Improvements in Electric Locking and Block Signalling on Railways.
Year: 1896

page_text: Date of Application, 5th May, 1896
Complete Specification Left, 4th Feb., 1897-Accepted, 10th Apr., 1897
PROVISIONAL SPECIFICATION.
Improvements in Electric Locking and Block Signalling on
Railways.
We WILLIAM ROBERT SYKES, Station Road High Street Clapham Railway
Signal and Telegraph Engineer and FREDERICK THOMAS HOLLINS Telegraph
Engineer to the Great Eastern Railway Company Saltley House Forest Drive
Leytonstone Essex do hereby declare the nature of this invention to be as follows:-
The object of this invention is to so improve any present system of block
telegraph or electric interlocking or both combined as to make them more certain
and reliable in their operation and indications and to give greater security and
make more perfect the means of safely controlling the traffic over railways, and
we propose to do this by utilizing the metals upon which the engines, carriages,
wagons, or trains run to form electric conductors for conducting an electric current
to either or both ends. of each block section to indicate to either or both signalmen
at each or both ends of each block section when there is a train or part of a train.
in the section, or if there is a broken rail or anything metallically connecting or
disconnecting the two rails together and fouling the road and rendering it undesir-
able to send or allow to be sent any other engine or train into such section; and
such current may be utilized to operate or give a visual indication at one or both
ends of the section or an acoustic indication or both combined to show when such
block section is blocked or occupied by an engine or train or part of a train. Or
it may be utilized to prevent the signalman at the signal box in advance from
giving a signal to the box in the rear accepting another train into the section until
the said section is clear or it may be used to electrically hold a lock in or take a
lock out at either or both ends of the section to prevent the operation of plunging
an electrical plunger giving permission by electric block or electric lock for a train
to enter the section or as may be desired to prevent the signal or signals controlling
the entrance to such block section being taken off or put into the allright position
to allow or give permission for a train to enter such block section whilst such
section is occupied or otherwise fouled by one or more pair of wheels of an engine,
carriage, wagon or other part or portion of a train, trolly, or other means metallically
connecting the two rails together. To do this a battery of very low E.M.F.
(preferably of only one cell) and of low internal resistance and large capacity
capable of giving out a good quantity of current for long periods is used and
electrically connected one pole to one rail and the other to another.
Each block section or part of a block section has the two rails electrically
insulated from the adjoining block section by placing a suitable insulating material
between the ends of adjoining rails and also insulating the fish plates holding the
joints of the rails together or replacing the usual metal fish plates by plates or
blocks of insulating material so that each block section may have its rails electrically
insulated from those of the adjoining section. Such battery is preferably fixed at
the opposite end of the section to that at which the trains enter the section and
from each rail at either or both ends of the section a wire is led or taken to an
electro magnet or relay of any approved form most suitable for the purpose desired
and which will be electro-magnetically manipulated or not by the current from the
battery connected to the rails just accordingly as the rails in the said section is

page_text: occupied or not or the continuity of the rails and the circuit is maintained or not.
It is found desirable in some cases and preferably in all to connect or bridge over
each rail included in any section to the adjoining rail by means of pieces of wire
or other metallic conductor in order to improve the conductivity of each section of
rails as it is found through rust or imperfect joints the fish plates ordinarily used
are not in themselves always a reliable connection electrically. And the said
electro-magnet or relay may be used for transmitting a current from a local
battery to actuate another electro-magnet at one or both ends in order to better
effect the purpose or purposes set forth above, or the said electro-magnet or relay
may be made to effect the purpose or purposes directly and mechanically in any
manner desired or most suitable for the particular purpose required as will be well
understood.
It will be obvious that when one rail is electrically connected to the other by
being occupied by the wheels of a train (where the axle of such wheels is
metallically connected to the tyres of such wheels) the battery is short circuited
and practically no current flows through the coils of the electro-magnet or relay
and the same effect results if a rail or wire in the circuit is broken that is no
current passes through the coils. In the one case it is short circuit and in the other
disconnection. And we may utilize this method of clectrical rail circuit for any or all
the purposes indicated with or without or in combination with other means used
electrically mechanically or otherwise for block signalling or electrically locking,
or both, sections of a railway as desired. For instance in Sykes and other systems
of electric locking a rail contact is used to be manipulated by the train passing
out of a given section to actuate an electric lock to admit of the signal being put
to danger bebind such train or for other purposes and we may use the means
herein indicated with or without such rail contact to effect the purposes indicated
or they may be so combined to render more secure and effectual the present systems
of electric blocking and electric locking on railways.
The combination renders it certain that the last wheel of any given engine, train,
or vehicle has passed out of the section. We make no attempt to insulate the
rails from the earth for the purposes of this invention but we rely upon the good
conductivity of the rails, the low E.M.F. of the battery, its low internal resistance,
and to the coils of the relay being wound to a suitably low resistance to effect the
purpose the total resistance of the circuit so formed being low compared with the
resistance of the earth between the two rails. Junctions and sidings rails are
electrically insulated from the main lines the same as between each section and so
that if any truck or vehicle is standing in the sidings within fouling distance of the
main line it shall operate as if it was actually in the section.
Dated this Fifth day of May 1896.
WILLIAM ROBERT SYKES.
FREDERICK THOMAS HOLLINS.
COMPLETE SPECIFICATION.
Improvements in Electric Locking and Block Signalling on
Railways.
We WILLIAM ROBERT SYKES, Station Road High Street Clapham, Railway
Signal and Telegraph Engineer, and FREDERICK THOMAS HOLLINS Saltley
House Forest Drive Leytonstone Telegraph Engineer to the Great Eastern
Railway Company, 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 this invention is to so improve any present system of block

page_text: telegraph or electric interlocking or both combined as to make them more certam
and reliable in their operation and indications and to give greater security and
make more perfect the means of safely controlling the traffic over railways, and we
propose to do this by utilizing the metals upon which the engines, carriages,
wagons, or trains run to form electric conductors for conducting an electric current
to either or both ends of each block section to indicate to either or both signalmen
at each or both ends of each block section when there is a train or part of a train
in the section, or if there is a broken rail or anything metallically connecting or
disconnecting the two rails together and fouling the road and rendering it
undesirable to send or allow to be sent any other engine or train into such section;
and such current may be utilized to operate or give a visual indication at one or
both ends of the section or an acoustic indication or both combined to show when
such block section is blocked or occupied by an engine or train or part of a train.
Or it may be utilized to prevent the signalman at the signal box in advance from
giving a signal to the box in the rear accepting another train into the section until
the said section is clear or it may be used to electrically hold a lock in or take a
lock out at either or both ends of the section to prevent the operation of plunging
an electrical plunger giving permission by electric block or electric lock for a train
to enter the section or as may be desired to prevent the signal or signals controlling
the entrance to such block section being taken off or put into the allright position
to allow or give permission for a train to enter such block section whilst such
section is occupied or otherwise fouled by one or more pair of wheels of an engine,
carriage, wagon or other part or portion of a train, trolly or other means metallically
connecting the two rails together. To do this a battery of very low E. M.F.
(preferably of only one cell) and of low internal resistance and large capacity
capable of giving out a good quantity of current for long periods is used and
electrically connected one pole to one rail and the other to another.
Each block section or part of a block section has the two rails electrically
insulated from the adjoining block section by placing a suitable insulating material
between the ends of adjoining rails and also insulating the fish plates holding the
joints of the rails together or replacing the usual metal fish plates by plates or
blocks of insulating material so that each block section have its rails electrically
insulated from those of the adjoining section. Such battery is preferably fixed at
the opposite end of the section to that at which the trains enter the section and
from each rail at either or both ends of the section a wire is led or taken to an
electro magnet or relay of any approved form most suitable for the purpose desired
and which will be electro-magnetically manipulated or not by the current from the
battery connected to the rails just accordingly as the rails in the said section is
occupied or not or the continuity of the rails and the circuit is maintained or not.
It is found desirable in some cases and preferably in all to connect or bridge over
each rail included in any section to the adjoining rail by means of pieces of wire or
other metallic conductor in order to improve the conductivity of each section of
rails as it is found through rust or imperfect joints the fish plates ordinarily used
are not in themselves always a reliable connection electrically. And the said
electro-maguet or relay may be used for transmitting a current from a local battery
to actuate another electro-magnet at one
or both ends in order to better
effect the purpose or purposes set forth above, or the said electro-magnet or relay
may be made to effect the purpose or purposes directly and mechanically in any
manner desired or most suitable for the particular purpose required as will be well
understond.
It will be obvious that when one rail is electrically connected to the other by
being occupied by the wheels of a train (where the axle of such wheels is metallically
connected to the tyres of such wheels) the battery is short circuited and practically
no current flows through the coils of the electro-magnet or relay and the same effect
results if a rail or wire in the circuit is broken that is no current passes through the
coils. In the one case it is short circuit and in the other disconnection. And we may
utilize this method of electrical rail circuit for any or all the purposes indicated

page_text: with or without or in combination with other means used electrically, mechanically,
or otherwise for block signalling or electrically locking, or both, sections of a
railway as desired. For instance in Sykes and other systems of electric locking a
rail contact is used to be manipulated by the traiu passing out of a given section
to actuate au electric lock to admit of the signal being put to danger behind such
train or for other purposes and we may use the means herein indicated with or
without such rail contact to effect the purposes indicated or they may be so com-
bined to render more secure and effectual the present systems of electric blocking
and electric locking on railways. The combination renders it certain that the last
wheel of any given engine, train, or vehicle has passed out of the section. We
make no attempt to insulate the rails from the earth for the purposes of this
invention but we rely upon the good conductivity of the rails, the low E.M.F. of
the battery, its low internal resistance, and to the coils of the relay being wound
to a suitably low resistance to effect the purpose the total resistance of the circuit
so formed being low compared with the resistance of the earth between the two
rails. Junctions and sidings rails are electrically insulated from the main lines the
same as between each section and so that if any truck or vehicle is standing in
the sidings within fouling distance of the main line it shall operate as if it was
actually in the section. And in order that our invention may be more fully under-
stood we will now proceed to describe the accompanying drawings in reference
thereto.
Fig. 1 indientes one section of the Sykes system of electric locking so far as it is
necessary to show it with one form of our present improvement applied thereto.
The electric locking of the signal lever is shown at the rear end of the section at
station A and the transmitting or releasing instrument controlled as is proposed
under this invention at station B. The line of rails is clearly indicated and the
direction of the train is shown by the arrow. At station A the battery 1 is a
constant, low E.M.F. low internal resistance battery of one or two cells one pole
electrically connected to one rail ard the other pole to the other rail. At station B
the electro-magnet coil 2 of suitable low resistance has its terminal wires attached
to the rails so us to form a metallic circuit by means of the rails and the battery.
When there is no train or engine in the section between A and B the apparatus
stands as shown in Fig. 1. The fish plates connecting each length of rail to the
adjoining rail is not a sufficiently good electrical conductor and therefore it is
found necessary in practice to bridge them over in each case with a wire or strip
making good electrical connection to both rails by plugging, soldering or in other
efficient manner to effect the purpose. Now assuming the connections to be all
perfect the electrical resistance of a mile of rail will probably not exceed half an
ohm or one ohm for the two rails and the coil 2 should not be more than from
2 to 6 ohms preferably about 4. The resistance between the two rails will of
course vary very much but it will always be many times higher than the resistance
of the rails and therefore the battery I at A will operate the cuil 2 at B and bold
up the armature 3, so long as the line of rails are unoccupied by anything
metallically connecting them together. When the armature 3 is held up as shown
the signalman at B is able to operate plunger 4 which actuating angle piece 5
which is centred at 6 will press the line spring 7 in contact with battery stop 8
and thus transmit a current to A to unlock his controlling signal and so permit him
to allow a train to enter the section. The current so transmitted to A will pass
through the coil of the semaphore block instrument 9 and to the switch 10 and
then to the locking coil 11. The armature 12 would then be released and the angle
piece 13 with the small wheel 14 would fall from underneath the catch piece 15 of
the locking rod 16 and the latter would drop down raising the lock 17 out of the
slot in the tappet 18 by means of the small lever 19 centred at 20. The signal
lever 21 would then he free to pull off the signal controlling the entrance to
section A. B.
Immediately the train entered the section at A battery 1 would be short
circuited by means of the metal tyres and axles of the engine and electro-magnet

page_text: coil 2 at B no longer acted upon by the current would release armature 3 which
falling on to stop 22 would by locking angle piece 5 prevent plunger 4 from being
used. At the same time spring 23 would be raised out of contact with 24 and the
circuit to electro-magnet coil 25 being thus disconnected the armature 26 would be
released and the disc 27 falling in front of an aperture in the screen of the
instrument at B would indicate "Train on." So long as a pair of wheels whose
metal tyres are electrically connected to the axles remains in section A. B. this.
state of things would continue-the plunger being locked and the instrument.
indicating "Train on." At each end of the section the fish plates splicing each.
rail to the adjoining rail are replaced by strong blocks of oak or other sufficiently
strong insulating material so that each section of rail is electrically insulated from.
the adjoining section as indicated in the drawings. And we also prefer to put a.
thin piece of insulating material between the ends of each rail. The armature 3-1
would reminin locking the plunger 4 and angle piece 5 until the controlling section
signal lever at B for section B. C. was put back in the frame and the sigual to
danger. A catch piece or spring on the locking rod of this lever on being raised
by the lever being put back would in passing raise the armature 3 up again to the
cores of the coils 2 where it would then be retained by the magnetism induced by
the current from the battery 1 at A. Instead of the coil 2 acting directly as
shown it may of course act as a relay to suitably operate another electro-magnet to
effect the purpose indicated.
Fig. 2 shows a similar arrangement with the other details of the electric locking-
left out merely indicating the locking of the plunger to prevent plunging so long as
a train or engine is in the section. When a train enters the section the armature 3
falls due to the cessation of the current passing through the coils of the electro-
magnet 2 and the angle piece 5 cannot then be operated to press line spring 7 into-
contact with battery spring 8.
Fig. 3 indicates corresponding parts but the fall of armature 3 of coil 2 in this
case does not lock the plunger but merely disconnects the plunging battery. It is
of course effecting the same purpose because plunging can have no effect as regards
releasing the signal at A so long as any train or part of a train is in section. If
thought necessary the two could be combined so as to lock the plunger and break
down the battery circuit also.
Fig. 4 shows a further application of the arrangement to electric locking so that
the locking instrument at A would have its locking coil disconnected so long as
the section was occupied by an engine or train. In Sykes system of electric
locking this would only be operative whilst the signal was at danger.
In Fig. 4 when the armature 3 falla due to the section being occupied by an
engine or train it disconnects the line circuit of the locking coils 4 and joins up the
local circuit of another coil 5 and indicates by operating its disc "Train in section".
as shown. The spiral spring 6 is for ensuring that the armature on the cessation
of the current in coil 2 shall leave the cores of the electro-maguet.
In Fig. 5 again the arrangement is shown with the battery 1 at B and the
relay 2 at A. In this case an extra lock is provided for the purpose of holding the
signal lever so long as there is a train in the section A. B. When there is no train
in section the armature 3 is held up by relay coil 2 which joins battery 4 to the
trigger contact 5 and so when the trigger 6 is raised to operate the signal lever 7"
the electro-magnet comes into operation and raises the lock or pawl 8 out of the
slot 9 in the tappet 10 of the lever. Should the section however be occupied the
armature 3 would recede from the poles of electro-magnet 2 and the local circuit,
would thus remain disconnected and the lock or pawl 8 would continue to hold the
lever although trigger contact 5 were joined up until the section was clear. In all
these cases the armature 3 of the electro-magnetic relay coil 2 at either end of the
section may be made to give any suitable indication as to the occupation or
otherwise of the section by disc or needle or other device in addition to what is
described and illustrated herein.
In Fig. 6 (Sheet 3) is shown the application of this track circuit arrangement in.

page_text: combination with the rail contact or treadle used in most systems of electric
interlocking for in some cases releasing the back lock of the controlling signal when
in the off position and in others releasing the plunger. The application of a rail
contact to Sykes system is shown in Fig. 1. Fig. 6 may in its effect be presumed
to take its place.
One rail it will be seen is shown insulated from the adjoining rails and the
rail contact attached to the centre of that rail. To preserve the continuity of the
whole block section and yet allow this insulated rail in its centre the latter is
bridged over by a wire 1. The battery 2 has its earth connection attached to this
rail as shown but the battery will not get sufficiently good earth from this one rail.
It will be only getting good and sufficient earth when the one rail becomes
metallically connected to the opposite or adjoining earth such as would be the case
by the wheels and axle of the engine at the moment of passing over joining them
together. This would therefore take place at the same time that the weight of the
engine or carriages passing over was deflecting the rail and thus joining the contact
springs 3 & 4 by means of the contact piece 5. We may prefer to insulate the
opposite rail and also bridge this over and then connect this other rail with an
efficient earth plate so as to entirely separate it from the track circuit.
We are aware that the track circuit arrangement has been used for automatically
operating electric signals as in the Hall system and for other minor arrangements
in signalling and we therefore wish it to be understood that we make no exclusive
claim to the track circuit in all its applications to the signalling of trains on lines
of railway but
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be carried out we declare that what we
claim is :-
Firstly. In an arrangement of electric interlocking as described and indicated
the combination of the railroad track circuit and the electro mechanical apparatus
for controlling the use of signals on a railway substantially in the manner and for
the purpose set forth and described.
Secondly. In an arrangement of electric interlocking the combination of the
insulated portion of the track circuit and the treadle or rail contact so that the rail
contact circuit is only finally joined up by the wheels of a train or part of a train at
the same time as the, weight of the same is operating the rail contact itself for the
purpose and in the manner substantially as set forth and described.
Thirdly. The combination of Sykes system of electric interlocking by front and
back lock as is well understood and indicated herein and the railroad track circuit
for controlling the operation of the said locks upon the signal or point levers as and
for the purpose substantially as set forth and described.
Fourthly. The combination of the railroad track circuit with and to control the
use of the transmitting or plunging or accepting instrument for electrically
releasing the signal controlling the entrance to the block section formed by such
track circuit as set forth and described.
Fifthly. In an arrangement of electric interlocking the combination of the
railroad track circuit and electric interlocking apparatus so that an extra front lock
with or without indicator apart from the ordinary lock in the locking circuit shall
hold the signal controlling the entrance to the block section at danger so long as
any part of a train is still occupying the said section substantially as set forth and
described.
D
1
Wahma 1005
WILLIAM ROBERT SYKES.
FREDERICK T. HOLLINS.