Improvements in Lock and Block Signalling on Railways.
Year: 1895

page_text: Date of Application, 9th Feb., 1895
Complete Specification Left, 9th Nov., 1895-Accepted, 21st Dec., 1895
PROVISIONAL SPECIFICATION.
Improvements in Lock and Block Signalling on Railways.
We, WILLIAM ROBERT SYKES, Junior of 43, Kent House Road, Beckenham,
in the County of Kent, Electrical Engineer, and JOHN PATRICK O'DONNELL, of
70 and 71, Palace Chambers, Bridge Street, Westminster, in the County of
Middlesex, Civil Engineer, do hereby declare the nature of this invention to be
as follows:-
:-
Our invention has reference to improvements in lock & block signalling on
railways and has more particular reference to and consists in improvements upon
the invention described in the Specification No. 9930 of A.D. 1894, granted to the
Automatic Electric Railway Signal Coy., Limited of Liverpool, Edwin Blakey
and John Patrick O'Donnell.
The principal object of our present invention is to reduce the number of wires
and treadles between the block sections, to further simplify the relays and magnets
at the several block sections, and also to so alter the connections described in the
Specification above referred to that a permanent current is not necessary to control
the sectional signal in the rear. It is understood of course that such permanent
current is not necessary now with our present system when the signal is in the
Danger" attitude or when the "Line clear" signal is given from the section in
advance, but when the catch-handle of the lever operating the sectional signal is
raised the current is picked up and then a permanent current is in operation
enabling the signal arm to be deflected.
65
We have also made certain improvements by which our present system of a
permanent current from the cabin in advance is also incorporated.
We will first describe that system which does not require a permanent current.
In order that our invention may be more readily understood we will assume three
stations A, B, and C. The ordinary single needle block instruments are utilized.
At the sending station, say A, we place a polarized relay and a suitable resistance,
a catch-handle contact to enable the signalman to deflect the starting signal arm
when the "Line clear" current is given, a signal arm reverser on the post, and a
treadle at a suitable distance in advance of the sectional signal, say starting signal.
At the receiving station, say B, we place a differentially wound polarized relay the
armature of which remains where the last current puts it; there is also a treadle
in advance of the sectional sigual as at A.
In the above referred to Specification No. 9930 of A.D. 1894 and also in
No. 1245 of A.D. 1895, we used two rail contacts in advance of the sectional
siguals, one to place the signal arm to "Danger" and the other to peg "Train on
line" in the instruments at A and B. When the train had passed over these and
proceeded to the contacts in advance of B's sectional signal, one contact restored
the block instruments to their normal condition and the other cleared the instrument
at A to enable another train to be sent. These rail contacts were so connected
with the instruments that two extra wires were necessary over and above the
ordinary "block wire."
In our present invention we are enabled to dispense with these two extra wires,
using only the ordinary "block wire" that now connects the block instruments say
at A and B, and whereas in the Specifications above referred to the sectional signal,
say at A, is normally disconnected and electric sanction has to be given from, say B,
(which sanction consists in making a current at the sectional signal at A. enabling
the signalman at that station to deflect the signal to the "Safety" attitude), with

page_text: that form of our present invention which we are now describing fixed in the
connections to the signal arm intermediate between the lever and the signal arm is
different from that described in the hereinbefore mentioned Specifications
Nos. 9930 of A.D. 1894 and 1245 of A.D. 1895, in as much as whereas in the
inventions described in said Specifications a current had to be made and the
breaking of it put the arm to "Danger" in the form of our present invention which
we are now describing the arm is normally in condition to be deflected by the
operation of the lever in the signal cabin and the passage of a train over the treadle
makes a current which replaces the arm to the "Danger" attitude.
In the second or alternative form of our present invention we retain the controlled
slot on the sectional signal and it works in a precisely similar manner to that
described in the above mentioned Specifications Nos. 9930 of 1894 and 1245 of 1895.
Our improvements consist in the reduction in the wires and treadles between the
sections, the same, substantially as hereinbefore referred to in relation to the first
form of our present invention, the remaining difference being in the polarized
relays in the respective cabins.
In the one cabin, say A, which cabin receives sanction from the section in
advance, say B, one polarized relay only is necessary in lieu of two relays similarly
situated and used in the Specifications above referred to. Again, in B we abolish
entirely the relay employed for indicating in both cabins on the dials of the
instruments "Train on line," substituting in place a special differentially wound
relav.
Practically the same results are effected with our present invention as were
effected in the invention described in the said Specification No. 1245 of 1895, the
improvements consisting in the abolition of wires, the reduction of treadles and the
simplification of relays, and also making provision (by connections) that the signal
replacer, which performs solely the duty of replacing the arm to "Danger" and is
not controlled from the cabin in advance, can be employed as well as the controlled
slot which is controlled from the section in advance. The result is practically the
same, but, whereas in one case the arm itself is directly controlled, in the other case
the operating lever of the signal is controlled instead of the arm itself.
Our invention also comprises an improved form of slot of the controlled type,
where the cabin in advance has electrical control over the sectional signal in the
rear. The results effected are substantially the same as with those electric slots
described in the before mentioned Specifications, the improvements being in the
constructions.
As in our before mentioned slot we have a slide passing through a box fixed upon
the signal post. The slide is connected at its upper end with the downright rod
from the signal arm. At the lower end of the slide there is an arm with a roller
at its lower end. From the balance weight lever there is another slide bar which
enters the bottom of the box and engages with the roller before mentioned.
Parallel with the slide bar and centred at its upper end is a lever which hangs in
the vertical position by gravity; upon the lower end of the lever there is a pin
which in the normal position is free of a pawl placed at right angles with it. Upon
the upper slide bar we fix an electro-magnet the armature of which rests upon the
end of the pawl, when the signal is in the normal position, keeping the catch clear
of the pin on the vertical lever. When a current is passed through the electro-
magnet the armature is attracted thus freeing the pawl of its weight; the pawl
being weighted to assume the horizontal position when the armature is clear of it
engages with the pin on the vertical lever and prevents it being thrust outward
when the slide bar is moved upward by the action of pulling over the signal lever.
The electro-magnet being fixed to the slide bar is carried upward when the signal
arm is deflected, taking its armature with it, the armature being directly over the
end of the pawl when the slide bar has completed its movement. When the current
is broken the armature drops, being guided by a thin wire which passes right
through the armature and coil and is secured at the top and bottom of the box,
striking the end of the pawl and so disengaging the catch from the pin on the

page_text: vertical lever; the pressure upon the roller being removed the vertical lever is
thrust outward the upper part of the slide bar and with it the upright rod of the
signal arm fall down by gravity and the semaphore arm assumes the "Danger
attitude.
Dated this Ninth day of February 1895.
>>
Improvements in Lock and Block Signalling on Railways.
We, WILLIAM ROBERT SYKES Junior, of 43 Kent House Road, Beckenham,
in the County of Kent, Electrical Engineer, and JOHN PATRICK O'DONNELL
of 70 and 71 Palace Chambers, Bridge Street, Westminster, in the County of
Middlesex, 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:-
Our invention has reference to improvements in lock & block signalling on
railways and has more particular reference to and consists in improvements
us on the invention described in the Specification of Letters Patent No. 9930 of
A.D. 1894 granted to the Automatic Electric Railway Signal Company, Limited,
of Liverpool, Edwin Blakey and John Patrick O'Donnell.
The principal object in our present invention is to reduce the number of wires
and treadles between the block sections, to further simplify the relays and magnets
at the several block sections, and also to so alter the connections described in our
previous Specification that a permanent current is not necessary to control the
sectional signal in the rear. It is understood, of course, that such permanent
current is not necessary now with our present system when the signal is in the
"Danger" attitude or when the "Line clear" signal is given from the section in
advance, but when the catch-handle of the lever operating the sectional signal is
raised the current is picked up and then a permanent current is in operation
enabling the signal arm to be deflected.
We have also made certain improvements by which our present system of a
permanent current from the cabin in advance is also incorporated.
We will first describe that system which does not require a permanent current.
In order that our invention may be more readily understood we will assume
three sections, A, B and C. The ordinary single needle block instruments are
utilized. At the sending station, say A, we place a polarized relay and a suitable
resistance, a catch-handle contact to enable the signalman to deflect the starting
signal arm when the "Line clear" current is given, a signal arm reverser on the
post, and a treadle at a suitable distance in advance of the sectional signal, say
starting signal. At the receiving station, say B, we place a differentially wound
polarized relay the armature of which remains where the last current puts it; there
is also a treadle in advance of the sectional signal as at A.
In the above referred to Specification No. 9930 of A.D. 1894 and also in
No. 1245 of A.D. 1895, we used two rail contacts in advance of the sectional
signals, one to place the signal arm to "Danger" and the other to peg "Train on
line" in the instruments at A and B. When the train had passed over these and
proceeded to the contacts in advance of B's sectional signal, one contact restored
the block instruments to their normal condition and the other cleared the instrument
at A to enable another train to be sent. These rail contacts were so connected
with the instruments that two extra wires were necessary over and above the
ordinary block wire."
દ

page_text: In our present invention we are enabled to dispense with these two extra wires,
using only the ordinary "block wire" that now connects the block instruments say
at A and B, and, as in the Specifications above referred to the sectional signal, say
at A, is normally disconnected and electric sanction has to be given from, say B,
which sanction consists in making a current at the sectional signal at A enabling
the signalman at that station to deflect the signal to the "Safety" attitude. With
that form of our present invention which we are now describing our apparatus
fixed in connections of the signal arm, intermediate between the balance lever and
the arm,
is similar to that described in the herein before mentioned Specifications
Nos. 9930 of A.D. 1894 and 1245 of A.D. 1895.
In the second or alternate form of our present invention we also retain the
controlled slot on the sectional signal and it works in a precisely similar manner to
that described in the above mentioned Specifications Nos. 9930 of A.D. 1894 and
1245 of A.D. 1895. Our improvements consist in the reduction in the wires and
treadles between the sections, the same substantially as herein before referred to in
relation to the first form of our present invention, the remaining difference being
in the polarized relays in the respective cabins. In the one cabin, say A, which
cabin receives sanction from the section in advance, say B, one polarized relay only
is necessary in lieu of two relays similarly situated and used in the Specifications
above referred to. Again, in B we abolish entirely the relay employed for
indicating in both cabins on the dials of the instruments "Train on line," substituting
in place a special differentially wound relay.
"
Practically the same results are effected with our present invention as were
effected in the invention described in the said Specification No. 1254 of A.D. 1895,
the improvements consisting of the abolition of wires, the reduction of treadles and
the simplification of relays, and also making provision (by connections) that a
signal replacer, which performs solely the duty of replacing the arm to "Danger
and is not controlled from the cabin in advance, can be employed, if desirable, in
lieu of a controlled slot which is controlled from the section in advance. The
result is practically the same, but whereas in one case the arm itself is directly
controlled, in the other case the operating lever of the signal is controlled instead
of the arm itself.
In order that our invention may be better understood and more readily carried
into effect, we will describe the diagram in the drawing hereunto annexed.
1 is the block instrument at A, usually called the "sending instrument"; 2 is a
similar instrument at B and called the "receiving instrument"; 3 is an ordinary
polarized relay the tongue 4 of which is normally in connection with contact 5;
6 is an adjusting block which receives the tongue 4 when the magnets 7 are
energized; 8 is a differentially wound relay in signal cabin at B and is known as a
"sticking relay," the tongue 9 of which remains where the last current attracts it.
10 and 11 are the right and left hand contacts of the said relay; 12 is a specially
designed contact which works with the starting signal lever at A and is so
constructed that immediately the lever is moved contact is made between the
points 13 and 14 and continues to be made during the stroke of the lever, but the
slightest movement in the backward direction severs connection between points 13
and 14. 15 is an electric slot, similar to that described in Specification of Letters
Patent No. 12775 of A.D. 1893, granted to us, fixed intermediate between the
balance weight lever on the post and the signal arm, and operates that when
sauction is given at B for a train to depart from A. the arm can be lowered but if
an attempt is made to lower the arm without previous sanction the lever contact
above referred to would energize the electro-magnet in slot 15 and prevent the arm
being deflected. 16 is a spring in the block instrument at A and operates that
when the handle of the instrument is moved connection is severed with contact
point 17 this arrangement prevents the signalman at A sending a "Line clear"
current through his own polarized relay. 18 is a treadle placed in advance of the
starting signal at A; 19 is a similar treadle at B; 20 is the battery for block
instrument at A ; 21 is the battery at B; 22 is the battery operating the electric slot

page_text: at A. and working the differentially wound relay at B; 23 is the battery at B which
restores the relay and block instruments to their normal positions when treadle 19.
is deflected, and 24 and 25 are points where wires from battery and relays join the
line wire.
The working of our invention is as follows:-The various parts are shown in.
their normal positions. We will assume that signalman at A has asked B for
permission to forward a train; B pegs the handle of his instrument to "Line clear,"
the zine of battery 21 being put to earth and the carbon current passing to
contact 11, through tongue 9 of relay 8, to the block instrument and away to line.
At point 25 the current divides, a portion going through relay 8 to earth and the
remainder traversing the line to point 24 where the current again divides, a portion
going through the dial of instrument 1 and the remainder through the polarized
relay 3 to earth. The result of pegging the handle at B as described would be to
hold the needle of the instruments 1 and 2 to the "Line clear" position and to
attract the tongue 4 of relay 3 to stop 6; the portion of current energizing the
relay 8 would have a tendency to hold the tongue 9 and contact point 11 more
firmly together. The signalman at A having received permission operates his
starting signal lever and lowers the arm. The train in passing over treadle 18 in
advance of the starting signal makes contact and current flows from the zinc of the
battery 22 joining the line at point 24, a portion of the current going through the
block instrument 1 at A and polarized relay 3, the remaining portion going through
the instrument 2 at B and the differentially wound relay, forcing the needles in the
two block instruments to assume the "Train entering section position, also
attracting the tongue 9 of the relay 8 on to contact piece 10. By this action the
battery 23 would sustain the "Train entering section current in the two
instruments, and the needles would remain in this position until the train bad
passed over treadle 19 when a current from the battery 23 would restore the
tongue 9 of relay 8 to its normal position and the current through the two block
instruments would be broken and the needles would assume their vertical position.
The signalman at B can now give a second permission to A.
"
"
The words "Train on line" and "Train entering section " mean the same result,
the railway companies having recently altered the wording from "Train on line" to
"Train entering section."
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what
we claim is :-
or
1. Improvements in lock & block signalling arrangements on railways whereby
a train on entering a section will automatically place the signal controlling that
section at
Danger" and prevent the lowering thereof until it (the train) has
passed out of the section and entered the section next in advance, and also auto-
matically places the needles in the cabins at both sections to "Train on line "
"Train entering section," holding them in that position until the train has passed
into the section next in advance when the needles are released and move to the
"Line blocked" position so that the signalman at the commencement of the section
is prevented from lowering the signal until the train has actually left that section
and the signal "Line clear" has been given by the signalman at the other end,
substantially as described.
2. The improved system of lock & block working on railways in which the
single needle instrument is incorporated, substantially as described, with reference
to the drawing annexed, for the purposes specified.
Dated this 9th day of November 1895.
JOHN P. O'DONNELL,
Agent for the said Applicants.