IMPROVE- MENTS IN CONSTRUCTING AND WORKING CERTAIN PARTS OF RAILWAYS
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
SHAW, of Paddock, near Huddersfield, in the County of York, Cloth Finisher,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain bearing date at
Westminster, the Third day of August, in the fourteenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Joseph Shaw, Her especial license, full power, sole privilege and authority,
that I, the said Joseph Shaw, my exors, adñors, and assigns, and such others
as I, the said Joseph Shaw, my exors, adiñors, or assigns, should at any time
agree with, and no others, from time to time and at all times during the
term of years therein mentioned, should and lawfully might make, use, exer-
cise, and vend, within England, Wales, the Town of Berwick-upon-Tweed,
and in all Her Majesty's Colonies and Plantations abroad, and in the Islands
of Jersey, Guernsey, Alderney, Sark, and Man, my Invention of "IMPROVE-
MENTS IN CONSTRUCTING AND WORKING CERTAIN PARTS OF RAILWAYS;" in which
said Letters Patent is contained a proviso, obliging me, the said Joseph
Shaw, by an instrument in writing under my hand and seal, particularly to
describe and ascertain the nature of my said Invention, and in what manner
the sane is to be performed, and to cause the same to be inrolled in Her
Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent, as in and
by the same reference being thereunto had, will more fully and at large

page_text: NOW KNOW YE, that in compliance with the said proviso, the said
Joseph Shaw, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, is particularly described
and ascertained in and by the following description thereof, reference being
had to the Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say) :-
This Invention consists, firstly, in certain arrangements of apparatus for
working the shunts or moveable rails of railways, and rendering the transit
of trains of carriages from the main to branch lines, and from the branch to
main lines, more safe and convenient than at present; secondly, in certain
arrangements of apparatus for working visible and audible signals; and
thirdly, in a means of rendering the gates of roads which cross railways on a
level self-acting. In all these several arrangements, the desired effects are or
may be attained by the locomotive engine traversing over the line.
In Sheet 1 of the Drawings, an arrangement of apparatus for working
the shunts is shewn in several views. Fig. 1 being a plan view of a portion
of a railway shewing the up and down lines, and a branch line running into
cach, with the apparatus for throwing the branch line in or out of connection
with the main line as desired; Fig. 2 is a longitudinal vertical section of the
same; and Fig. 3 is a cross section of one line of rails, shewing also an
engine upon the rails, and carrying at its front end a set of bowls or anti-
friction rollers for actuating the apparatus which is connected with the shunts,
and thereby bringing the branch line into connection with, or cutting it off from-
the main line. At Fig. 1 the rails of both the up and down lines are shewn.
A, A are the rails of the main lines, and B, B are the rails of their respective
branches. C, C' are the shunts which in this arrangement have a vertical
instead of a lateral movement. As the construction and mode of operation
of the mechanism in connection with the shunts on both lines are precisely
similar, a description of this mechanism in its relation to one line will suffice:
to explain the nature of this part of the Invention. D, D, are rocking levers,
mounted on centre pins, which have their bearing in lugs E, E, supported on-
a strong iron framing F. These levers D, D, carry the shunts C, C, and
transmit a downward motion to one shunt while the other is rising. G, G',
G³, are horizontal shafts extending across the railway and rocking in bearings
on the framing F. The shafts carry each a pair of cams H, which act upon
the under side of their respective shunts C, C', and cause either the one or
the other to rise to the level of the permanent rails as required. Keyed to
each of these shafts at about the middle of the length thereof is an arm I, to
the lower end of which is a link attachment, whereby the several shafts are

page_text: 0110
connected together, and made to move simultaneously. To one end of the
shaft G an arm J is keyed, and to the other end of the same shaft an arm J¹
is secured. These arms are respectively jointed to the rods K, K', which are
in like manner attached to the lower limb of the bell crank levers L, L, ono
on each side of the line. The upper limb of these levers is enclosed in a metal
casing M, and is intended to be depressed by a friction bowl on the front of
the engine, (indicated at N, Fig. 2, but shewn more clearly at Fig. 3) coming
in contact therewith. The engine in passing along the line will drive down the
end of one or other of these levers, and thereby cause the shunts to take the
requisite position for guiding the train into its proper course. In effecting this
end, the action of the parts in connection with the shunts will be as follows:-
Supposing the bowl N to come in contact with the lever L', it will depress it
into the position of the lever T, whereby the rod K' will be drawn forward and
through the arm J; the shafts G will be caused to turn in their bearings. This
motion of the shafts G will bring up that set of the cams H which act upon
the shunt C', and raise that shunt to the level of the fixed rails, and by reason
of the other shunt C being connected therewith, and the cams which act
upon it being depressed at the time the others are raised, this shunt will fall
to its lowest position. The engine will now be free to move over the main
line, but if it is required that the engine shall take the branch line tho
engineer will shogg the shaft of the engine which carries the friction bowls,
(sec Fig. 3) so as to bring the bowl N¹ in contact with the lever L, that lever
being at the time in an elevated position, and leave the lever L¹ free, the
shunt C will then be raised and the shunt C¹ depressed, whereby the branch
line will be thrown into connection with the main line. It has been said that
the construction and mode of operation of the mechanism in connection with
the shunts is the same on both the up and down lines, but the position of
the levers L, L' with respect to the rails is somewhat different. The levers
L, L' on the down line are placed at a greater distance from the rails than
on the up line, so that the engine in coming down either the main or the
branch line will by means of its stationary antifriction bowles N³, N³,
(also mounted on the shaft between the bracket Z which carries the bowles
N, N¹), depress one or other of the levers L, L, as the case may be, and
thereby bring the shunts into the proper position for allowing the train to
proceed along the main line. The increased space between the levers L, L'
and the rails of the down line will take those levers out of reach of the bowls
N, N', and no shogging of the shaft will in traversing this line be required.
In Sheet 2, an arrangement is shewn for actuating the ordinary construction
of shunts or points, and preventing the possibility of a train that is crossing

page_text: the main line being run into by a train travelling over that line; Fig. 4 is a
plan view of a double line of railway, shewing also a diverging branch; A, A,
are the fixed rails of the main line; B, B, the branch rails; and.C, C, the
shunts, which are connected together in the usual way. A tendency is given
to the shunts of the up line, by weighting them, to assume the position shewn
in the Drawing, and thus to keep the main line open, but the shunts of the
down line require adjustment by hand under ordinary circumstances. When,
however, it is desired to run a train from the down line, across the up line
into the branch, the shunts being properly set (by hand) for that purpose,
the position of the shunts will be suddenly changed, if a train is coming along
the up line, by reason of the engine of that train striking against a raised lever
and setting in action an arrangement of apparatus, connected with the shunts
of the down line.
The following is a description of this apparatus:-a is a tumbling lever
mounted on a stud affixed to the box b; to this stud is keyed a segment lever
c, to which a chain d is attached; and the arm of the segment lever carries a
strong spring which presses upon the lever a, and causes its shorter end. to
butt against the other side of the arm of the segment lever, and thereby, when
it is itself moved by the pressure of the friction bowl on the engine, to cause
the segment lever to rock and draw forward the chain d, to which it is attached.
This part of the apparatus is situate at any desired and sufficient distance
from the shunts; and near the shunts is a box e, in which a vertical spindle,
carrying two pullies f, g, is mounted. On the other side of the box e, to that
on which the apparatus just described is situate, and at a like distance there-
from, is a somewhat similar apparatus: it consists of a box h, in which is
mounted a rocking lever i, having a segment piece on its lower limb, to which
a chain k is attached; this chain passes over a friction pulley, and is connected
to a draw rod l, which, by means of a chain that passes round the pulley f
is connected with a similar draw rod *, attached to the chain d. A similar
chain secured to, and passed around a pulley 9, is connected by means of a
draw rod m, with the shunts of the down line. It will therefore be seen, that
when the friction bowl of the engine strikes down the lever a, the drag
thereby put on the chain & will cause the chain on the pulley g to wind on;
and through the agency of the draw rod m bring the shunts of the down line
into the position shewn in the Drawing.
In this position the shunts will be locked, until released by the train on the
up line after it has passed the crossing. The locking is effected by a catch n,
which is jointed to the lever i, taking into a notch in a segment bar o, attached
to the top of the box h. It will thus be seen, that if a train in motion on the

page_text: down line is (under these circumstances) about to pass to the branch, it will
be compelled to remain on the main line and lose its impetus, by passing a
short distance along that line; when the train on the up line has movedi
forward past the branch line, it will strike first the catch n, and then the
lever i of that catch, and throw them back into the position shewn at Fig. 5,
The down train
and at the same time release the drag upon the draw rod m.
before mentioned which had passed a short distance along the line (beyond.
the branch line) may now be backed, and the pointsman can then, shift the
position of the shunts, and pass the said train from the down line across the
up line without risk of danger.
Sheet III. represents an arrangement of apparatus for actuating visible
signals, designed to show the engine man, whether a train ahead is stopping
at or has passed from the nearest station and left the line clear. This arrange-
ment is actuated by means of the engine passing over the line; Fig. 6 is a
plan view of the apparatus situate at the side of a line of rails; and Fig. 7
is an elevation of the same partly in section; near the signal post A is a
box B, containing a kind of trigger apparatus for changing the signals; this
apparatus consists of a lever a, mounted on a rocking shaft b, which projects
through the side of the box B, and extends to the post A; keyed to that part
of the shaft which is within the box or forming part with the lover a, are two
arms c, d, each of which carry stop pins at their extremities, the one for the pur-
pose of taking into a catch on the tumbler e, and the other for depressing the
elastic tail of the tumbler. On the outer end of the shaft b, near the post A,
an arm fis keyed, and this arm is connected by means of a chain and vertical
draw rod with a bell crank lever, or other convenient arrangement, not shewn
in the Drawing, for changing the semaphore or other signal. When there-
.fore the lever a is depressed into the dotted position of Fig. 7, by reason of
one of the friction bowls of the engine coming in contact therewith, the chain
of the arm f, and the draw rod will be drawn down, whereby the change of
signal will be effected. This change of signal will (by the stop pin of the arm.
c, taking into the catch of the tumbler e) remain until the train has passed?
from the station which is supposed to be within the ordinary distance of the -
signal post. In proceeding along the line, the engine will strike a projecting
lever g, mounted on a stud in the box C, which lever is connected by a draw.
rod and chains h, h, with the tumbler of the trigger apparatus.
By this
means the lever g will be thrown into the position shewn at Fig. 7, and thereby
draw the catch of the tumbler away from the stop pin of the arm c; when.
the arm c is thus released, the suspended signal will by its own. weight fall
into its original position, and through its connection with the arm c, bring

page_text: back the lever a into the vertical position shewn in the Drawing. If thought
necessary, the signal may be weighted in the manner well understood. In
addition to this self-acting apparatus, for signalising to an up coming train,
it will also be convenient that the station man should have command of the
signal apparatus, and for this purpose a hand lever i may be provided, which,
through a draw rod and bell crank connection as shewn, will act on a chain
pendent from the draw rod at the signal post, and thus change the signal as
required.
g
In Sheet IV. the arrangement of apparatus for actuating andible signals is
shewn, Fig. 8 being a side elevation partly in section, and Fig. 9 a plan view
of the same. A is a box placed on one side of the railway and provided on its
inside with inclined guards a, a, between which a carriage b suitably furnished
with guide rollers travels. On this carriage crank lever c is mounted, its
upper end projecting through a slot formed in the cover of the box A. To
the forward end of the carriage a pendent weight d is connected by a card e,
which passes over the guide pulley f. Another cord 9 is also connected to the
front end of the carriage and passing over the pulley f and under the pulley f¹
is carried forward and attached to a draw rod h of any required length, which
leads to a stationary alarm apparatus, and is connected thereto by a cord i.
This cord i passes between two guide pullies k, k, thence over a larger pulley 1,
and between other small pullies m (all mounted in bearings in a box B) to a
pulley to which it is attached. This pulley is keyed to the lower end of a
vertical shaft C, which is supported in suitable bearings between the upright
supports D, D, of the alarm apparatus, and carries at its upper end a pulley o
to which a weighted cord p that passes over a guide pulley 9 is attached.
Mounted loosely on the upper extremity of the shaft C is a cog wheel r which
gears into a pinion s on the spindle of the stud wheel of the alarm apparatus,
and immediately above the wheel r is a ratchet wheel u (see Fig. 8*) which
is keyed to the shaft c and revolves therewith. Into the teeth of this wheel u
a click carried by the cog wheel r takes, and by this means the rotary
motion of the shaft C in one direction is communicated to the cog wheel, and
thence to the alarm apparatus.
The mode of setting this apparatus into motion is as follows:-In front of
the engine, as before described, are friction bowles, one of which is shewn at
N, Fig. 8, and as the engine passes along the line the bowl N will strike
against the lever c, and thereby drive the carriage b down the incline a into
the dotted position. The effect of this will be to put in tension the cord or
chain g, and pull back the draw rod h, whereby the cord or chain i will be
made to unwind from the pulley n, and cause the shaft C of that pulley to

page_text: rotate. This motion of the shaft C will carry round the ratchet wheel u, and
through the click t drive round the cog wheel r and pinion s, and consequently
set the alarm in operation. As soon however as the bowl N has passed over
the lever c, the weight d pendent from the front end of the carriage 6 will
cause that carriage to assume its former position, and take off the strain from
the cord g; the cord i will then be free to wind on to the pulley n as before,
and this it will be enabled to do by reason of the shaft C having (during its
rotation which effects the sounding of the alarm) wound up the weighted
cord p on the pulley o, which weighted cord will now pull round the shaft C
in an opposite direction, and thus cause the pulley n to take up the cord i on
to its periphery.
In order that the engine driver may know when he is approaching a station,
a rigid cam piece E, Fig. 8, is suitably fixed upon the line of railway, to act
upon the bowl of a lever v, which has its fulcrum on a pendent bracket
attached to the smoke box of the engine. This lever vis connected at its
upper end with a horizontal rod w, the other end of which is jointed to an
arm keyed to a rocking shaft æ, supported in a pendent bracket attached to
the main framing of the engine. On the same rocking shaft is a similar arm
connected to a vertical rod y pendent from a lever 2, which rocks on a spindle
supported in suitable bearings attached to the hand rail of the engine. This
lever carries at its lower end a hammer head for the purpose of striking a bell
in closs proximity thereto. Now as soon as the lever v is thrown out of its
vertical position by its bowl coming in contact with the cam piece E, the rod w
will be drawn forward and the shaft will be thereby rocked and made to draw
down the rod y, which movement will cause the lever r to rock and lift the
'hammer head from the bell. But immediately the lever v has passed the cam
piece E, the spiral spring at which is pendent from the framing of the engine,
and attached to one of the levers on the rocking shaft a, will have a tendency
to contract and suddenly restore the parts to their former position, the
hammer head will therefore quickly descend and by striking the bell give the
required signal to the engine driver. Fig. 8 also shews the apparatus for
shogging the antifriction bowls N, N³, before mentioned. Connected to the
shaft which carries these bowls is an arm F which is keyed to the lower end
of a vertical spindle G, turning in brackets attached to the engine. On the
upper end of this spindle is another arm which is jointed to a horizontal rod HI
supported by and working in guides attached to the framing of the engine.
The other end of this rod H is linked to a hand lever I under the command
of the engine driver; when, therefore, the bowls N, N', are to be shogged the

page_text: engine driver rocks the lever I, and through the rod H and spindle G causes
the lever F to slide the shaft of the bowls longitudinally in its bearings.
In Sheet V. an arrangement is shewn for opening and closing the gates
which are set at those parts of railways which are crossed by common roads.
Fig. 10 is a plan view of that part of a railway which is supposed to be crossed
by a common road, shewing the improvements applied thereto; and Fig. 11
is a sectional elevation of the same. In this arrangement double or folding
gates are used, but it will be obvious that the apparatus is equally applicable
to gates extending across the whole width of the railway. A, A, is one pair
of gates, and B, B, the other pair, extending across the railway. They are
both held fast in the position shewn in the Drawing by means of catches a, a,*
which are respectively mounted in boxes C, C, placed between the two lines
of railway. The catch a is jointed to one end of a lever 6 which turns on a
shaft, having its bearings in the ends of the box C; the other end of this
lever is provided with a weight which will always give the catch a a tendency
to rise. Keyed to this shaft c is an arm d connected to a draw rod e, the
other end of which is connected by an arm * in the box C*, forming part of
an apparatus similar in construction to that in. the box C. On the shaft c are
also two other arms fand g, which are respectively connected by chains or
:cords and draw rods to the sector levers i, k, mounted on centre pins in the
.boxes D, D. The chain or cord of the lever f passes directly to its draw
ród, but that of the lever g passes round an antifriction pulley and thence to
its draw rod, in order that when tension is put on this latter cord it may act
on the apparatus in a manner similar to the cord of the lever f. The boxes
D and D are placed at a suitable distance from the gates, to allow the
apparatus (which is set in motion by the engines striking down one or the other
of the levers i, k, as in the former arrangements), to act and open the gates
prior to the engine arriving at that part of the line where they are situate.
Now, supposing the lever i to be depressed by an antifriction bowl of the
engine coming in contact therewith its sector will take up a portion of the
cord attached thereto, and through the connection of the draw rod and lever f
cause the shaft c to rock and draw down the, catch a out of contact with the
gates A. A strong spring attached to this catch will then press upon the
opposite side of the gates to that against which the catch a was in contact,
and give them an impetus, to open which will be further assisted by the
suspended weights 1, 1. A similar motion will be communicated to the pair of
gates B, B, by the arm d on the shaft c acting upon the draw rode and
through the arın ", causing the shaft to rock and draw down the catch a

page_text: which is also provided with an impelling spring for starting the gates open.
If a train is coming in the opposite direction the lever k will be acted upon
and a precisely similar effect will be obtained.
Having now described my Invention and the manner of carrying the same
into effect, I wish it to be understood that under the above in part recited
Letters Patent, I claim,-
First, the arrangement of apparatus as shewn and described for actuating
the rising and falling shunts, and particularly the use of shunts working
vertically, as above explained.
Secondly, the means shewn and described with reference to Sheet II.
whereby the shunts or points are rendered self-acting, and the danger of a
train crossing the main line to get on to a branch line, is avoided.
Thirdly, the arrangement of parts as shown and described for working
visible signal apparatus by the traverse of engines along the line.
Fourthly, the arrangement of parts as shewn and described for working
audible signal apparatus, whether the same be stationary or attached to the
engine.
And, lastly, the means above described for effecting the opening of railway
gates.
In witness whereof, I, the said Joseph Shaw, have hereunto set my
hand and scal, this Third day of February, in the year of our Lord
One thousand night hundred and fifty-one