Improvements in or appertaining to Fog Signalling on Railways.
Year: 1892

page_text: Date of Application, 6th May, 1892
Complete Specification Left, 6th Feb., 1893-Accepted, 1st Apr., 1893
PROVISIONAL SPECIFICATION.
Improvements in or appertaining to Fog Signalling on Railways.
GEORGE NEWMAN 21 Cross Lane Earlestown in the County of Lancaster
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention has for its object a method of and apparatus for obviating the
present system of signalling on railways during fogs. The invention is best
described by aid of the accompanying drawings in which
•
Figure 1. shows in section a plate Y. W. with a bell fastened to it, and in eleva- '
tion the apparatus for striking the same. The part which connects the bush S. T.
with the base X. V. is screwed on to it at T. bent round and rivetted to the base,
this is omitted in order not to obscure the working parts. I prefer to place the
plate underneath the foot plate of the engine and parallel with it and so that the
bell motion shall move in a plane at right angles to that shown in the drawing so
that it cannot ring by any vibratory motion of the train the plate to be fastened to
the engine by bolts and nuts or other suitable fastening so that is may be set to the
required height above the plane of the metals. D. C. F. is a crank free to
move round E. as a centre of motion A. B. and H. G. are equal to D. E and E. F.
and are free to move round A. and G. as centres and are connected to the crank
by the rods B. D. and F. H. one on each side of the crank. The hammer
rods P. N. and Q. N. for the purpose of striking the bell are placed between
these rods at their centres and move on the same pin. On each rod is placed
a spiral spring as shown at M. M. for the purpose of keeping the crank in position.
Figure 2. shows in section a bracket I. J. and in elevation the apparatus -
connected with the signal box the crank C. E. D. is weighted at C. and is fast
on the same shaft E. shown in section as the crank R. E. and forms a pivoted
joint at R. with the rod connected with the lever in the signal-box the bracket
to be fastened down in the centre of the four foot. The man in the signal box
by means of levers can raise and lower bolts as shown. at P. at the distant and
home signal posts. Instead of these being in the centre of the four foot two
are on the same pin and are raised at the same time equidistant from each rail
but a distance apart to allow the chains hanging from other vehicles to pass.
:
Mode of SIGNALLING.
If the man in the signal box wants to caution the driver he can do so by,
releasing the lever in the signal box. The weight C. then causes the shaft E.
to rotate and raises the two bolts. Both bolts are provided with collars as shown
at O. These come up against the top of the bracket and always to the same
height above the plane of the metals K. If he wants to stop the engine he
raises another two bolts. By this means he can give the driver one or two
distinct sounds on the bell. If the engine be moving to the left the crank in
striking the bolt would be lifted up to the right and the rod P. N. would descend
and strike the bell, if moving to the right the crank would be lifted up to the
left and the rod Q. N. would descend and strike the bell.
Figure 3. shows in elevation the starting bell. This is placed at the home
signal post, the motion is the same as that described by pulling a lever in the
Bignal box, the rod descends and strikes the bell.

page_text: lines the trains are on, reckoned from the right in the direction in which they are
travelling.
Dated this 5th M1000..
GEORGE NEW MAN;
21, Cross Lane, Earlestown, County of Lancaster..
COMPLETE SPECIFICATION.
"
Improvements in or appertaining to Fog Signalling on Railways.
GEORGE NEWMAN 21 Cross Lane Earlestown County of Lancaster 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::-
This invention has for its object a 'method of and apparatus to obviate the
present system of fog signalling on railways. The invention is best described by
aid of the accompanying. drawings in which
▸
.
Figure 1 shows in section an angle bracket Y. W. with a bell fastened to it and
in elevation the apparatus for striking the same. The part which supports the bell
screws on to the bush S. T. at T. and is bent round. and fastened down to the.
bracket by the two bushes through which the rods P. Nand Q. N. slide and in
such a manner that the bell motion moves in a plane at right angles to that shown
in the drawing so that it cannot. ring by any vibratory motion of the train, this
part being omitted in order not: to obscure the working parts. The bracket Y. W.
is provided with bolt holes and is fastened to another. angle iron. bracket which is
provided with parallel slots so that it can be raised or lowered and set to the
required eight above the plane of the metals: K. This angle iron bracket is
fastened to the engine underneath the foot plate. This is shown in sectional"
elevation in Figure 4. D. C. F. is a crank free to move round E. as a centre of
motion. A. Band H. G. are equal to D. E. and E. F. and are free to move
round A. and G. as centres and are connected to the crank by the rods B. D.
aud F. H. one on each side of the crank, the hammer rods P. N. and Q. N. for the
purpose of striking the bell are jointed to these rods at their centres the crank
part which strikes the bell screws on to the rods P. N. and Q. N. and is prevented
from.moving by a split pin being put through. In the drawing these rods are
shown resting on springs M for the purpose of keeping the crank in position.
These springs are fastened to the bracket Y. W. by set screws. The springs have
elongated holes to allow them to bend when under compression, this part not being
sectioned in the drawing.
Figures 2. shows in section two brackets I. J. and in elevation the apparatus
connected with the signal' box. The crank C. E. D. is weighted at C. which can
be adjusted as regards leverage and is fast on the same shaft E. shown in section as
the crank R. E.
The crank R. E. forms a pivot joint at R. with the shackles as
shown.
The apparatus may be worked by the same levers by which the man in the signal
box works the signals. Two wires are carried over pulleys from the shackles at R.
and switched on to the chain at the signal post which pulls the lever. This lever is
pivoted at its centre at the other end it is weighted. Between the weight and
pivot a vertical rod passes through guides and turns the signal arm. When this
arm is at right angles to the post it denotes danger when at half a right angle
caution and when down to the post all right. As the signal arm passes through the
space of a right angle from all right to danger the vertical rod is lifted through
half the distance. When the signal arm is at caution the drawing shows it in
this position. The bolt in the figure on the left has twice the travel of the other.
The one in the figure on the right is shown up to the required height, and the one
in the figure on the left half way, if the lever in the box is released so as to place
the signal at danger. The bolt in the figure on the right being provided with

page_text: two lock nuts which come up against the top of the bracket as shown at O. prevent
the shaft E. from rotating and the chain at the pivot joint will slacken while the
other bolt in the figure on the left will come up to the same height as the weight C.
will cause the shaft E. to rotate and raise the bolt.
By this means the man in the signal box can give the driver one or two distinct
sounds on bell according to the position of the signal. If the engine is moving to
the left the crank P. C. F. in passing over the bolts would be lifted up to the right
and the rod P. N. would descend and strike the bell while the rod Q. N. would
move upwards away from it. If the engine be moving to the right the rod Q. N.
would strike the bell.
The brackets are fastened down in the centre of the four foot two bolts
are raised from the same shaft equidistant from each rail but a distance apart to.
allow the chains hanging from other vehicles to pass.
Figure 3. shows in elevation the starting bell. This is placed at the home
signal post the motion is the same as that described in Figure 2. Mode of starting
is as follows.
The trains to be started by giving one, two, or three sounds on bell
according to the lines the trains are on reckoned from the right in the direction
in which they are travelling but those travelling on lines in the opposite direction
by giving distinct sounds according to the lines the trains are on reckoned from the
left in the direction in which they are travelling.
Having now particularly described the nature of my said invention and in what.
manner the same is to be performed I declare that what I claim is
The application of a straight line motion for the purpose of striking a bell at a
distance or on an engine whilst in motion for the purpose of signalling the herein
described improvements in signalling whereby a bell may be struck on an engine
in whatever manner the engine is moving by means of a duplicate line motion as
hereinbefore described and illustrated in the accompanying drawings.
Dated this 4th day of February 1893.
GEORGE NEWMAN.