for Signalling and Stopping Engines and Trains on Railways.
Year: 1892

page_text: Date of Application, 10th Oct., 1892
Complete Specification Left, 6th July, 1893-Accepted, 7th Oct., 1993
PROVISIONAL SPECIFICATION.
Improved Means for Signalling and Stopping Engines and Trains on
Railways.
I JOHN ROBERT MILLER, Joiner, of No. 2 John Street, Denmark Street,
Belle-Vue Wakefield, also I, CHARLES HEBBLETHWAITE, Grocer, 109 Kirkgate
Wakefield Yorkshire do hereby declare the nature of this invention to be as
follows
a,
the
This invention relates to the working of the signals, or semaphore arms, in a
manner, independent of the cabin signalman; in an automatic manner, by the
engine, or train wheels acting on, and depressing certain levers rods, rollers, cranks
and so on; as follows: Refer to Sheet 1. the drawing shews signal post P.
arm, is raised or lowered, as usual, by the rod 2, connected to a counter-balance
lever b, pivoted upon the post and another rod 1, is connected to it, and to a
chain, at its lower end; the chain passes under an iron pulley wheel W, (usually
fixed at the foot of the post ;) and then leads away again, by a wire N, to the cabin.
To signal the way clear, the cabin man pulls over his lever to him as far as he
can get it, thus tightening the wire N, and chain; and pulls down the rod 1; the
heavy end of the counter balance lever goes up; also rod 2, and the arm a drops;
the train comes along, and the flange of the first wheel, runs over the top of
depressing bar f, fixed close to the inside of the rail R; the bar f is hinged, by
means of a roller C₁ being fitted to it, and working in sockets. fixed on to the
sleeper S this bar fis free to work up, and down; and, being depressed at the
end towards the post, presses down the end of a lever d, that extends inwards of
the rail R, and outwards to the post P, as may be required: the lever works on a
pivot as at e, see Fig. 2. Sheet 6, the outward end being raised, (when the inward
end is depressed) lift up the free end of the shaped iron checks, C, to the position A;
these cheeks, C, C³, (Sheet 1) are secured by bolts, and nuts, a proper distance
apart, so that the pulley wheel W works freely between them; they are then
properly pivoted between two standards, S 6 (Fig. 2. Sheet 6.) by a bolt K, passing
through them, near the top, and forward end, being 'above,' the centre of the
wheel W. The normal position of these cheeks and wheel is shewn as resting,
upon a level with the top of the sleepers, the weight L keeps it there, although
the pull of the wire N is tending to lift it: the weight L being adjusted to
requirements.
The cabin lever being pulled over, the wire, chain, and rod 1, tight; the lever d,
lift the wheel W, to the position shewn at A higher up the post, and thereby
slackening the chain, and letting go the rod 1, and also droping counter-balancing
weight, and lever, rod 2, and the arm a, goes up, to danger.
MAINTAINING THE SIGNAL AT DANGER INDEPENDENT TO THE CABIN MAN.
After the train has placed the signal at danger, it is kept there by means of a
locking bar H, of iron, working on a plate I fixed on the sleepers; and in a keeper
of iron M, secured to the sleeper top: the end of d, being depressed below the
sleeper top, the locking bar H, shoots across its top edge, and retains it there; this
bar or locking bolt, is connected to a rod J, of iron or wood, extending along (on
the top and across the sleepers) in a series, of lengths, for some two or three
hundred yards.

page_text: Sheet 2. Fig. 1. is a section of sleepers, 9, is a lever arm being weighted at U,
hinged at T to a pair of cheeks C secured to sleeper S' by screws V, this lever
has an arm Y, vertical and act in a clasp X secured to rod J, the weighted arm
brings forward the rod J with the locking bar H, forceing it over the top of d. It
is retained there, untill the train has travelled past the signal, some two, or three
hundred yards, when the wheel runs over an arm, B (Figs. 1 and 2 Sheet 3) being
secured to a roller working in socket boxes H+ Fig. 2. secured to the edge of
sleeper S. On the roller ris an arm A connected to the rods J. the wheel depresses
the arm B, draws the rods J in the same direction as the train moves, or away from
the post P, withdraws the locking bolt H, liberating the lever d, when the pulley
wheel W drops to its normal place of rest, and the arm a drops, unless previously,
prevented by the cabin man putting his lever back, when the arm would remain at
danger, of itsself, (with out motion).
f
T
Should an occasion arise, when one set of rails was used for both up and down
line, the train would work the signal the same; and to take it off; a roller 7 1,
with an arm B, close to the rail, R, working in sockets H 0, fixed to sleeper S, has
a loop of iron e (Sheet 4) this roller may be two hundred yards from the signal
post, approaching' the post (the 'distant' signal is meant) the wheel drives the
arm B2 from it, in the direction of the dotted line, without working any thing; but
coming backwards, the arm B² is depressed, the loop e, draw the wire F³, by means
of the eye connection E Fig. 2. this wire runs to beyond the signal post, and is
connected to a bar 1, (Fig. 2. Sheet 2.) pivoted to the sleeper top, at i and actuate
the rod J, withdraws the locking bolt H. Sheet 1. liberating the lever d and
semaphore arm, as before named, the bar l, draws by the wire F2, and drives the
rod J to the opposite direction.
Should any thing happen to a train, to stop it before, or after passing the signal
post, and say within two hundred yards after passing the post; that train,
so far
protected, by its having brought into action, an apparatus, (to check the advance
of a second train) fixed upon the sleepers some two or three hundred yards, before
reaching the signal post: called the train checking bar; which is a bar of iron
about 1 thick by 34" deep, and so shaped, that in its length of, say, some ten or
twenty yards, it has one, two, or three projections, with corresponding sunk spaces,
with sloped ends: the bar br. Fig. 1. Sheet 5. is shewn raised ready for action, from
its state of inoperation (seen in Fig. 3) this bar is hinged at each end, between two
standards, fa. (falling arms), that are also hinged; the lower ends, to proper hinge
block, fixed to sleepers: P being pivot pin upon which they work: when out of
action, the top edge is below the top edge of rail, R; and is brought into action (with
its edge 'above' the rail; about three or four inches) by means of a rod of iron, or
wood W 4, connected to falling arms fa; this rod, W 4, runs along some twenty
yards, and is then connected to an arm as at r5 fixed to a roller r3. having a
depressing arm M 3. (as shewn in Figs. 1. and 2. Sheet 6) the wheel flange, depress
arm M 3, which is connected by wire W 4 to the 'duplicate' roller 3 working in
sockets 5. having an arm M 3 connected to a pall, or pall locking block M 2. by
means of a connecting bar M 4, Sheet 6. the wheel strikes the depressing arm say
two hundred and eighty yards from the post P. the arm M 3, also the pall block M 2
(fixed as shewn in relation to the signal, in Sheet 6) falls forward and downward;
and pall block M 2 drops its heavy free end, so that the pin falls below, the
centre of the hinged end of M 2 and is prevented from rising by the weight of the
apparatus pulling below the centre, tending downwards, but being prevented from
falling further, thus forms a lock for the whole: this apparatus is thrown out of
action, by a tip bar N 5 pivoted to a standard S 2. fixed on sleeper S. the free end
of the tip bar N 5 runs under the pin V₁ of pall block M 2. the other end is
connected to a wire N' this wire is connected to the arm B. (Sheet 3) see N¹
when the apparatus on Sheet 5. is raised, so is the end of the tip bar N 5. where it
is connected to the wire N' when the arm B. (Sheet 3) is depressed, the wire N'
draws down the elevated end of the tip bar N 5, and lifts up pall block M 2 when
the check bar br falls down of itsself, or assisted by weighted lever bw. pivoted

page_text: to a proper hinge check P 1. secured to sleeper S' Figs. 1. and 2 Sheet 5. thus the
engine wheel takes off both this apparatus, and the signal at the same moment, as it
presses down B. (Sheet 3).
The method, or action of checking the second train approaching a distant signal,
is shewn by the drawings on Sheet 7. S, sleeper, shewing rail R, the apparatus on
sleeper, g the hinge block, 10 the pivot pin for falling arms fa. The bar, b r. will
rise; when a roller ro, catches on the top edge, of br; the roller works between
the forked ends of a trailing arm, or lever, le. (Sheet 7) this arm or lever is fixed
to a roller R 1. working in socket boxes, or brasses, so. securely fixed to the engine
foot plates f. by bolts or rivets; the lever le. must be made in length to suit the height
of the wheels D, or circumstances: the roller R 1 may be carried to the right hand
as in the drawing, or to the left hand to suit different engines; and their varying
arrangements of brake handle, or wheel: the drawing shews a Midland passenger
engine arrangement; on the roller end, in this case to the right hand' is an arm a r.
close under the foot plate, and extenting for a foot or more in length towards the
engine; and up to the engine; at that end, is hinged a rod passing through the
foot plate, upwards for five feet or more; called the checking rod, cr; on this rod,
is a short bar 1, hinged to the rod; also to a tappet, or crank, as at b; this crank
is pivoted to the wind gaurd of the engine; as seen by the dott at the juncture of
the arms b. and e; on the arm c, is pivoted an arm or bar h; that is fitted to the
wheel handle; or rim of the brake wheel bw, situate on the boiler end of which B
shews an outline off. And another strip of metal 2, is hinged to the rod cr. and to
another crank arm 3. this is pivoted to the wind gaurd plate, at the juncture of the
arms 3, and 4; the arm 4 of this crank, has a wire rod 5, connected to a peice of
angle iron of a suitable length, and cut part away, and fitted to work on the wind
guurd plate as 6. in such a way that the top end touches the steam regulator handle,
at the top end when the steam is full on. (SR is the steam regulator handle); the
crank arin 4, has a second wire rod, 8; connecting it to a 'third' crank 9. pivoted to
the wind gaurd as seen at 9. The free end of this crank rests on the small
handle wh. (whistle handle), or is connected to the whistle handle as may be
found best suited to the case.
The lever le catches on br. and 'trails' back, the free end of a r, depresses or pulls
down, the rod cr, to d; when all the crunks move up to the postures shewn by
dotted lines; c and apply the steam brakes; 3. 4. 6. partly turn off the steam as
dotted line 7 shews. 9 operate the handle of whistle, causing the whistle to sound,
once, or twice, or three times ; This apparatus shewn on Sheet 5. may be fixed on
each permanent way, within two or three hundred yards on approaching a-junction;
and the two sets can be so connected to each other; that if two trains were
approaching the junction at one time, and one being 10 yards nearer than the other,
would raise both apparatus at the same moment; and cause the engine furtherest
off, to have her brake applied, her steam half turned off, and the whistle sounded,
and be thus checked, telling out which train was last; (or first, by not being
operated upon) so that one would go on to the end of her journey, and the other be
checked and fully stoped as needed the whole arrangement on the engine is
intended to allow the driver the same free use of all things unless there is unseen.
danger ahead, when they would be operated upon quite independent of him, and be
his safety gaurd, in fogay weather, or in places where he could not see his road,
and tell him of his whereabouts in a fogg, also telling the signalman where the train
was, the same as fogg signals.
:
Dated this 8th day of October 1902.
JOHN ROBERT MILLER,
CHARLES
HEBBLETHWAITE,
Applicants.

page_text: COMPLETE SPECIFICATION.
An Improved Means for Signalling and Stopping Engines and Trains
on Railways.
I JOHN ROBERT MILLER of 2 John Street, Belle Vue, Wakefield, Joiner,
1 CHARLES HEBBLETHWAITE 109 Kirkgate Wakefield, Grocer, 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 :-
This invention relates to certain apparatus for automatically signalling and
stopping engines, and trains on railways, by the flange of the vehicle wheel passing
over certain bars, levers, and rods, operating, certain pullys, tappets, wires, chains,
bars and rollers, fixed upon the permanent way of railways, and, the existing posts,
or others, riz. in signalling the way clear, the lever is pulled over, the wires
tightened, and a strain is on the whole, to keep the signal down, and to put it on,
as at danger, the engine, upon passing the post, runs the flange of the wheels over
the top edge of a cambered bar of steel, (of hard and compact texture) fitted to,
or formed with, as a whole, a roller bar, of this steel; (advisedly) this roller bar,
to be about 1 or 2 in section, each way, and about 9" long, between shoulders,
having each end, provided with a pivoting pin, well turned, to fit into sockets or
wares, of hard metal, 'cast,' of steel, or gun, or babit metal: these sockets to be
suitably bored out, to fit, and provided with vent holes, for lubrication: the roller
bar to be fitted to, and in the sockets to be fixed on the edge of the sleeper
most convenient, for acting upon a lever of steel, also fitted, so as to work
against the edge of another sleeper; as shewn in the drawings on No. 6 Sheet;
"inside the rail," R: 1, is the cumbered bar; Fig. 14, shews the bar rising
above the rail top about 2", and one end resting upon the lever g. (shewn
in section) the other, connected to the roller bar 2 B: Fig. 24, shews the
position of 1 by the side of the rail; also g by the side of the sleeper SI: the
roller bar is shewn on plan, fitted in the sockets X, that are provided with holes, so
as to be securely fixed to sleeper S, (see the B side of the sheet). The lever is
made to work by the sleeper edge, by being centred at a suitably determined
point, upon a good steel (screwed) bolt, of about 1" diameter; being provided
with a square flatted head, and turned into the sleeper; or by means of a bearing;
and standard as at y. (outside the rail) and a bolt, for pivot, secured to them both;
where the signal post P. stands opposite to the end of a sleeper, and about four, or
five feet distant from the rail. This lever will act, (by being depressed inside the
rail, by the end of f1 when run over by the wheel flange) in the following way:
by taking the pully wheel, usualy fixed at the foot of the post, and fitting it
between two cheeks of steel plate (hardened, about the positions of the holes)
thick, and shaped, as per shaded sketch C 1. Fig. 2. Sheet No. 5. there the
pully W is shewn, with chain connected to rod 1, and the wire t, leading to the
cubin; the cheeks being secured together, by two bolts, passing through them;
and packing collars, to keep the proper space for the wheel to move in freely; one
bolt passes through, at the narrow end of the cheeks; and are to be loaded with a
cast iron weight exceeding the weight of the counter-balancing weight, and bar 3;
as existing; the other bolt passes through the top corner, as at 02; this bolt to
be about seven eighths diameter, and of good tough steel, and long enough to pass
through two strong cast iron (malleable) standards st. having 1 inch flanges,
through which the bolts, or coach screws pass; to secure them to the post on one
side, and to a block on the other side of the cheeks: by being thus secured in
position, by the side of the post, the cheeks, resting upon a bearer block, at the
narrow free end of the same; the weight b. is of such weight, say, 5 to 8 stones, as
will prevent its being lifted by the signal-man when pulling the signal off: as also
being centred above at O 2, will be a resistance to lifting by him but the lever
being well fitted to good bearings and in form, as per shaded sketch, in the
diagram, Fig. 1, Sheet 5, where the narrow end is; beneath a roller, fitted to,
g.

page_text: and between the cheeks G'. Now f, here depresses g; (inside the rail R.) (C chair)
lifts the long end, which throws up the cheeks C 1, as per dotted outline at
Li, Fig. 2; thus the rod 1, would be let go, 3 would drop its long arm, and pull
up the signal to A; (danger); being thus up; to keep it so; an iron locking bar,
about 1 in section, and two and a half feet long, is placed on the tops of the
sleepers and lays in the direction of the rails; about 9" or more 'inside the same;
or, outside, and across the ends of the sleepers, see l, Fig. 1, Sheets 5, 6, & 3; this
bar, rests upon, and moves 'upon' a plate of iron by 1, or 2" wide screwed down
to the tops of two sleepers; and in a keeper of wrot iron, securely bolted on to
the top of the sleeper, near to the side of the lever g, so as to keep it down. K is
the keeper, of iron by 2" wide having 4 half inch by 34 coach screws, or
two bolts, quite through the sleeper: when g, is in the position shewn by dotted
outlines, Fig. 1, Sheet 5, I will shoot across the top edge of g, (if inside) or
under g if outside the rail R; the impetus given to it, to cause it to shoot over or
under is by a weighted lever, U. q, on Sheet 6. (or Hq, Sheet 3) being pivoted
to a pair of lugs, 1 B, and a " bolt P, the weight (to exceed the amount of
resistance, of other connected parts of 1 :) q of about 1" by 2% wrot iron and
having an uprigt t, or vertical arm V, moving in, and against a keeper M. fixed
to lo.
An alternative method of locking the signal on; is by substituting an arrange-
ment, as shewn by drawings, as those on post P. See No. 5 Sheet, where a bar
of iron, Nod. 7; as a locking bar, by 2", 12" long, working in two keepers, 8 and 9;
well secured to the post: the motive power, for the purpose of causing this bar to
act, is a bar "thick, and shaped like that shewn, marked 6. that has an inclined,
weighted arm, and a shaped vertical arm, centred at the angle of the two arms;
and at its lowest end, is connected to a wire rope Nod. 12, that is connected to a
tappet, fixed on the side of, or the angle of the post; or a chain, working through a
pulley, and that secured to the post, as at 10; there also, a wire rope, or rod of iron, lo;
to be connected to the tappet, or chain, and carried along, through the usual guides
towards the cabin, or in the direction the train moves, for a distance to be
determined upon; and then to be connected to a bar of iron or steel, thick and
shaped like Cl. see Fig. 2. Sheet 4, and in section through like a'; the connection
to be made by means of movable adjustable shoes, to fit the section of a' at its
upper side: the shoes to be provided with set screws, for fastening them to the
bar C7, at the midways of their lengths, also at the narrow ends, indicated by N;
in each case.
The wire rope, or rod of iron, marked lo; may be dispensed with, if desired,
and wood bars of 1" section, of suitable materials, and in lengths, advisable, and
well coupled together, to obtain the total length determined upon; say the
150th sleeper from the post; may be substituted for iron.
These wires, rods, or wood bars, to be continued, from the mid length of C1,
onwards as far as the 420th sleeper, or any distance, even beyond and clear of the
section; or next signal: and being well connected to C. by the shoe, and pivot
plate, connected to a regulating screw No. (as inside the rails,) or S1 (outside the
rails :) is also to be securely pivoted to an arm a, connected too, or formed with a
roller bar 1. of 1 section, centred in, and working in sockets, bosses, or
brasses V. well fastened to the sleeper edge: A curved arm A t. Figs. 1,
and 2, Sheet 4. is made, and formed upon 1. to shape shewn, and to work against
the inside of the rail R. This roller bar may extend under and outwards of the
rail; or it may extend inwards of the rail, (the 'left' hand rail is implied) to suit
the locking bars and rods described; if the first specified mode of locking on is
used, the inside of rails will be the situation if the other method are adopted;
the outside of rails, across the sleeper ends will be the situation of the rods, wires,
bars, and arm a and the roller bar 1. is represented in this case by V I. and
terminate by the side of A t, inside of the rail.
The working of the signals; (semaphore) is this: the signals being connected
up, and worked in the usual way by the man in the cabin; and he, recieves

page_text: the notice of an approaching train, pulls the lever over to him as far as it will
admit off, the arm will drop, by the 'strain' of the wires, chain, and rods, in pulling
the counter-balancing arm 3, to the position indicated by o 3. Fig. 1. Sheet 5. and
the pully W, in the weighted cheeks C₁ will be in the position shewn by the shaded
diagram; at rest, upon a block, against the side of the post: The arm being off, the
train passes the post, and the flange of the wheel, presses down the cambered bar f.
that presses down the lever g. to the position indicated by dotted lines g 1. the
outer end, against the post, being under the cheeks C 1. (the free end) the cheeks
would rise to the position shewn by dotted outline Li. Fig. 2. about 4"; and conse-
quently the rod 1. will rise, letting go down the outer end of 3. and the semaphore
arm goes up to danger, as A. at the same instant that g. goes down, the bar l,
shoots across the top edge of g. if inside the rails; or under the lever g. if outside
the rails; or if the fittings Nod. 6. 7. 8. 9. 10 and 12 are used; then 7, will shoot
out under the C 1. being impelled forward by the weighted arm 6. The arm is thus
locked on, and remains so, untill the train runs over the curved arm A t. Sheet 4
when it would be depress'd by the wheel flange the arm a, draws the wire, rods, or
bars lo. forward (as per the arrow indicates) then 1. the locking bar, or 7. will be
withdrawn, and the arm will drop; or again be in the hands of the cabin signal-
man; who has had no control of it during the time the train has been in the
section; through the slacking out upwards, of the chain, and rod 1.
In other situations, where no pully is used at the base of the post; other methods
are adopted; one of such a nature, exists, as per sketch Sheet 8. On post P, a
frame work of iron, is fixed to its side, some two feet high; O, being a counter-
balancing lever, connected to the arm, by a rod 1: O, is actuated by a vertical
lever o o. with a foot, acting upon the short end of 0; to the top end of oo, a
wire 2, leads to the cabin, as shewn to bring this under the control of the train,
for automatic use, standards, in two parts, or pairs, as St, Fig. 1, (elevation),
(Fig. 2 plan) are well bolted to a block of wood, B; securely fixed down to a block
of stone, or concrete: the standards of strong section, of cast iron, and between
them a roller e, to work in the standards freely; the wire 2, here, being cut out;
and replaced by a chain, rests upon e, roller; about 24" or 3" diameter, and 3" long:
the standards, being provided with a hole at the top, to recieve a " or " din. bolt:
a roller b, of 3" diameter, and about 4" long, to move freely on its axis, and between
two cheeks a. a. that are kept apart, yet also bound together by a collar i, and
bolt ; passing through weights W, and cheeks a; these cheeks to be of shape
shewn in Fig. 1. and an inch thick, to be pivoted at the top corner, as at d', to the
standards S. t. and the roller b. to be fitted into drilled and bushed holes, and made
to move freely between the cheeks, below and in advance of the roller that is
also to move freely upon a centre bult, of steel.
e,
The chain to pass from the post, over the roller e, down and under the roller b, and
the connected wire to continue away to the cabin as at the line o 2. Fig. 1. A rod of
1* iron, to be connected to the cheeks, as P 1. and to the lever 9; to lift the cheeks,
and roller b, when the train passes over f. that is fixed to the roller bar ro. shewn in
section, in Fig. 1. The locking on, arrangement to be as before described, by either
the one, or the other; and the action in working the arm, as has been stated, upon
previous pages. The foregoing arrangements are intended to be, for signals, that
are in the hands of a signal man, and are for use in connection with him, as safe
locking on, and for preventing the signal being pulled off by him so long as the
train remains in the section of the road, or station.
Sheet No. 7. On this drawing, a modified arrangement is shewn, for to work the
signal where placed a distance from the rail, or too far off, for the lever g to be used
well here, the cambered bar to be as before described, and fitted;
:
but 9. 2" thick
and 15" long, as per the shaded diagram, and pivoted by a " bolt, and plates, as at h.
upon the edge of the sleeper, outside the rail R. and a bar
shaped as 8. and pivoted at the side of the sleeper, upon a
may work in brasses, or ware bosses, as W. Fig. 3. the plan
bar 8. an iron rod, ths" (round rod) to be well centred by a
by 2 and 15" long,
shouldered bolt that
of it; to the curved
bolt, as a pivot; also

page_text: to the tappet L. (on the post P) at its lower, and shortest arm, the tappet is centred
at 5. upon the post, and has a curved wing 5'.
To work the signal; when the arm is down for clear, g. will be as shewn by dotted
outline g 1. and 8. as at o 8. and the long arm of L. would be down the wheel
pressing upon f; depresses, g, that actuate the bar 8, at its lower end, causing the
long upper part to draw the rod 6. that draws L as seen; and L. being under the
cheeks 1. Sheet 5. will lift them as described previously the locking on, to be as
the first described method, by 1. and 1o. page 4.
Where it is desired to have independent automatic signalling, by sections, of the
road, signals inay be put down to meet the case, and fitted as usual so far as arm-
lights and rods for posts, that may be well connected to the tappet L. on post P.
Fig. 1. Sheet, 7. rod 2. to be pivoted to the balancing bar 3. that is centred upon
the post, at 4. rod 1, well connected to 3. and L. as shewn, the arm a. to outweigh
the weight O. on 3. the tappet L. here, lifts the rod 1. that lifts the bar 3. that
lifts the rod 2. connected to arm a.
A catch, as 7. Fig. 2. with weighted arm C. being centred upon the post P.
at C 1. will swing forward, under L. and sustain L up in the position shewn, also a.
and to unlock it; a wire 9. connected to a lower limb of 7. and leading away to Cl.
as described, and shewn, upon No. + Sheet, and page 5.
When the wire 9, Fig. 2. Sheet 7, is drawn by Cl, the catch 7, will be with-
drawn from under the tappet L; then the semaphore arm will drop, to the post, or
to clear; and the train will be in another section, having blocked the section as
soon as entering into it.
The arm being down, also the tappet L; the catch 7, would shoot across its top
edge, and prevent its upward motion, again; but for the curved wing 5' of L, that
moves down in the front of the end of 7, preventing it from shooting out again,
untill L is lifted again by the train.
In such situations, as exists, where two, or any number of sets of rails intervene,
between the road to be blocked, and the post carrying the fitting, for a set of four
or more signals, on a skeleton bridge over the roads, each road may be automaticaly
worked, as the drawings on Sheet 12 shews: the train travelling over the road, in
the direction of the arrow: f, the wheel bar, is situated inside the left hand rail R.
(C; chair) and g, is pivoted about 1 foot, from the inside of rail; as at e: Fig. 1.
When the road is clear, the dotted lines indicates the position of g: to block it, the
shaded position of g, is assumed a rod ro of about "ths. iron, is connected to y.
at O. and extends by the side of the sleeper S onto the signal post, and is well
connected by a bolt, to L, at o o. the tappet L. is well pivoted to the signal post
at 1. and when the signal is off, will be in the position shewn by dotted lines:
the action, as before described, is that L. being pulled by ro to the position shewn,
lifts the arm at danger, by the lifting action of the rod 2, pivoted to the counter-
balancing bar 3, pivoted on the post, at o 2, being thrust upwards by the rod 1,
connected at a suitable point to 3, as o 3. and to L, at oo 1. rod 1, has a
multiplying power, and travel, to that of rod 2; being centred on 3. as at 02:1
the locking the signal, at danger, is as already described, done by 7 as shewn upon
Sheet 7; Fig. 2. and what has been described of Fig. 1. Sheet 7. applys also to
Fig. 1, Sheet 12, as to independent action.
The drawings; shewn at B. Sheet 6. illustrates a method of independent working
of the signals: at 1 Fig. 2. B. the tappet e, is fixed on the end of the sleeper, S.
and is connected to a crescent shaped bar, d. or a tappet, by the rod 6. the bar d,
being pivoted upon the signal post, as a tappet: one part of the tappet e, rests upon
the long, or lifting end of the lever ; to be curved; so as to present a uniform
level line to the edge of the lever g. the act, of lifting e; by g; pats the signal at
danger; and is locked on, as shewn at 1. 1o. &c. the wares, or sockets X are to be
fixed to the sleeper, as O. S. and the roller bar; with, form a part of it.
An alternative method of actuating the signal; is, that the roller bar 2 B, has
an arm a 2, outside the rails, and presses down one end of a rocking lever, 9, properly
pivoted upon a standard, that must be fixed upon a block, as 8, well fixed down;

page_text: the arm a 2, press down one end of the lever 9, that becomes locked down by a
counter weighted catch, indicated by 7; when 9 is below the notch in the vertical
part of 7, the weighted arm drops, bring the notch upon the top edge of 9.
To unlock the same, a wire may be connected to the arrangement shewn upon
Sheet 4. as N, Fig. 2, outside the rails.
The diagrams at Fig. 2 Sheet 6, shews the position of the parts on plan-of
those upon Sheet 5. And those at Fig. 14, Sheet 6, is a view of the same, from
the side, (the right hand rail removed) S1, S2, are sections of sleepers; the
locking bar, recieves its impetus to move across g, (when depressed) by the
weighted arm v 9 dropping; when the small vertical arm V, drives lo, with
forward The keeper k holds all down, in its locked state.
Where the post does not stand opposite the sleeper, to suit g Fig. 14, Sheet 6,
the parts may be disposed, as shewn at B, Fig. 2, where 9 will be substituted for g.
and actuated by arm a 2; or fniay be fixed one sleeper back, and use tappet e,
and to be connected to d, by the rod 6, for lifting the cheeks C 1. or connect d to
the rod 1, direct by pivot pin and key; if it is independent signalling.
In some situations, as at junctions, or other places, the before described methods
may not be adaptable; if so, Sheet 12. Fig. 2, shews a system of tappets, and rods,
that may be fixed to suit either any angle, or diagonal position: the parts fand y.
before described; will operate the rod ro, any length, being connected to a,
tappet, h rod, to b tappet, also connected by a slott end to a pin, upon the arm of
tappet d; the same being connected to a rod or wire t, that is properly connected
to the curved bar d. as seen in Figs. 1, and 2, Sheet 6 (or a tappet) properly
pivoted upon the signal post, at its base, all being well pivoted to their places, and
parts; the depression of g, moves o, as dotted lines shews; J. o 7, and o 5 being
pivoting points of the tappets.
To
i. k. l. n. o 4. the connections one to each other. o 7. moves to m. n to o 6. o 4 to y.
and t, being moved past the point o 5, cannot return, or move further, through the
restraining power of b. at n, when at o 6. thus the signal becomes locked on.
unlock the motion, a bar as X, pivoted upon the block B, and connected to the
arrangement, as seen at N. Fig. 2. Sheet 4. by a wire, or rod r2. pulling at X ; the
bar will press against b. and cause a reversion of the parts.
Fig. 3. Sheet 12. shews a pivot box p. securely fixed to the sleeper, or block,
J. the pivot pin. a tappet. v the vent hole for the lubricant to be poured into p
through, and U a strap for staying the pin J. in position.
Sight signals are good, when seen, but when through any cause, they become
invisable, or are confusing to the driver of a train then their its use are void;
and he requires other, and certain' signals. These other signals I give, by doing
his duty for him, the three motions, in one, in a moment, (if danger is near), by
placing objects upon the permanent way, and certain fittings upon the engine, &c.
so that in a moment, when contusion could ensue to the driver; the brake is
applied, the steam partly turned off, and the whistle sounded, in the one movement.
As for example. Some four hundred yards before he reaches a signal, we place an
iron bar, some four or five yards long, and one inch thick, by 34" deep, with sloped
ends, as diagram B. Fig. 1. and 2. on Sheet No. 1. B. Fig. 1. is placed in between
two pairs of strong cast iron brackets, or standards, or falling arms, as shewn fa.
these are connected to B, by bolts, as at e, and upon these, B, is made to hinge.
fa. the standards, are about 1" by 3" section, at the part where the curve for the
foot begins; and about 10" long from shoulder to top end: and have a tenon,
or tenant like end, at the bottom, to fit into cheeks, or sockets, for pivoting too;
as B1, socket, P pivot bolt. The sockets are well screwed to sleeper S. about
385 yards from the signal post; the second pair being screwed to the edge of a
sleeper some 5 or 6 yards apart from the other pair; and if the road is clear, the
bar will be in the first, or inoperative position shewn in Fig. 3. and is placed
'perhaps,' about 18 from the inside of rail R. as seen indicated by Fig. 2.
W is a
weighted lever pivoted to cheeks or lugs, B 1. and connected to fa. by a wire o.
this is to assist B, from off a vertical centre, as may be, so as to fall out of action:

page_text: but with arms pivoted to straps Hi. and e. not being a dead vertical centre,
B would fall out, without the aid of W. When out of action B rests upon sleeper
tops, as S 385. and S 400, that indicating the number of sleeper before coming to
the signal, probably. The train (N one) proceeds as the arrow shews, and after
passing over the bar, or the sleeper 385. comes to the point of $ 365, sleeper,
some 20 yards distant, or so that two engines, with their tenders could stand
between the two points with out touching either bar B, or the pressure arm D 1 on
sleeper $36. Sheet 2. The arm D 1. is of a like character as shewn and of hard
steel, connected to a roller bar r2 working in brackets V. secured to the sleeper
edge; to the roller bar r2, also is connected the arm A. and a gths rod, N 1, leads
back some 10 yards, and is connected to a compounding har C at 1, on sleeper 375.
and pivots at y. upon a plate pivot, with socket. At 2. on C a rod N. is pivoted, and
continues backwards to the arm fa. (on sleeper 385.) as N. The wheel flange
presses D1 down, draws N 1 by A; and C. moves towards 2, draws N. and
N raises B. by means of fa, up to the position shewn, Fig: 1. Sheet 1. Some distance
onwards, say 362 yards, is another arm and roller, D; r3, pivoted to brackets V
screwed to the sleeper edge 3 S. D 1. and D. are united by a strong wire M " thick
diameter; three sleepers further on, as O S. Sheet 3. is a pall, or fall block F.
shaded diagram, Fig. 1. and about 1 or 2" thick, placed close to rail, as in Fig. 2.
This pall F. is tied to D. Sheet 2. by a bar of iron, ths" by 3", and moves on pins,
as pivots on D. and F. A strong standard a. on O S. is used, or a hole drilled through
the web of the rail, and F securely pivoted to rail R. (clear of the chair, C.) when the
wheel presses down D 1. Simultaneously, D. and F. falls forward, the heavy end
of F. drops upon a resting plate, r fastened to sleepers tops, O S. S 1. the pivot centre
of F, and the bar B. will then be below the pivot point of F. to rail: F is prevented
from rising, through the strain being below the centre, and is prevented from falling,
by r. and consequently the apparatus is locked in position. Upon passing the post P,
the train will place the signal at danger: and, proceeding, some 380 yards, come to
another arm or wheel bar, upon its roller bar, and sockets, by the side of the
sleeper; such as is described and shewn, as D. Fig. 1. Sheet 2. To the arm D. a
small wire, th diameter, extending backwards to the post, is connected to a tip
bar Ti. Sheet 3. the long arm of this, is under the pin of F. and is as shewn, in
shape; and when ready for action, is as shewn by dotted outlines, being pivoted to
a standard on sleeper S 1. the wire N 2 passes under a rocking guide O 1 secured
to sleeper S 2. the depressing of D, draws N 2. pulling down the short arm of Ti.
and tips up F. above the centre point, when B. Sheet 1. falls out of position :
Should the same road, be used for trains running both ways through an accident to
the other line, all the foregoing described apparatus would be put into position,
as if running the proper way; but if not needing the stopping apparatus, as
Sheets 1, 2, 3-a provision is made for taking both signal and apparatus off, at
one time; (if desirable) a bar T on sleeper $ 2. Sheet 6. or sleeper $ 1. Sheet 3;
by 1 pivoted in the centre; one end extends under 10. and will act against a
stud, under 10. as O, Sheet 6. a wire Bt. extends to the sleeper $ 375. and
connects by a loop to an eye plate l. upon a roller bar 1. actuated by D2 the
wheel bar; to which is also connected a wire N 3. also connected to a tappet, t.
centered upon a, a standard, upon sleeper 2 S. (Sheet 2.) this tappet t. lifts
the bar B. thus let down bar B. Sheet 1. On sleeper $ 375, is fixed a small
standard X0, connected to 1, loop, or link, by a spiraly formed spring, to
keep D 2. in position; or a balance weighted lever may be used; this is the back
take off: as T presses 10 back, from across g.
The whole apparatus shewn on Sheets 1. 2 and 3. may be placed upon each road,
of two seperate ways, approaching a junction, say some 400 yards, from the
junction; and 50 yards further away upon one than the other, or equaly from it:
as shewn upon Sheet 9. the parts N. c. y. N 1. D 1. r 2. A. V. IB. F. t. O N. and a.
are identicaly the same, as described, and shewn upon Sheets 1. 2. 3. &c.; but here,
Sheet 9, an arm a 1, and another a 2, upon a roller bar in sockets V, fixed to
leeper *. arm a 2 extends under the end of D 1. which the wheel presses down,
B

page_text: and a 2 under it also: a 1 arm draws a wire 3. that works a tappet 4, that works a
tappet 6. by a wire 5. and 6. pulls 7. that pulls arm 8. and thus bring into action
both apparatuses, the sanie being locked by F. and B, as described; and also
unlocked the same manner, when the train has gone 150 yards or more, over the
junction points. Or if a train has the lead of the road, on the other way, as that shewn
at the bottom of the drawing, then D. presses a 2 under, and down, and 10. an arm
moves over and pulls wire NO, and moves a pully 1 r. or a tappet; and continues,
to move NO round 12. or a tappet pulls A over; also N 1. C. and N. raising the
bar B. Sheet 1. taking both off, 150 yards beyond the points of the junction.
BACKWARD MOVEMENT OF TRAIN INTO SECTION "UNBLOCK'D."
When a train has left a section clear, and by any means, has to move backwards
into the same section again, such section being unblock'd, the vehicle, that first
enters the section, in a back-way, will place the signal at the danger point again;
by the action of the arrangement; as follows: Sheet 4. Fig. 1. 2. & 3. 1 is a vertical
bar, of steel, of about 17 by 2" fixed upon a horizontal bar, 63, about 11 section,
having each end prepared with a turned end, to work in the holes, as sockets,
drilled into the carriers a², of steel; or any suitable metal, such a angle iron, and
steel bushed; having flanges and being drilled, and prepared, and securely fastend
down to the second sleeper back, from that marked S 420. the bottom end of 12,
may be counter weighted: 1, is a horizontal arm, about 17 by 2 slotted at its
back end, and hooked downwards, and is provided with a cross-pin, to fasten the
wire, Wi too the arm is properly fixed upon the bar 3, that act as a roller bar,
or centre: the train in its forward movement, (as the arrow indicates) will press the
lever bar down as the dotted lines shews, yet the action is of no purpose,
producing no results; but when moving backwards, the arm being in connection
with and will be depressed, and thus draw the wire Wi in a forward move-
ment this wire, may may be well connected to bar of iron about by 1 as P', on
Sheet 8. Fig. 1. & 2. at its lower end, to be pivoted to a cast iron block, well
bolted down to the wood block or sleeper: at the upper end is a cross, head-bar,
that lies against the bottom edges of the two cheeks a. when the arm (Sheet 4.)
draws the wire Wi: the wire W i. Sheet 8, pulls P, to a verticle position, as
dotted lines shews; and lifts the cheeks a, and as previously described, the signal
will be put at danger; and locked on; and also unlocked, as before explained.
Sheet 5. f. 2. Z, is a lever, working on the centre bolt 2. aud between the
cheeks C¹; at its lower end a cross bar-head, lies against the ends of the cheeks, as
at 14 at its upper end, a wire 13, leads to, and merges into the wire Wi. Sheet 4 :
thus the depression of 1, draws the top end of Z. Sheet 5. and lifts the cheeks C¹,
putting the signal at danger; locking, and also unlocking, as previously described.
Where the arrangement, upon Sheet 12. Fig. 2. is used, it can be placed in
reverse order, to that shewn; and leads back to a signal, from a point as is most
suitable, to different situations. And instead of the tappet a. the bar a² (Fig. 2.
Sheet 12.) may be well pivoted down to the sleeper by a plate and bolt, as
at J, and the rod, or wire h' merge into that W i. (Sheet 4.) the rod t Fig. 2.
Sheet 12. to be construed into that, as marked, t. thus the depressing of (Sheet 4.)
will draw t (as t) and actuate the tappets, and signals, placing it at danger: and
locking it on, as has already been shewn and described, by these drawings, and
writings.
DIAGRAMS ON SHEET 4. FIG. 3.
R section of rail, 2 vertical lever, that the wheel flange operates; 6³, the roller
bar; that works in the carriers a²; , the hooked, and slotted, arm, that pulls the
whole apparatus up: (when depressed) through the wheel, when moving backwards
over . This gives a cross sectional view of the fitting.

page_text: stopping bar. St the falling standards. P. B. socket, and pivot pin for the same.
D. the engine wheels, in part: f1. the side frame of engine; 2 the cross beam of
frame. t is a vertical bracket secured to the frame of the engine by bolts;
extending downwards, as shewn, to recieve a foot piece S 1. hinged as shewn to tr.
and also connected to a rod of iron 1" in diameter say as 1. connected to an arm a, on
a roller, as 3 or 2. working in pivot blocks, secured to f1. to the end of the arm a,
a rod of ths wire is well pivoted, and passes upwards through the foot plates f. and
close to the wind gaurd (of the engine) W. 2 is the rod, about as high as the
boiler top. Bo is the outline; F. the fire door: at the top end of 2. is a moveable
catch 3. the foot Sh. is caught by B. lifting it up at the end Sh. and the higher
end comes down, pulls 1. down, also 2; ns connected to a, arm; and roller r 3. +2.
3 presses down a pivoted bar 4, lifts that end of a pivoted bar 9. in touch with 4;
thus open a steam tap 10. that admits the steam from the boiler, through a proper
copper or brass steam pipe of bore, into a cylinder y. of 1" bore diameter at c:
the cylinder being well fixed on the wind gaurd, or the boiler, at the top: at o is
the piston head or ring; the drawings on the right hand side of the sheet (m), is
arranged as will suit some engines extant, and those on the left hand side other,
engines, some existing ones on the side of Sheet 10. a double cylinder is shewn.
One piston moves out, and with its cranked end, pushes the regulator Re partly
over, thus turning the steam half off the engine: the steam, enters the cylinder by
the pipe Z. as shewn by the arrow, and fills the cylinder, and exerts into action, both
pistons, driving the one to the regulator, the other to the opposite direction, and
the head 1 against the bar 7. and the bar being properly centred at a suitable
point in its middle will move as per dotted lines; so with its lower end pushes over
the wheel b. thus applying the brake to the train: (as that is as some engines are
fitted) the top end of 7, in its outward travel, lifts a bar n, (centred at a suitable
point) up, and the other end, resting on the handle of the whistle, will press it down,
causing the whistle to sound: thus the three actions of the driver could be done in
one movment of the rod 2; the arm a. under the foot plates being provided with a
counter balanced end; (Sheet 11.) will cause the rod 2. to assume its normal state:
and the bar 4. will leave the steam valve armi 9. on, its inclined position; thus leaving
the pressure in the cylinder y. To take the pressure off; the driver may lift the
small handle Y 0. thereby closing the valve 10. YO is in a peice with 9. To release
the steam from the cylinder y. the handle 1 is moved by the driver, and opens a
valve d. and the steam escapes by a pipe, through the wind gaurd; and the springs
in the cylinders sends the pistons back ready for action again: it will be seen, that
the strain, on the cylinder fixings, will be nill, beyond the weight of the cylinder
and pistons: although, the pressure will be equivalent to that in the boiler itsself.
The movable catch 3. on 2. may be taken off 4. and connected to a quadrant 5.
pivoted at 5. and at its lower termination, be connected to a small rod 6. working
in a guide strap 7. and by the down pull of 2, he made to push 8. the whistle handle
over, causing it to blow one or two, or three times. Goods engines, fitted thus,
with 5. 6. 7. operating 8. could use the bar B. Sheet 1. made with a deflected part,
as shewn by dotted, or broken lines at D. giving thus two sounds of the whistle,
answering for fog signals: (to be described). The diagrams on the left hand side
of Sheet 10. shews a method, of fixing these cylinders to suit another class of
engine, as existing. 1 b. the brake handle, lever, and plate gaurd. h 2. the ram
head of the piston, acting upon a projection fixed upon 1b. 4 the cylinder, o the
piston ring. 14 a bracket, 15 another bracket. 24. a hollow trunion, works in the
bracket 15. provided with a neck collar, flanged and packed: a solid trunion works
in bracket 14. Steam being admitted by a pipe Z, from valve 10. to y 4. through
the hollow trunion 24. v. and 2 are the valve handles: for the drivers use, 2 v. for
the rod 2. to lift, by the pivoted bar o 4. the valve being opend, the steam enters
also, a cylinder y at c. the piston head, and rod 1. pulls the regulator over, as
dotted lines shew, and the piston ring o. is driven so as to compress, the spring.
2. being connected to a curved, pivoted lever n 1. that is also in a free way, con-
nected to n. a centred lever, resting on the whistle handle, will cause the whistle to

page_text: :
sound, by 2. being drawn down the cylinders to be tested to stand the required
pressure, and may be of 1* bored wrot tubing, of good iron, or other metal choosen.
Sheet 11. shews a side view, as sections of diagrams on Sheet 10. S. sections of
sleepers. C. rail bed of chairs. R longitudinal view of outside of rail. A ash pan
of boiler. B 1 boiler. B0. fire box end. W. wind gaurd. (All other characters,
as per Sheet 10.)
4. Sheet 11. shews position of cylinder, for the brake 1b. h2 the curved
projection upon 1b. V the valve handle for escape of steam from both cylinders.
X escape pipe, to d. the valve, 1 d. on Sheet 11. shews pipe through the wind
gaurd. On arm a. holes are provided for the proper adjustment of 1. rod: Vii. is
counter balancing lever of arm a causing 2. to rise, when Sh. has passed over B.
The cylinder y on the right hand side of the Sheet 10. would be more suitably
constructed upon a principle of two tangents, as regards the boiler top; that is, that
part of the cylinder acting upon the regulator, as it is shewn; but that part, acting
upon the brake lever 1, to be at an angle, downwards, of about 45°. The cylinder
on the left-hand side y 4. to be fixed some what nearer to the regulator, or some
6 nearer the boiler centre: all the ends of these cylinders to be in the form of a
cap, screwed over the barrel of the cylinder, as they are but guides for the rods,
and cushions for the springs safely construct the trunion end. of cylinder y 4.
The trunion end at 14. may be made hollow, instead of solid, and the escape
pipe taken therefrom, and the valve V placed closer to the end of the cylinder;
the bar n may be done without, and a cranked head to the piston rod, made to
push up the lower end of n, shewn curved; as connected to n 1. all these fittings to
be made, and fixed so as not to obstruct the view of the driver through the eye-
picee. Express engines ought to be fitted with these described fittings; although
it may not be needful to fit up goods engines; with the whole but if fitted up
with sufficient to actuate the whistle; a method of fog signalling may be obtained
from the use of the apparatus described upon Sheets 1, 2, and 3, &c. by putting
down that apparatus; and making B. with a deflection, or two, and putting the
bar B. and fitting it to work up, and down, at a point contiguous to that point
used, at which fog, 'detonating' signals are placed: the foot S h. on Sheets 10. and 11.
would be acted upon twice, and the whistle blown twice, if there is one deflection
of the bar B. and three times, if two deflections, as at D. for fog signalling apparatus,
the wheel bar D. roller bar r3, and sockets V, to be left out: and D I. connected
to F. by B. for a main or through road, the apparatus to be coupled up to the
signalling rods and worked by (g. L2. and Z, for example) by a tappet, as per
Sheet 6. as e may be fitted to work on the post, in connection with d at the slot:
and the apparatus taken off with the signal arm.
For shunting, the bar, and fittings as far as, (including) D 1, Sheet 2, fitted down,
and a lever X, Sheet 3, fixed, or pivoted upon a block W. with a slotted vertical
bar b. at its end, in connection with F, so that a man, by lifting the lever X by the
handle h. could put B, the stopping bar, into the raised position, ready for action;
and by placing a pin (behind the compounding lever C,) (in a hole in the sleeper
marked S 375, as at the side marked 1. so prevent it returning again to its normal
position, as when B is out of action; thus keeping in position the bar B, as long
as is needful in a case of shunting in a fog; when the whistle would sound
whenever the engine passed; in shunting, when finished it could be lowered again,
and give no more effect.
This apparatus ought to be fitted down in all places, where the road is curved,
and where it may be found difficult for a driver to tell when the road is clear;
as in winding cuttings, tunnels, between signals, or at a safe point from points
used for shunting, or about stations, where crossings are; so prevent collisions
of trains.
The Sheets 10. and 11. as described, of engine fittings; are a modification, of
those upon Sheet 7. filed, or left with the Provisional Specifications; which is
this; that the bar B on Sheet 1. of complete drawings, is here, on Sheet 7. repre-
sented by r. in the standards fa; in the pivot bosses, on the sleeper s; the

page_text: diagram shews R. the rails in section; and D the view of the driving wheels of
the engine; the wind gaurd sides in section C. the boiler end B. and the foot
plates of the engine f. Fd. the fire door. S. R. the steam regulator. The brake
wheel b. W. belongs to the automatic brake, as per the Midland Co.'s engines.
10, indicates the whistle lever, as some engines are fitted, to press down. To
actuate the three at once, by a mechanical means, by the rising and falling bar,
(the check bar) (r) a vertical lever le, about by 1 having a roller r o. at its
lower end, about 14" diameter, and 6" long, with properly turned pins on each end,
to work in bushes, let into the expanded sides of the lever ro, at the lower end;
The
this roller is to obviate friction when in use, upon the edge of the bar br.
lever has an enlarged top end, and a slot made, so as to slot unto a roller of
1 section, and to be secured by a set screw, in a proper position, adjusted: the
roller R 1. 1" section, and of suitable length, have turned ends, to work in proper
socket brasses, S O. that are to be well screw bolted to the foot plates: the roller
may extend to either side of the engine; and a rod of iron, or suitable metal, of
ths" round, or square, as cr, and to be pivoted to an arm a, at its lower end,
the arm a is of 1" angle iron, well and rigidly fixed upon the end of the roller R 1.
by being slotted and keyed. The rod cr works up, and down, in a guide or
keeper K.
To actuate the brake wheel, a tappet e, is pivoted upon the wind gaurd, in the
position shewn; and to its upper arm, b, is a connecting strap of brass, of a suitable
length, and " by 1" being connected to the tappet c, and the rod cr, by a swivel
plate with pins: on c, at its lower end, a push bar of steel or iron, is pivoted,
as h, and works in a keeper on the wind gaurd, and having a free end, with an
open slot, that will push against the handle of the brake wheel, or a pin provided
for it for partly turning off the steain, another tappet 3, may be centred upon the
wind gaurd, having a connecting strap 2 connected to the rod cr, and 3, by swivel
plates; and a strong pin of brass, secured to 3, as at 4, to which two small rods of
brass, or steel, are attached, and rod 5. is to be connected and pivoted to an arm 6,
pivoted at 11, this arm 6, has a projection, that the regulator SR rest against
when the steam is turned on; a lever th" by 1", as 9, is centred to the wind gaurd,
as seen, and connected by a pivot pin, to the rod 8, and rests upon the whistle
handle 10.
The action-The bar br being up; the lever le. will trail upon it, and be forced
back at its lower end; causing the arm a, to be depressed at the end that is
connected to the rod cr: that rod will be pulled down, and the tappets will be
forced into the position shewn by the dotted lines; will push the brake wheel
over; 6, will drive the regulator partly over; and the long arm of 9, will depress
the whistle handle, the three at one time.
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 automatic working of the signals, as connected to the cabin; by dislocating,
or displacement of pully wheels, wire ropes, rods, chains &c., by alteration of
centres, of pully-wheels, redirection of rods, wire ropes, chains &c. by forming, and
pivoting of cheeks, as described, and shewn, upon Sheets 5. and 8. for the bearings
of pully wheels, rollers, or quadrants.
2. The arrangement of bars, rods, ropes, levers, arms, or rollers, for 'locking
on,' or 'taking off' the. signals, as described, and shewn upon Sheets 3. 4. 5.
6. 7. and 12.
66
6
3. The arrangement of levers, rods, bars &c. for automatic working the signals,
not connected to the cabin," as described; and shewn upon Sheet 3. Figs. 2 and 3.
Sheet 6. Fig. 1. and 2. B. Sheet 7oFig. 1. and Sheet 12 Fig. 1.
4. The arrangement of tappets, and rods, for 'locking" on; in their motion in
pulling on, the signal; as connected, described, and shewn upon Sheet 6. B.
Sheets 7. and 12.

page_text: 5. The form of bar B. Sheet 1. and the arrangement of arms, hinges, or blocks,
bar C Sheet 2. and the coupling of rods and ropes thereto, for 'gaining,' in
motion, in the completely raising the bar B. as described, and shewn upon
Sheets 1. 2. 3. &c.
6. The form, and manner of pivoting the block, or pall F. with the bar / B.
for 'locking on,' also the 'device,' and arrangement for 'unlocking,' the apparatus,
shewn upon Sheet 3. as described.
7. The additions, for working the apparatus upon two ways, in one movement,
when fixed, as approaching a junction, shewn upon Sheet 9.
8. The arrangement of levers, rods, bars, arms, rollers, valves, cylinders, escape, &c.
for the purpose of turning steam off, applying the brake, and sounding the whistle,
in one motion, or not, "by the application of steam," automatically, or by hand,
as described, and shewn upon Sheets 10. and 11. as a modification of or by the
mechanical arrangement shewn by drawings, Sheet 7, of those left with the
Provisional Specifications.
Dated this 5th day of July 1893.
JOHN ROBERT MILLER.
CHARLES
HEBBLETHWAITE.