Improvements in Railway Signalling.
Year: 1891

page_text: Date of Application, 6th May, 1891
Complete Specification Left, 6th Feb., 1892-Accepted, 23rd Apr., 1892
PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling.
I ILLIUS AUGUSTUS TIMMIS of No. Great George Street Westminster
London S.W. Civil Engineer, do hereby declare the nature of this invention to be
as follows:-
The objects of my invention are to effect the signalling of railways or tramways.
by automatic means so that signalmen and signal cabins with levers &c. can be
dispensed with and that with safety.
With these objects in view I place signals in any convenient position at the
stations. There may be one or more as desired and I work them as follows:-
Each signal is worked i.e. lowered from "Danger' to "Alright" by an electro
magnet preferably by a long pull magnet (Patent No. 371282).
79-
The current of electricity which actuates the magnet may be provided by or
from any suitable and convenient source.
For instance each station may have its own supply or a group of stations and
the supply may be from a battery of cells or an electric generator.
The main or lowering current is reduced to the holding current (as described in
Patent 571883, and hereinafter) for the sake of economy.
As described in Patent 571883, the electric circuit between the source of
electricity and the electro magnet which actuates the signal is placed so that it can
be broken by a treadle which is actuated by a train passing the signal. The
working of the treadle may either break the circuit directly or through the action
of a relay.
When a signal arm falls to danger which it does automatically when the
electric circuit is broken it is preferably locked in that position, not by means of
a catch or bolt but by the "three points" in (or practically in) the same straight
line as described in Patent 571883. A catch or bolt is certain to cause an accident
by failing to work at some unforseen time.
My mode of working is as follows:-
Suppose one signal is used for each station. The normal position of all the
signals is "Danger."
When the line is opened say very early in the morning the electric circuits are
closed. Then in order to open the line a pilot engine or train may be used or a
railway servant with special key may go down the line and open it i.e. free the
signals. I prefer to use a pilot engine or train.
In this case he passes the signals at "Danger."
Each signal has two treadles in connection with it and they work thus.
If
In the
The first treadle at the first signal is actuated by the passing train and breaks
(as before described) the electric circuit if it is closed to the signal magnet.
the signal arm is free it goes automatically to danger and is locked there.
case of the pilot train as it is at "Danger" it remains there. The first signal on
the line need not have two treadles though it may have two and the second one
may be used to actuate the last signal on the other line as will be seen by the
following explanation of the working of the treadles at the second station-or the
second signal.
T

page_text: The train passes the 1st treadle of the second signal and if at danger the signal
remains there if not at danger it automatically goes there. The train then passes
the second treadle of this second signal and actuates it. This treadle works a
relay which opens a main circuit of electricity or it may open it directly. This
circuit passes through this (the second) signal arm, at danger, and on to the rear
signal and to its magnet which it actuates and thus lowers the rear signal after the
signal in front of it is put to danger.
I have already pointed out the main or lowering current is altered and reduced
to a holding current. This is effected by the action of the signal magnet
armature which on coming home to the bobbin either switches in a resistance or
cuts out the main current and switches in a reduced one.
The treadles I use are of any available and convenient form. It will thus be
seen that by using two treadles the most perfect safety is effected. If only one is
used it must be put either in front of the signal or at the signal or beyond it. In
either case the train may not be able to protect itself as soon as the rear signal is
lowered. The train may have to stop immediately it has actuated the treadle and
before has cleared the signal and yet the rear signal is lowered. It is clear
there probably would be an accident. But with two treadles all chance of an
accident is avoided because the first treadle puts the signal to danger while the
signal in rear is still at danger. The latter can only be lowered when the train
has passed and worked the second treadle which is fitted at such a distance in
advance of the signal in front of it as to insure absolute protection to the train.
It will also be seen that the above description applies equally to any number
of signals. This system virtually divides the line into a series of block lengths.
The description above applies equally to either an up or a down line and as
pointed out the first signal on one line and its second treadle may be used to
lower the last signal on the other line.
This system may also be used to actuate signals on a single line where there
are no "passbyes" and no sidings.
<<
It may also be used on a single line where there are loops or passbyes." The
circuit to any given signal being broken by any one or more treadles and the same
circuit passing through the conflicting signal arms when in the "Danger" position
enables this to be done readily.
Doted this 6th day of May 1901
COMPLETE SPECIFICATION.
Improvements in Railway Signalling.
I ILLIUS AUGUSTUS TIMMIS of No. 2 Great George Street, Westminster
London S.W. Civil 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:-
The objects of my invention are to effect the signalling of railways or tramways
by automatic means so that signalmen and signal cabins with levers &c. can be
dispensed with and that with safety.
With these objects in view place signals in any convenient position at the
stations. There may be one or more as desired and I work them as follows-
Each signal is worked i.e. lowered from "Danger" to "Alright" by an electro
magnet preferably by a long pull magnet Patent No. 37122. The current of
electricity which actuates the magnet may be provided by or from any suitable and
convenient source. For instance each station may have its own supply or a group
of stations and the supply may be from a battery of cells or an electric generator.
The main or lowering current is reduced to the holding current (as described in
Patent 571883 and hereinafter) for the sake of economy.
As described in Patent 571883 the electric circuit between the source of electricity

page_text: and the electro magnet which actuates the signal is placed so that it can be broken
by a treadle which is actuated by a train passing the signal. The working of the
treadle may either break the circuit directly or through the action of a relay.
When a signal arm falls to danger which it does automatically when the electric
circuit is broken it is preferably locked in that position not by means of a catch
or bolt, but by the "three points" in (or practically in) the same straight line as
described in above Patent. A catch or bolt is certain to cause an accident by
failing to work at some unforeseen time.
My mode of working is as follows: Suppose one signal is used for each station
or two or more. The normal position of all the signals is "Danger."
When the line is opened say very early in the morning, the electric circuits
are first closed. Then in order to open the line a pilot engine or train may be
used or a railway servant with a special key may go over the line and open it,
i.e. free the signals. I prefer to use a pilot engine or train.
In this case the driver passes the signals at danger.
Each signal has one or two treadles or making or breaking contacts in con-
nection with it or more than two and they may be duplicated and they work thus.
The first treadle at the first signal is actuated by the passing train and breaks
(as before described) the electric circuit if it is closed to the signal magnet. If
the signal arm is free it goes automatically to danger and is locked there. In the
case of the pilot train as it is at "Danger" it remains there. The first signal on
the line need not have two treadles though it may have two and the second one
may be used to actuate the last signal on the other line as will be seen by the
following explanation of the working of the treadles at the second station; or, the
second signal.
The train passes the first treadle of the second signal and if at danger it
remains there, if not at danger it automatically goes there. The train then passes
the second treadle of this second signal and actuates it. This treadle works a
relay which closes a main circuit of electricity or it may close it directly. This
circuit passes through this (the second) signal arm at danger, and to the two rear
signals and to their magnets which it actuates and thus lowers the two rear signals
after the signal in front of them is put to danger.
I have already pointed out the main or lowering current is altered and reduced
to a holding current. This is effected by the action of the signal magnet armature
which ou coming home to the bobbin either switches in a resistance or cuts out
the main current aud switches in a reduced one. The treadles I use are of any
available and convenient form.
It will thus be seen that by using two treadles the most perfect safety is
effected. If only one is used it must be put either in front of the signal or at
the signal or beyond it. In either case the train may not be able to protect itself
as soon as the rear signal is lowered.
.
The train may have to stop immediately it has actuated the treadle and before
it has cleared the signal and yet the rear is lowered. It is clear there probably
would be an accident. But with two treadles all chance of an accident is avoided
because the first treadle puts the signal to danger while the signal in rear is still
at danger. The latter can only be lowered when the train has passed and worked
the second treadle which is fitted at such a distance in advance of the signal in.
front of it as to insure absolute protection to the train.
It will also be seen that the above description applies equally to any number of
signals.
This system virtually divides the line into a series of block lengths and any
treadles or contacts may make or break the circuits and by direct means or
through relays.
.
The description above applies equally to either an up or a down line, and as
pointed out the first signal on one line and its second treadle may be used to
lower the last signal on the other line.

page_text: This system may also be used to actuate signals on a single line where there are
no "passbyes" and no sidings.
It may also be used on a single line where there are loops or "passbyes." The
circuit to any given signal being broken by any one or more treadles and the same
circuit passing through the conflicting signal arms when in the danger position
enables this to be done readily.
In order to make the above description clearer I have annexed a set of drawings
hereto of which the following is an explanation.
Fig. 1. shows diagrammatically a double line of railway with 4 stations A. B. C. D.
and two signals "Home
" and "Starter" on each line at each station. In this
case the "Starter" acts as a "Distant" to the "
??
Home in advance. I have
shown breaking treadles t, t, t at each signal and a making contact m in advance
of each "Starter."
These making and breaking treadles or contacts may be duplicated or there
may be more than two and the action may be direct or would by a relay or relays.
Fig. 2. shows diagrammatically the working of one block say signals 1. 2 and 3
on the down line of Fig: 1. In the case of 2 and 3 the signal arm A is shown
with magnet M and the necessary leads lamps, contact etc. which are explained
hereinafter.
Fig. 3. shows a sigual arm A on post with magnet M which actuates the arm by
means of its armature through a rod or chain or wire &c. w and disc d. The
signal arm is locked at danger by the 3 points x, y and z and see hereinafter
and as explained in Patent 571883.
The working of the signal arrangements is as follows. The current of electricity
comes from any convenient and available source and is of any convenient_potential.
Fig. 1 shows the supply leads as coming from a generating station E. These
leads may be bare or covered with insulation as is most convenient and they may
be carried overhead or in what way is best suited to the circumstances.
The electric circuits may be closed and the line opened for work as I have
already described in any convenient way before the line is put to work.
""
or
Presuming that these circuits are closed and that the line is in work and
supposing that a train is standing at station B on the "Down" line waiting to
proceed to station A and presuming that the "Starter at B is "Alright
"Free" then the train will proceed as follows:-Refer to Fig. 2 the magnets M M
at signals 3 and 2 will have pulled the signal arms down as shown in dotted line
in Fig. 3 the armature and bobbin being together. The working is as follows.
The previous train has passed signal 1 or the starter at station A. It has passed
over the breaking treadle and sent signal 1 to danger (Figs. 1 and 2) it has
passed the making contacts m in advance of signal 1 and (see Fig. 2) the making
contacts at signal 1. DD are bridged over and closed by the brushes B B
which are fitted to the train by the cross piece C. I prefer to fit these to the
rear vehicle. They may be in any position and the contact pieces D D may be
any form; shape or design and at any angle or vertical. The electric current then
runs along the leads from main positive (see arrows) to the contacts D D to the
mercury (or other) contact m¹ on the arm (or conveniently situated at or near)
which is closed by the signal being at danger then on to the signals in the rear
block or which have to be freed. In this instance to signals 2 and 3.
The current
runs through the closed contacts c, c into magnets M, M and lowers the signals 2
and 3 through the closed contact m² of the signal 1 (being at danger) and the rear
vehicle, of the previous train, with its brushes, having bridged over and closed the
circuit in D D in advance of the "Starter" signal 1. Signals 2 and 3 that is one
block are thus lowered together.
The circuits from the magnets M M Fig. 2-see arrows go through breaking
treadles or contacts r, r back to the negative lead.
J
When the armatures a, a are drawn down to and are in contact with the bobbins
of magnets M M the making or junction pieces p, p leave and open the circuits

page_text: at c, c but before doing this they close the circuits at contact pieces h, h the
circuits marked by the dotted arrows are thus closed before the main circuits are
broken. The dotted arrow circuits are the holding circuits (or reduced) it will be.
seen they pass through the resistances ss and from the resistances to the
magnets M M and on to the negative through the contact treadles or breakers r, r.
It is clear that if the contact breaker is actuated the circuit passing it and the
magnet is broken.
The signal arm then goes automatically to danger by means.
of a counterweight o see Fig. 3 and is locked in that position by means of the
The
three points x, y, z being in (or practically in) the same straight line.
resistances s, s may be (as shown in Fig. 2) lamps or any suitable resistances.
"
If it is used as a lamp as in Fig. 2 it is used when the signal arm is free and.
shows an "Alright" light and in this case when the signal arm is at "Danger"
as shown in Fig. 2 the " Danger light is lit by the circuit being closed from
main positive through closed switch through contact e and on to lamp and back
to the negative lead.
Fig. 3 shows another system. The resistance s being any convenient available
kind but not shown in the drawing-this resistance is switched in when the
magnet armature a is pulled to the bobbin M. The counterweight which puts the
signal arm to danger when the current is broken may be a spectacle to use with
the lamp or it may be a shutter.
The lamp may be in two parts as shown one showing "Line clear" and the
other "Danger" one or two lamps in each and the light switched on to either
through the action of the magnet or signal arm. Or one lamp only used.
Instead of the lowering circuit being completed direct by the brushes B B and
contacts D D-they may close a relay circuit which may be used to close the
lowering circuit.
دو
The train now passes signal 3 (i.e. "Starter" of station B and "Distant" of
station A) the breaking treadle or contact t is actuated and sends it to "Danger
see Figs. 1 and 2. The train then passes the making contact m (this is explained
above where the train passes the "Starter" at signal 1). The train then passes.
the "Home" of station A. and treadle t sends it to "Danger." It then stops at
station A and when its starter is lowered it proceeds into the next block.
The line shown in Fig. 1 represents a complete line (up and down) with each
end so arranged that the whole is a loop and therefore the starter from either end
works the starter of the end station on the other line.
In any electric circuit which is used for the actuating of any signal or signals
I fit a relay or relays to break or open any circuit or circuits along which an
electric current may be sent to actuate any conflicting signals. Or these relays may
control signal levers or point levers in a signal box and on the other hand
mechanically and manually worked points and signals-as in the case of the cross
over roads in Fig. 1 have special switches which work relays and open or break
the electric circuits to any conflicting signals by these arrangements my system of
automatic railway signalling is made safe and cross line working, shunting and
junction work can be safely conducted in conjunction with through traffic auto-
matically signalled.
The generation of the current of electricity may be from any convenient and
available source and I may use accumulators or not as desirable and the supply of
electricity may be at one or two or any convenient number of places.
It is quite evident that the variations in detail of fitting and working may be
almost endless but the main objects I have in view are fully described above.
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 :-
27
First In railway signalling, the combination of a long pull magnet M for
lowering a signal to the position of "Line clear an automatic breaking circuit
treadle t, for sending the signal automatically to danger a mercury contact m¹ fixed

page_text: to the arm of signal No. 1 which automatically makes or breaks the line wire
circuit such that the contact m³ is complete when the arm of signal No. 1 is at
danger, and the contact m¹ is broken when the arm of No. 1 is at the position of
line clear together with making contact m. the whole operating as automatic
railway signalling apparatus substantially as described and illustrated on the
drawings annexed.
r
Second-On a line of railway, the use of electric making contacts, which, when
joined by the rear, or any, vehicle of a passing train, close an electric circuit (with
or without a relay) the circuit passing through mercury, or other, contacts at, or
near, a signal in rear-which contacts are joined, or closed, when said signal is at
Danger" and then going to any signal or signals, which it is required to free,
and actuating by means of an electric current electro magnets and lowering those
signals automatically substantially as and for the purposes herein before described.
Third:-The combination of above arrangements, in conjunction with long pull
magnets for actuating the signals substantially as and for the purposes herein before
described.
Fourth-The combination of above arrangements, in conjunction with an
automatic device for reducing the signal "lowering" electric current to a smaller
or "holding" current after the signal arm is pulled to "Line clear" substantially
as and for the purposes hereinbefore described.
Fifth The combination of above arrangements, in conjunction with a relay or
relays in an electric circuit and so working that when an electric current in that
circuit actuates any signal or signals the relays break the circuits of any conflicting
signals and control any lever or levers substantially as and for the purposes
hereinbefore described.
Sixth-The combination of above arrangements in conjunction with mechanically
worked points and levers and relays whereby any electric circuit is controlled and
the whole system is practically interlocked and any conflicting signal or signals
can be sent to or kept at " Danger" by the working of any points or signals
substantially as and for the purposes hereinbefore described.
Seventh-The combination of an electric circuit fed from any convenient and
available source together with electro magnets and the above arrangements
substantially as and for the purposes hereinbefore described.
Dated this Sixth day of February 1892.