IMPROVEMENTS IN APPARATUS FOR SIGNALLING ON RAILWAY TRAINS
Year: 1876

page_text: LETTERS PATENT to William Edward Gedge, of No. 11, Wellington Street,
Strand, in the County of Middlesex, Patent Agent, for the Invention of
"IMPROVEMENTS IN APPARATUS FOR SIGNALLING ON RAILWAY TRAINS."
communication from abroad by Baptiste Le Bret, of No. 2, Rue Lécluse, Paris,
France.
A
Sealed the 4th July 1876, and dated the 6th January 1876.
PROVISIONAL SPECIFICATION left by the said William Edward Gedge at the
Office of the Commissioners of Patents on the 6th January 1876.
WILLIAM EDWARD GEDGE, of No. 11, Wellington Street, Strand, in the County
of Middlesex, Patent Agent. "IMPROVEMENTS IN APPARATUS FOR SIGNALLING ON
RAILWAY TRAINS." A communication to me from abroad by Baptiste Le Bret, of
No. 2, Rue Lécluse, Paris, France.
This Invention relates to improved safety apparatus for the use of passengers by
railway while the train is in motion.
This apparatus is composed, as shown in the accompanying three Sheets of
Drawing, of a horizontal rod F running from end to end of the carriage on the
outside. In the middle of this rod and above the carriage is a signal A, occupying,
when not in use, a horizontal position in the box B. At one of the ends of the rod
is fixed a catch G, which when the apparatus is at rest keeps the vertical rod Craised,
the spiral spring K pressed against its bearing, and the working rod H away from
its point of contact; the piece or collar with projecting pin O on the axle, acting at
the same time as counterweight to the signal A which is down, the hammer Q
being at the same time at rest upon the alarm bell R.
The above-mentioned signal is shewn in the cross section of railway carriage,
Fig. 1, Sheet I. It is moveable, made preferably of sheet iron, and is furnished
with colored glasses on its two faces, the sides being simply made of wire gauze or
other openwork material. It contains a fuzee or fuse of about five inches long by
about one inch in diameter; this fuse is enclosed in a zinc tube to preserve it from
damp. It is socketed in the signal with adjusting screws to hold it at the base,
and a spring catch takes into a friction ring at its top.
In the longitudinal section of the carriage Fig. 2 (Sheet II.), the apparatus is
shown in action; it is set in motion by pulling either one or other of the cords D

page_text: placed inside the carriage, and of which there are four to each compartment; the
rod F then turns on itself actuated by the pressure of the lever E, and in rotating
releases the catch G', which then takes the position G, the signal A rises, opening
its box B, which immediately recloses; the friction cord M tightens and snatches the
ring from the fuse which bursts into flame at the instant that it is caught in the
spring catch L without possibility of being lowered from the inside of the carriage.
The light given by this new fire is so bright that the train is lit, as if by daylight,
over a surface of about 800 yards, for about 5 or 6 minutes, that is to say, while an
express train is running a distance of 2 or 3 miles; this signal is also very
economical as it dispenses with the lighting of the lamp, which need only be lit in
case of necessity; this fuse replacing it with great advantage.
The vertical rod C is lowered by the pressure of the spring K, which seeking to
escape pushes the connecting rod H in front of the piece O of the axle, the pin on
which piece at each revolution of the wheel causes the rod to rise and fall, and the
hammer to strike as many blows as the wheel makes revolutions, that is to say,
about 230 a minute until the complete stoppage of the train.
To restore the apparatus to its original position in repose, it is only requisite to
get on the top of the carriage, press firmly upon the spring catch L, lower the
signal A, close the box, and each part of the apparatus including the pull cord
resumes its position at rest; the burnt fuse having however been replaced, and the
catch of the pull cord again set in the friction ring.
.;
I propose to use a steel alarm bell as giving a sharper sound than bronze, and one
that can be perfectly heard by the occupants of the carriages.
As will be seen this signal is placed in the middle of the length of the carriage,
which permits its being always seen when raised and shewing fire upon its two
faces at night.
The guard sees at a glance which of the cords D' has been pulled, there is
therefore complete security, absolute and instantaneous, this cord being within the
reach of passengers, and that once raised the apparatus must work.
On Fig. 1 (Sheet I.) of the Drawings, A indicates signal apparatus in front
view; A, side view of same; B, signal box placed above the carriage; M, friction
cord of the fuse; P, P, lid of the box containing the signal; L, catch spring holding
the signal; E, E, levers of the pull cords; D₁, pull cord at rest; D¹¹, same after
having been pulled; F, rod running from end to end.
On Figs. 2 and 3 (Sheet II. and III.) of the Drawing C indicates the vertical
rod; G, catch keeping the rod C raised; C¹, normal position of catch; G", position
when lowered; H, working rod with continuous motion; I, J, play of the rod shown
by dotted lines; K, spiral spring actuating the rod C; O piece or collar with pin
fixed on the axle; Q, Q, hammer of steel alarm bell R, R; S, luggage net.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Edward Gedge in the Great Seal Patent Office on the 4th
July 1876:
WILLIAM EDWARD GEDGE, of No. 11, Wellington Street, Strand, in the County of
Middlesex, Patent Agent. "IMPROVEMENTS IN APPARATUS FOR SIGNALLING ON
RAILWAY TRAINS." A communication to me from abroad by Baptiste Le Bret, of
No. 2 Rue Lécluse, Paris, France
This Invention relates to improved safety apparatus for the use of passengers by
railway, while the train is in motion.
Figure 1 (Sheet 1.) of the Drawing represents the exterior of one end of a railway
carriage with signalling apparatus embodying part of this Invention., R, indicating
an alarm bell, preferably of steel, hammer; G, hook or catch keeping rod Č
raised; C, vertical rod; K, K, spiral spring actuating the rod C; H, working or
driving rod with continuous motion.

page_text: Figure 2 (Sheet II.) represents the interior of the central compartment of a railway
carriage with this improved signalling apparatus applied. A, indicating signal with
flag for day signal and luminous night signal; B, signal box fitted on top of
carriage; M, friction cord attached to a fuse; L, spring catch holding the signal;
E, levers of the pull cords; D, pull cord at rest; D, pull cord after being pulled
down by hand.
Figure 3 (Sheet II.) represents a longitudinal section of railway carriage with
this improved signalling apparatus applied. R, alarm bell; F, horizontal rod
passing from end to end of the carriage; E, E, E, levers of pull cords; D, D,
D, inner pull cords placed beneath the baggage net; H, longitudinal view of
working or driving rod; O, projection or pin on axle of carriage wheel;
S, T, indicates the play of rod H.
It will be seen that the horizontal rod F runs from end to end of the carriage on
the outside. In the middle of this rod and above the carriage is the signal A;
occupying when not in use a horizontal position in its box B (as at Figure 2). At
one of the ends of the rod F (see Figure 1) is fixed the catch G, which when the
apparatus is at rest keeps the vertical rod C raised, the spiral spring K pressed
against its bearing, and the working rod H away from its point of contact with
the piece or collar with projecting pin O on the axle, acting at the same time as
counterweight to the signal A which is down, the hammer Q being at the same time
at rest upon the alarm bell R.
This signalling apparatus is set in motion by pulling either one or other of the
cords D placed inside the carriage, and of which there are four to each compart-
ment; the rod F then turns on itself, actuated by the pressure of the lever E, and
in rotating releases the catch G, thereby permitting the signal A to rise, opening its
box B which immediately recloses; the friction cord M then tightens and snatches
the ring from the fuse which bursts into flame at the instant that it is caught in
the spring catch L without possibility of being lowered from the inside of the
carriage. The light given by this new fire is so bright that the train is lit, as if by
daylight, over a surface of about 800 yards, for about 5 or 6 minutes, that is to say,
while an express train is running a distance of two or three miles; this signal is
also very economical as it dispenses with the lighting of the lamp, which need only
be lit in case of necessity; this fusee replacing it with great advantage.
When the catch G is released the vertical rod C is lowered by the pressure of the
spring K, which seeking to expand pushes the connecting rod H in front of the
piece O of the axle, the pin on which piece at each revolution of the wheel causes
the rod to rise and fall, and the hammer to strike as many blows as the wheel
makes revolutions, that is to say, about 230 a minute until the complete stoppage
of the train.
To restore the apparatus to its original position in repose, it is only requisite to
get on to the top of the carriage, press firmly upon the spring catch L, lower the
signal A, close the box, and each part of the apparatus including the pull cord
resumes its position at rest, the burnt fuse having however been replaced and the
catch of the pull cord again set in the friction ring.
A steel alarm bell is much more sonorous and gives a sharper sound than the
bronze alarm bell generally used, and one that can be perfectly heard by the
occupants of the carriages.
With the novel motive power which sets the apparatus working, the power of
the hammer upon the bell may be increased at pleasure, which could not be done
under the arrangement Patented by me in 1871, No. 2171, in which the swaying of
the train alone produced the sound and worked the mechanism of the hammer.
This new power is simply the wheels of the carriage, and it acts by means of the
working rod H with reciprocating movement directly the signal rises. A projection
placed on the axle of the wheel strikes and pushes this rod at each revolution of
the wheel which gives an average of 3 or 4 strokes per second on the bell up to the
moment that the train stops.

page_text: It will be evident that with this new motive power the power and weight of the
hammer or striker may be increased at will.
As will be seen this signal is placed in the middle of the length of the carriage,
which permits its being always seen when raised, and showing fire upon its two
faces at night.
The guard sees at a glance which of the cords D has been pulled; there is
therefore complete security, absolute and instantaneous, this cord being within
easy reach of any of the passengers, and that once raised the apparatus must
work.
An important modification upon the signalling apparatus as Patented, No. 2171,
AD. 1871, is that of the luminous signal A, shown Figures 2 and 3 of the Drawing.
This signal is moveable, made preferably of sheet iron, and is furnished with two
coloured glasses on its two faces, the sides being simply made of wire gauze or
other openwork material. It contains a fusee or fuse of about 5 inches long by
about an inch in diameter; this fuse is enclosed in a zinc tube to preserve it from
damp. It is socketed in the signal with adjusting screw to hold it at the base, and
at its top is a spring catch placed in a friction ring; this catch is held by the draw
cord M, which as aforesaid tightens when the signal rises from No. 3 to No. 2,
where the fuse bursts instantly into flame, burning at No. 1, and lighting up the
exterior of the train as aforesaid, while neither rain nor wind nor any person can
extinguish it until the fuse has burnt out.
Having now described and ascertained the nature of the said [Invention
communicated to me as aforesaid, and in what manner the same is or may be
performed, I desire it to be understood that modifications may be made in the
details, while retaining the characteristic features of this Invention, and that I
claim as secured to me by the herein-before in part recited Letters Patent,-
Firstly. The combination of a fusee or fuse with apparatus set in motion from
the interior of a railway carriage to act as a night signal, substantially as herein-
before described and shown on the Drawings hereunto annexed.
Secondly. The combination with the apparatus working the night signal of a
flag to act as a day signal, substantially as herein-before described and shown on
the Drawings hereunto annexed.
Thirdly. The combination of the striker or hammer of the steel alarm bell with
the axle of the carriage wheels by apparatus constructed and arranged so as to
produce a continuous alarm by and during the travelling of the train, whether the
train be moving backward or forward this alarm bell apparatus being set in motion
from the inside of the carriage, substantially as herein-before described and shown
on the Drawings hereunto annexed, and whether this bell striking arrangement be
used in combination with the fusee or flag signals and separately.
In witness whereof, I, the said William Edward Gedge, have hereunto set my
hand and seal, this Fourth day of July, in the year of our Lord One thousand
-eight hundred and seventy-six.
W. E. GEDGE. (L.S.)