An Improved Electrical Apparatus for Railroad and Fog Signalling, to be Used in Conjunction with the Present System of Railroad Signalling.
Year: 1896

page_text: Date of Application, 26th Aug., 1896-Accepted, 3rd Apr.. 1897
COMPLETE SPECIFICATION.
An Improved Electrical Apparatus for Railroad and Fog Signalling,
to be Used in Conjunction with the Present System of Railroad
Signalling.
I, HENRY GILHESPIE of "Rosebank," Station Road, Chingford in the County of
Essex, Clerk, 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 for railroad signalling relates to signalling to trains when in motion
from the signal box by means of two electrical rail indicators placed between the rails,
the apparatus being enclosed in a cast iron box, and protected from the weather. The
apparatus in each box is worked in conjunction with the present system of railroad
signalling by means of a cable passing over pulleys, and connecting the apparatus
with the cable working the ordinary signal to which the rail indicators are
attached.
Communication is made with the engine-driver by means of two rail indicators
fixed to the engine and making contact with those placed between the rails.
The fog signal used in fogs or snowstorms, is made by an electrical gong fixed to
the ordinary signal post, and sounded automatically or by the signalman in the signal
box such parts being no part of my invention, when the ordinary signal is put to
"safety."
My invention consists of certain parts hereinafter described and claimed, whereby
the present system of railroad signalling is made more effective, especially in fogs
and snowstorms.
In the drawings:-
Fig. I, is a front elevation of the cast iron box in which the rail signalling
apparatus is enclosed and protected from the weather.
Fig. II, is a longitudinal section of the rail box and apparatus.
Fig. III, is a front elevation of a rail indicator drawn to an enlarged scale.
Fig. IV, is a longitudinal section of a rail indicator cut from front to back.
Fig. V, is a plan of the top of the cast iron box.
Fig. VI. is a cross section of the moving platform drawn to an enlarged scale.
Fig. VII, is a cross section of the platform support.
Fig. VIII, is a plan of the platform before any fittings are fixed thereto.
Fig. I, is a front view of the cast iron rail box in which the rail apparatus is
enclosed. B. and C represent the lid of the box, which is elevated one and three
quarter inches at B above the ends C. The length of each of the ends C. from B.
is ten and three quarter inches. D. is the end of the box, in which are fitted
pipes F and G, through which pass the spindle d, and the bell wires g. respectively.
The box is secured to a sleeper, specially adapted to it, by four bolts passing through
the four lugs or flanges H'; and the lid is secured to the box by four bolts passing
through the four flanges H. on the sides of the box and lid. In the lid B and C are
the indicator holes E and E' in which the spindle head "I" works, and which are
closed to the weather by the sliding door P. P' and the internal door Q. The sides
of the box are strengthened by three ribs, and the ends by one rib. At the
indicator holes E and E¹ and underneath the lid at C. are the slides for the sliding
door P.

page_text: Fig. III is a rail indicator made of phosphor bronze, one of which is fixed to each
end of the moving platform S. Each of these indicators is connected by bell wires
with an ordinary electric bell indicator placed in the signal box, the bell of which is
rung when the spindle, J presses on the contacts N and N¹. I is the spindle head
which makes contact with the indicator on the engine. J. is the spindle moving in
the spindle hole of the cover K. L. J¹ is a collar on the spindle, while L' is a collar
on the cover L at the bottom of the spindle hole. R. is a spiral spring placed in the
spindle hole of the L. portion of the cover, and supports the spindle, regulating its
movement, and bringing it into position after it has been depressed by contact with
the indicator on the engine. The covers K. and L. are fastened together by bolts
passing through the flanges M. on the front and back of the cover, while the indicator
is fixed to the moving platform S. by bolts passing through the flanges M' at the
front and back of the bottom of the cover K. L. N and N' are the bell contacts which
are closed by the pressure of the spindle J. These contacts are mounted on an
ordinary walnut base O. The contact N. presses against the end of the spindle J,
while the contact N¹ is placed at a distance of one eigth of an inch below the
contact N., so that a slight movement of the spindle will bring the two contacts
together, and complete the circuit with the electric bell and indicator at the signal
box.
Spindle head I. is square, and bevelled as in Figs. III and IV.
P. P and P is a brass sliding door fixed to the cover K. as in Fig. III. and
protects the apparatus in the rail box from the weather; when an indicator hole is not
occupied by an indicator. The sliding door P. works in slides on the underside of
the lid C. at E, E and is regulated by the movements of the indicator. P¹ covers
that part of the indicator hole situated in B. P2 is a bracket extending from the
underside of P, by which the sliding door is fixed to the indicator at K. Fig. III by
means of screws. Qis a brass door placed in the internal side of K. Fig. III, and
closes that portion of the indicator hole in B. which would be exposed when the
indicator was in position. These doors fit closely to the indicator holes, but move
freely with the movements of the indicator. The external surface of P. dips one
half inch at its junction with the indicator hole E, forming a well one half
inch deep.
Fig. VI is a cross section of the moving platform S. to which are fixed the rail
indicators as in Fig. II. at a distance of one inch from each end of the platform.
U. is the support for the axle V, which is secured to the platform by two bolts, S'.
The wheels W. which work on the axle at V₁, are secured by a washer and
split pin.
The superior surface of the platform is covered by a brass plate inch thick, and
extending three inches beyond each end of the platform.
The wheels and axle are constructed of phosphor bronze.
The moving platform Fig. VI. works in and rests on the platform support Fig. VII,
which is of oak. The wheels W. of the moving platform run on the rails Z. The top of
the platform S. is one eighth of an inch above the platform support Y. The bell
wires g from the indicators pass through the platform S, into the groove 9' and are
conducted along it through the end of the platform into the pipe G, and through the
side of the box. The bell wires are secured to the platform groove g', sufficient wire
being left loose to allow the platform to move freely. At Z. phosphor bronze rails
are fitted into the platform support. The top of the support is slightly bevelled and
the whole is secured to the inside of the box by bolts passing through the support in
the groove gl.
The moving platform Fig. VI. is controlled at one end by a spiral spring b, while
to the other end a spindle d with a spiral spring is fixed which passes into the
pipe F, where it is connected with the cable joined to the signal post to which it is
attached.
A spiral spring c. is placed over the spindle d. between the end of the platform and
the pipe F. The normal position of the indicator, that is when it is not acted on from
the signal box, is at "danger.' When the signal is to be set for "safety," the

page_text: spindle is drawn into the pipe F. by the cable attached to the ordinary signal. This
moves the platform along its support, opening the indicator hole E', and placing the
rail indicator at safety; while the other indicator E. previously set at "danger," is
drawn into the box, and the indicator hole closed by the sliding doors. When the
line is to be closed and the signal set at "danger," immediately the lever at the signal
box removes the pull on the cable, the platform is drawn into its normal position by
the two spiral springs band c.
Fig. IX is two electrical rail indicators e¹ corresponding with those placed between
the rails, and herein before described, are each fixed to a steel bracket e³ which is
fastened to the underside of the platform e of the engine and internally to the bracket
to which the plough is attached. These are connected with an electrical bell by
wires e and two hole indicator fixed in the cab of the engine in such a position as to
be easily seen and controlled by the engine driver. The wires e pass underneath the
platform from the indicators through the foot blade to the bell indicator and
battery.
Such devices as bells, and bell indicators, and batteries, are already well known,
and I lay no claim to such as any part of my invention.
:
The fog signal consists of an electric gong protected from the weather, and fixed
to the ordinary signal post at a distance of ten feet from the ground, or any other
distance that may be desired. This gong is rung from the signal box, when the signal
is set at "safety," by means of a bell pull or push fixed to the signal lever at the
signal box. The pull or push is fixed to the lever by an ordinary clip. If a bell pull
be used, the fog gong will be rung automatically when the signal is set at "safety";
if a bell push be used, the fog gong will be rung by the signalman pressing the push.
These bell pulls or pushes are suspended from the ceiling of the signal box by means
of a counterweight and pulley; and when not in use they can be detached from the
signal-lever, and placed out of the way of the signalman.
Such devices as bell pushes, bell pulls, electric gongs, counterweights and pulleys,
and clips are already known, and I lay no claim to such.
The materials of which my invention is to be manufactured, and the dimensions
herein before described, are to be preferred; but other materials may be used, and the
dimensions modified if desired.
The duplicate parts I, indicate the two positions of the signal, namely "danger" and
" safety.' The part I at the hole E, indicates, when exposed, that the ordinary signal
is set at "danger"; the part I at the hole E', when exposed, indicates that the ordinary
signal is set at "safety." Each of these parts are connected with the signal box by
means of wires conducted from it to the electric bell and the bell indicator placed in
the signal box. Each signal is indicated on the bell indicator by its name, under-
neath which are two holes, representing the two positions of the signal, " danger"
and "safety." When the duplicate part I, at the hole E is depressed by contact with
a passing engine, the electrical circuit is closed in the part I, and this rings the
electrical bell in the signal box, and the disc on the bell indicator falls over the whole
marked "danger," in connection with this signal. This indicates to the signalman in
the signal box, that an engine has passed the rail signal box connected with the
signal set at "danger," shewn on the bell indicator. When the part I at E' is set at
"safety," contact with a passing engine is indicated to the signalman in a manner
similar to that when set for "danger," already described.
"
The duplicate parts e on the engine correspond to the two positions of the ordinary.
signal, "danger" and " safety. The part e on the right side of the engine,
corresponds with the "danger" indicator I at E in the rail box; and the part el on
the left side of the engine, corresponds with the "safety" indicator I at E' in the
rail box. Each of the parts e¹ are connected with an electrical beli and a two-hole
bell indicator in the cab of the engine. The hole of the bell indicator connected with
the duplicate part el on the right side of the engine, is marked "danger"; the other
hole connected with the duplicate port el on the left side of the engine is marked
"safety." When the ordinary signal is set at "safety," the duplicate part I, in the
rail box, is exposed at the hole E, and when the train passes over the rail signal box, .

page_text: this part is depressed by contact with the duplicate part e¹ on the left side of the
engine. This contact closes the electrical circuit in the port el, which rings the bell
in the cab of the engine, and the disc on the bell indicator falls over the hole marked
safety.' The engine driver then knows that the signal which he is approaching is
set at "safety."
When the signal is set at "danger," communication with the driver is made in a
manner similar to that already described for the signal when set at "safety."
Having now fully 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. In an electrical apparatus, the combination of the various parts to form a device
for railroad signalling by means of two electrical rail indicators fixed to a moving
platform, which moves on a platform support, and the whole placed in a cast iron
box and protected from the weather and the two rail indicators correspond with the
two positions of the ordinary rail signal substantially as herein described and
according to the accompanying drawing.
2. In an electrical apparatus for railroad and fog signalling, the combination of the
various parts above described in this specification and illustrated in the accompanying
drawing for the purpose specified.
Dated this 26th day of August 1896.
J. P. BAYLY,
18 Fulham Place, London, W., Agent for the Applicant.