Improvements in Railway Catch, Trap, or Safety Points and Sidings.
Year: 1890

page_text: Date of Application, 18th Oct., 1890
Complete Specification Left, 17th July, 1891-Accepted, 29th Aug., 1891
PROVISIONAL SPECIFICATION.
Improvements in Railway Catch, Trap, or Safety Points
and Sidings.
I, JOHN WILLIAM COTTEE of 22 South Primrose Hill, Chelmsford in the
County of Essex, Accountant, do hereby declare the nature of this invention to be
as follows:-
Inclines upon railways are frequently provided with catch, trap or safety points,
usually acting automatically, to prevent vehicles which may have become detached
from a train in going up an incline from running back upon a following train or
fouling a junction, effecting this by turning them aside or off the metals. Sidings
(and sometimes junctions) are also provided with similar points to prevent trains
or vehicles from fouling the main line if moving in opposition to the signals. These
points sometimes run into a short siding or dead end, but most frequently have
only a short length of rail connected to them sufficient to derail the vehicles. The
result is that occasionally vehicles or trains running back or otherwise passing
through such points are flung off the road, down an embankment, or overturned,
or where there is a short siding they run violently against stop blocks, and in such
way's much damage is caused to them, to their occupants, and to the permanent
way, and the traffic is delayed whilst the vehicles are being replaced on the metals
and the ermanent way is being repaired.
The ject of my invention is to provide means of stopping such vehicles or
trains without danger, damage or injury and with less delay to the traffic.
For this purpose I provide at and below or beyond such points or short siding
two or more longitudinal bars or rails so placed as to guide the wheels of the
vehicles or trains when derailed and cause them to run between or beside or on
both sides of such bars or rails and prevent the vehicles running off the road or
damaging the chairs or metals of the permanent way: and I also provide wooden
or other suitable blocks or sleepers laid lengthwise between the cross sleepers or
ties of the permanent way in the path to be followed by the derailed vehicles;
these blocks and this path not to be covered with ordinary ballast but with broken
granite loose stones, or similar material and the whole to be continued for a distance
sufficient to greatly slacken or stop the vehicles. The bars or rails may be of, or
plaited with, steel, iron, wood or any strong hard material bolted or otherwise
secured to chairs or supports on sleepers, or directly to sleepers; in some cases
one bar may be sufficient and in others stone, brickwork, or similar materials may
be used alone or in combination with each other or with or instead of the bars or
rails.
At a further distance from the points two or four stout timbers or balks, each
having one side bevelled and either plated with steel, iron or other hard material,
or unplated, are substituted for the bars and rails, and are so secured that the
bevelled sides either face or are opposite to each other in each pair, and that the
wheels of the vehicles shall run between, or on either side of them, and in doing
so shall be nipped or bound between, or shall nip or bind upon, the bevelled sides
and thereby be further slackened and quickly stopped. Steel, iron, stone, brick-
work or other strong hard material may in some cases be used for the purpose,
with or instead of, timber, and either alone or in combination. One of each pair
of timbers or their substitutes to be bolted or secured in such way as to be readily
shifted or eased after the vehicles are stopped. The blocks between the sleepers
or ties are continued as far as the timbers extend.
For inclines I prefer to commence with the bars or rails and broken granite and
to finish with the timbers as above described, but either of these methods may be

page_text: adopted throughout the whole length, or they may be combined as required by the
circumstances of the case.
The rails to the catch points are to be lengthened sufficiently to direct the
wheels of the vehicles fairly between the bars, and the final rails of those points
or the short siding, are sloped down so that the derailed vehicles may be the
more readily drawn back on to the metals after removal of sufficient granite and
shifting of one of each pair of timbers.
The features of novelty I consider to be:-
In combination with catch, trap or safety points the use of bars, rails, blocks
or sleepers, bevelled timbers and plating or their substitutes, and of steel, iron,
wood, stone, brickwork, or other suitable material, either alone or in combination
or combined with broken granite, loose stones or similar materials, in the manner,
for the purposes, and substantially as, herein described.
Dated this Sixteenth day of October 1890.
JOHN WILLIAM COTTEE.
COMPLETE SPECIFICATION.
Improvements in Railway Catch, Trap, or Safety Points
and Sidings.
I, JOHN WILLIAM COTTEE of 22 South Primrose Hill Chelmsford in the
County of Essex Accountant 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 :-
Iuclines upon railways are frequently provided with catch points, with or with-
out sidings, the points usually acting automatically, to prevent vehicles which may
have become detached from a train in going up an incline from running back
upon a following train or fouling a junction. Many ordinary sidings and some
junctions are also provided with safety or trap points to prevent trains or vehicles
from fouling the main line if moving in opposition to signals. Both catch and
safety points sometimes lead into a short siding or dead end, but frequently have
only a short length of rail connected to them sufficient to derail the vehicles.
From want of systematic provision for their reception the vehicles or trains
running back or otherwise passing through such points are sometimes flung off
the road, down an embankment, or overturned, or where there is a short siding
they run violently against stop blocks, or they are stopped too suddenly by the
wheels sinking deep into ballast or sand banks, and in such ways much damage is
caused to them, to their occupants, and to the permanent way, and the traffic is
delayed whilst the vehicles are being replaced on the metals and the permanent
way is being repaired.
The object of my invention is to provide means of stopping such vehicles or
trains quickly but gradually without shock or injury and with less delay to the
traffic.
In this description I refer to the letters marked on the sheet of drawings
annexed hereto.
In carrying out this invention I provide at or below or beyond the catch or
safety points or short siding two or more longitudinal guard bars or rails, (which
may be made of sleepers A faced on one side with old double headed rails B) so
placed as to guide the wheels of the vehicles or trains when derailed and cause
them to run between or beside or on both sides of such guard bars or rails upon
the track or path hereinafter described.
I also provide parallel with such bars a solid hard and smooth track or path for
the wheels of such vehicles or trains, which track may, where there is not room
for a separate siding, be formed by wooden or other suitable blocks or sleepers
laid between the cross sleepers or ties of the permanent way, and having flat iron
bars upon them for part or the whole length of the track. In other positions the

page_text: track may be formed by longitudinal blocks or sleepers C with flat iron bars D
upon them for part or the whole distance, and connected in the usnal manner by
cross sleepers, ties or transoms E and bolts F; or iron, steel, stone, concrete or
other hard smooth material may be used to form the track. This track to be
covered with beach shingle G, non binding gravel, sand, broken granite or other
similar loose material of graduated depth; the whole to be continued for a distance
sufficient to greatly slacken or stop the vehicles before they reach the dwarf or
other stop blocks, or sand banks, if such are provided.
Where desirable the guard bars or rails may be of, or faced or plated with steel,
iron, wood or any strong hard material bolted or otherwise secured to chairs or
supports on sleepers, or directly to sleepers, or to the cross ties of the track or path;
in some positions one bar may be sufficient and in others stone, concrete, brickwork
or similar materials may be used alone or in combination or with or instead of the
guard bars or rails.
When desirable ordinary rails may form part of the track but then other hard
material may be brought up level with their upper surface so as to provide sufficient
width of track for the wheels if they do not keep on the rails.
In some cases I provide in combination with the before mentioned arrangements,
or in place of them, or some of them, and more particularly for safety points, two
or four stout timbers or balks H each either having one side bevelled or being
secured obliquely, and either faced or plated with steel, iron, or other hard material.
or unplated, and so placed that the bevelled sides either face or are opposite to
each other in each pair, and that the wheels of the vehicles shall run between or
on either side of them and in doing so shall be nipped, or bound between, or shall
nip or bind upon the bevelled or oblique sides, and thereby be quickly stopped.
In some instances steel iron stone or other strong hard material may be used for
the purpose with, or instead of the timbers, and either alone or in combination,
and when metal is used, either as plating or otherwise, it may be affixed with
elastic material or springs intervening between it and its support.
One of each pair of timbers or their substitutes to be secured in such a way as
to be readily eased after the vehicles are stopped and so allow such vehicles to be
drawn back on to the metals. This may be effected by L shaped bolts I passing
through the timbers, and wedges K behind them to keep them in position, (such
wedges being driven out when the timbers have to be eased,) or by screws, levers
or otherwise.
The rails to the points of catch sidings are to be arranged to connect with the
flat bars on the track so that the derailed vehicles may be readily drawn back after
removal of sufficient shingle and easing the timbers, the flat bars forming metals
for an engine to run upon for that purpose if required.
For catch sidings where there is sufficient length I prefer to use the guard
bars and track with shingle only, the first part being nearly level, and the further
part rising quickly; but where the distance is limited to finish with the timbers
and shingle; but both methods may be combined as required.
For safety points to long sidings having dead ends I prefer to use both methods
in a short length, and where practicable upon a sharp rise. For short sidings
having only a very short length of rail, I prefer the timbers or their substitutes,
without the shingle, so as to avoid risk of stones getting into the points, and in
some of such cases where there is not room for the track, the timbers may be in
combination with the ordinary rails only.
To prevent any coming train from colliding at a catch siding with runaway
vehicles which may be remaining on, or fouling the main line, the passing of the
first vehicle through the points to such siding may be made to release fog signals
and place them on the main line, and also give warning at the signal boxes on each
side, effecting these objects by any usual or known method, either mechanical or
electrical, or both combined.
The arrangements for catch sidings may be applied to single lines in connection
with signals and the usual locking apparatus, and also as facing sidings to inclines

page_text: on double lines in connection with facing points and signals and locking apparatus,
to intercent runawar trains (instead of long sizing sidings such a as are used on the
Indian ghaut inclines for that purpose,) or to intercept portions of goods or other
trains which may have broken away from the front portions on going down inclines,
and prevent them from colliding with such front portions on the latter being
stopped by signal or otherwise.
In the annexed drawings
Figure is a plan showing the cuand how
Indian ghaut inclines for that purpose,) or to intercept portions of goods or other
trains which may have broken away from the front portions on going down inclines,
and prevent them from colliding with such front portions on the latter being
stopped by signal or otherwise.
In the annexed drawings
-
Figure 1 is a plan showing the guard bare, track and shingle for a catch siding
as herein described.
Figure 2 is a section thereof.
Figure 3 is a plan showing the "timbers
Figure 4 is a section thereof.
as herein described.
Figure 5 is a sectional detail of a "timber" upon a larger scale.
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. In combination with catch points or sidings or with safety or trap points the
use of guard bars or rails, substantially as herein described, to guide runaway or
other trains or vehicles whilst they are being slackened or stopped.
2. In like combination the use of a solid hard and smooth track or path,
substantially as herein described, for such trains or vehicles to run upon.
3. In like combination the use of "timbers," or their substitutes, substantially
as herein described, combined with such track or path or with ordinary rails.
4. The combination and arrangement for catch points or sidings, and safety or
trap points, of the guard bars or rails, track or path, bevelled timbers, beach
shingle, sand, gravel or broken granite, or of any two or more of them, or of any
of the variations or substitutes herein mentioned for them; also the subsidiary
combinations thereof with ordinary and fog signals and locking apparatus when
required; substantially in the manner and for the purposes herein before described.
Dated this Fifteeenth day of July 1891.
J. W. COTTEE.