Improvements in Fog and other Signalling Apparatus for Railways.
Year: 1891

page_text: Date of Application, 28th Nov.; 1891
Complete Specification Left, 22nd Aug., 1892-Accepted, 15th Oct., 1882
PROVISIONAL SPECIFICATION.
Improvements in Fog and other Signalling Apparatus for
Railways.
JOHN ORME 65 Barbican London E.C. Scientific Apparatus Maker do hereby
declare the nature of this invention to be as follows:-
The object of my invention is to so employ electricity for signalling on railways
that the apparatus may be implicitly relied upon, & the security to passengers
travelling by the trains rendered complete.
In a Patent granted to me in Feb. 1888 & numbered 2369, certain apparatus
is described & claimed viz., the combination of an electrical conductor laid beside
the railway lines, with a miniature signal on the train, connected by means of a
brush or roller attached to the engine, so that an electric current sent from the
signal cabin or semaphore may be made to actuate the miniature signal on the
engine.
The further improvements which I have invented are as follows-
I use a closed circuit in which a current is always at work, in connection with a
system of relays, resistances & indicating instruments, whereby I am enabled to
secure-
1. That the signal-man is always advised of the working condition of the line
& instruments.
II. In case a wire or connection should accidentally (or otherwise) be broken,
the fact is at once indicated in the signal cabin.
III. In case of electrical obstruction on the line or in the circuit, the same is at
once indicated in the signal cabin.
IV. The signal-man & the engine-driver are both simultaneously advised by the
indicating instruments of the arrival of the train upon the section controlled by
the signal & of its departure therefrom.
The use of a closed circuit & constant current, with instruments for reversing
same, in connection with relays & indicating instruments in the signal cabin & on
the engine or other parts of a train in motion or otherwise, has never yet been
attempted, although various inventions have been patented for applying inter-
mittent currents for the purpose of sending signals to the men in charge
of trains.
In order to properly carry out my invention I use-
1. A large battery & a small battery in connection with a relay of a special
form, connected to current reversers worked by a simple key, or actuated by the
lever in the signal cabin or by the semaphore, or by any other preferable portion
of the connections between said lever & the semaphore which is controlled by it.
2. An indicator attached to the above mentioned relay & actuated by it.
3. A miniature signal instrument to show the signal-man the position of his
semaphore.
4. An audible signal to call attention to the indicator when a train comes on to
the signalling section.
5. A resistance box with relay, battery & alarm bell to give warning in case of
obstruction or accidental breaking of wires or contacts.
6. A conducting rod or tube laid by the side of the ordinary railway lines &
fixed upon insulators.
7. A miniature semaphore signal instrument on the engine.
8. An indicating instrument on the train, worked by a movement of the brush
or roller carried by the engine which gives both visual & audible signal upon the
train "coming on" & "going off" a signalling section.

page_text: 9. A relay with a local battery & alarm bell on the train for warning the driver
of any failure of the signalling current.
10. A reversing instrument for use at junctions.
11. All such necessary connections for joining up the several instruments in their
respective circuits.
D
001 1
1001
COMPLETE SPECIFICATION.
Improvements in Fog and other Signalling Apparatus for
Railways.
I, JOHN ORME, 65, Barbican, London, E.C. Scientific Apparatus Maker, 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 object of my invention is to so employ electricity for signalling on railways
that the apparatus may be implicitly relied upon, and the security to passengers
travelling by the trains, rendered complete.
In a Patent granted to me in Feb. 1888 and numbered 2369 a certain
apparatus is described and claimed, viz. :-the combination of an electrical conductor
laid beside the ordinary lines, with a miniature signal on the trains connected by
means of a brush or roller attached to the engine whereby an electric current
sent from the signal cabin or semaphore, may be made to actuate the miniature
semaphore on the engine.
The further improvements which I have invented are as follows:-
I use a closed circuit in which a current is always at work, in connection with a
system of relays, resistances, and indicating instruments, whereby I am enabled
to secure-
1. That the signalman is always advised of the working condition of the line and
instruments.
2. In case a wire or connection should accidentally (or otherwise) be broken;"
the fact is at once indicated in the signal cabin.
3. In case of electrical obstruction on the line or in the circuit, the same is at
once indicated in the signal cabin.
4. The signalman and the engine driver are both simultaneously advised by the
indicating instruments, of the arrival of the train upon the section controlled by the:
signal, and of its departure therefrom.
The use of a closed circuit and constant current, with instruments for reversing
same, in connection with relays and indicating instruments in the signal cabin,
and on the engine or other parts of a train, in motion or otherwise, has never
yet been attempted, although various inventions have been patented for applying
intermittent currents for the purpose of sending signals to the men in charge
of trains.
In order to properly carry out my invention, I use:-
(1) A large battery and a small battery in connection with a relay of a special
form, connected to current reversers actuated by the lever in the signal cabin,
or by the semaphore, or by any other preferable portion of the connections between
said lever and the semaphore, which is controlled by it.
An indicator attached to the above mentioned relay and actuated by it.
A miniature signal instrument to show the signalman the position of his
semaphore.
(4) An audible signal to call attention to the indicator when a train comes on to
the signalling section.
(5) A resistance relay, battery and alarm bell, to give warning in case of
obstruction or accidental breaking of wires or contacts.

page_text: (6) A conducting rod or tube laid by the side of the ordinary railway lines and
fixed upon suitable insulators.
(7) A miniature semaphore signal instrument on the engine.
(8) An indicating instrument on the train, worked by a movement of the brush
or roller carried by the engine, which gives both visual and audible signal upon the
train "coming on and "going off" a signalling section.
رو
(9) A relay with a 'local battery and alarm bell on the train for warning the
driver of any failure of the signalling current.
(10) A special form of reversing instrument for use at junctions.
(11) All such necessary connections for joining up the several instruments in
their respective circuits.
To enable my invention to be better understood, I will now more particularly
describe the same by means of the accompanying drawings, in which :-
Fig. 1 is a diagramatic view shewing the general arrangement of apparatus
employed.
Fig. 2 is a diagramatic view shewing the apparatus mounted upon the engine.
Fig. 3 is a diagramatic view of the apparatus suitable for a junction.
Fig. 4 is an enlarged front view, part of the dial being removed, shewing the
mechanism of one form of cabin semaphore.
In the drawings L, is the main battery which may be of any constant type the
negative pole, is connected by wire to the pivot 1 of commutator bar 1 the
positive pole C is connected by wire al to the lower spring contact of relay E.
C is a battery of smaller size than 14, the negative pole Z being connected to wire X
common to both L and C the positive pole C being connected by wire all to spring
contact V of relay E. A wire X also connects the pillar e¹ of relay E with
pivot 2 of commutator bar 2ª. The contact plates 3, 5 are connected to wire w
encircling the coil F1 of semaphore instrument F, the other end of this wire being
connected to the insulated conductor A. Contact plate 4, is connected by wire w
with one end of the insulated coil M of relay E, the other end being connected to
the rails forming part of the permanent way B, the spring tongue e, fastened to
pillar el of relay E moves between the spring contacts, vl, always resting against
one or the other as the case may be; the position of this tongue may be conveniently
shewn by means of the dial G, the needle upon which g, is moved up or down by a
connecting wire or cord y', fastened to tongue e, or by equivalent means such for
instance as a disc " fastened to the end of tongue e, beyond the contact points e, v'.
J, is an electric bell operated by a local battery k, the circuit of which is closed
by the tongue e, of resistance relay I. One end of the insulated wire surrounding
the coils of the magnet M, of this relay, is connected to the insulated conductor A;
the other to the rail B. I prefer to include within the circuit of the relay a
variable resistance, whereby its magnetic sensibility may be adjusted. The
above described instruments constitute the apparatus in an ordinary signal cabin.
Fig. 2, shews the apparatus mounted upon the engine or other part of the train.
This consists of a miniature semaphore indicator F, or an ordinary or transparent
galvanometer dial, fitted with coil and needle, may be used; either form employed
being so placed as to be clearly seen by the driver or other official in charge.
The dial may be illuminated by a light placed behind it, or thrown upon the face
of it by night; one end of the wire w, surrounding the coil operating the needle or
equivalent, is connected to a brush b, pivoted upon an insulated support, attached
to the engine or other part of the train, through the contact spring s, this brush
when out of contact with the conductor A which extends for a suitable distance
on one side or other of the station, junction, or other place it is desired to protect,
is in the horizontal position; the circuit of the semaphore and the train alarm
bell J, being then interrupted; upon encountering the conductor A, the brush b, is
tilted as shewn, thereby closing the circuit of the semaphore coil through the
relay E, the engine or train wheels P, rails B and earth. In connection with
the brush, is a contact breaker consisting of two springs s, s' which may be mounted
upon support, these springs are connected by wires w, with a separate battery K':

page_text: and electric bell J, and form a distinct circuit; one of the wires is led up to
contact, which engages with the tongue e, of relay E; this relay being so arranged
as that when a current is passing through its coils, the tongue armature e, is held
down, and the current from battery K', prevented from actuating the bell J. The
engine bell circuit is interrupted at 2 points, viz.: at the contact springs ss which
are closed only when the brush is tilted as shewn, and by the tongue e, of relay E',
when no current is passing round its coils from the signal cabin. The alarm bell
circuit can thus never be completed unless the brush b, is raised, and at the same
time the armature tongue is not held down by reason of absence of current in the
semaphore circuit. The object of this particular device is to give warning to the
driver or other official in charge of the train, in case the flow of current from
the signal cabin along conductor A is interrupted. When the brush b, encounters
the conductor A, it is raised and closes the contact springs ss', but at the same
moment, the current from the cabin traverses the coils of the relay E, drawing
away the tongue e, from the contact t, and breaking the circuit of the bell, which
will only ring when no current is flowing from the cabin.
I sometimes employ a mechanical signal upon the engine, which may consist of a
dial G, and pointer g, operated by a string cord or wire g', attached to the insulated.
tail of brush b. A gong or bell n, may be so suspended as to be struck by a
pivoted hammer p, operated by lever q, attached to cord or wire g'.
The operation of my invention as described under Figs. 1 and 2, is as follows:-
A current is always flowing from the smaller battery C, through the commutator
or reverser, the relay E, the semaphore F, and relay I, and the insulated conductor A,
and rails B, connecting with carth. The relay 1, is so balanced as that a current
passing through it from battery C, shall have sufficient power to hold down its
armature, but insufficient to hold down the armature of relay E, the consequence
being that the bell circuit J is interrupted, while the armature of relay E, by its
own tension, is pressed against the contact v', connecting it with battery C, thus
completing the semaphore circuit through conductor A and earth, or the rails B.
When a train arrives upon a circuit thus arranged, having the apparatus described
under Fig. 2, mounted upon it, it short circuits battery c, through the brush b, the
semaphore F mounted upon it, and the wheels P, connecting with the rails B and
relay E, cutting out the resistance of relay I, and by this means enabling the
current flowing from battery C to hold down the tongue e, against contact v, which
puts the more powerful battery L into circuit, and operates the controlling
instruments upon the train. The tongue of relay I being no longer held down,
closes the bell circuit J, and warns the signalman that a train has entered his
section. Since the indicating instruments are so constructed as to vary their
position, if the direction of the current be altered, it is obvious that by shifting
the position of the signal cabin commutator, line clear, or blocked, may be conveyed
to the driver or other official in the manner well understood. It is also obvious
that should the constant current fail from any cause, the fact will be at once
notified in the signal cabin, by the ringing of the bell J, the circuit of which is
closed by the reaction of the spring of relay I. The general construction of the
miniature semaphore will be understood by the enlarged view shewn in Fig. 4; the
needle, may be plain or of the induced type, and is preferably so balanced by an
adjustable weight u, as to show danger, should the controlling current fail from
In junctions where two or more lines are controlled by one insulated
conductor, I prefer to employ the apparatus described under Fig. 3, in place of
the commutator shewn in Fig. 1. This consists of a commutator 1, the bars 1", 2ª
of which, are coupled to a strip of insulating material y. Upon this strip are a
series of pins 7 which engage with rocking bars 8, coupled to the ordinary semaphore
levers 91 or any of their connecting parts, or they may be operated independently
by the signalman. The commutator bars 1º, 2ª move over 3 contact plates 3, 4, 5,
connected as shewn in Fig. 1. The rocking bars 8, whether operated by the
cabin signal levers, or part of their connection, or independently, move between
stops 9, and since the contact pins 7, are placed to the left, it follows that each
any cause.

page_text: lever when moved in the direction of the arrow, can place the commutator bars in
the position shewn. Unless, however, the whole of the levers are unlocked, the
springs m, cannot force back the insulated bar y, so as to send a reverse current.
I do not specially confine myself to the particular form of instruments described;
for instance, the miniature semaphore may be replaced both in the signal cabin,
and upon the engine, by an ordinary single needle dial. Again, the mechanical
indicator operated by the tongue of the relay may be replaced by one actuated
electrically, the relay tongue being employed to close a circuit including such an
instrument. Moreover, the brush employed for closing the circuit with the insulated
conductor, may be replaced by a roller or equivalent device, which shall produce
the same result. I lay no claim to the use of an intermittent current of direct
or alternate direction, in connection with instruments for controlling traffic.
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 apparatus constructed, arranged and operating as described, the use of a
constant current for the purpose of conveying signals between the signal cabin and
train in the manner set forth.
2. In apparatus for transmitting signals between the signal cabin and the official
in charge of the train, the use of a commutator or pole changer, and relays E and I,
in conjunction with semaphores or other indicating instruments in the signal cabin,
and upon the train constructed and operating by means of batteries which transmit
a constant current of varying direction in the way and manner and for the purposes
set forth.
3. In apparatus for regulating railway traffic, the combination and use of
commutators or pole changers operated separately or by means of the levers
actuating the line signals, for the purpose of advising the officials in charge of the
train, of the state of the road by the means and in the manner set forth.
4. In apparatus for transmitting signals between the signal cabin and train,
the combination and use of the bell J, operated by the relay E¹, and springs ss',
controlled by the brush b, for the purpose of giving an alarm if the cabin circuit
be interrupted, substantially as described under Fig. 2.
Dated August 22nd 1892.
FRANCIS M. ROGERS,
Agent.