Improvements in Railway Signalling Apparatus more particularly for use in Foggy Weather.
Year: 1899

page_text: Date of Application, 26th Jan., 1899
Complete Specification Left, 24th Oct., 1899-Accepted, 26th Jan., 1900
PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling Apparatus more particularly
for use in Foggy Weather.
CHARLES HATCHELL, Retired Surgeon Major, 6, Seymour Terrace, Anerley, do
hereby declare the nature of this invention to be as follows:-
1. Plant laid down a few inches outside rail of permanent way.
2. A mechanical contrivance on board the engine to come in contact with No. 1 &
strike a gong on engine.
3. A small lamp.
No. 1. An iron plate bent at a right angle is screwed down to the end of a sleeper
a few inches from the outer rail & on it is swung after the manner of a gate an
obtuse angled isosceles triangle formed of a finch Bessemer rod bent in its
middle & let at either end into a spring steel plate of about by which constitutes
the base. One extremity of the base is attached to a hinge which is by its other arm
rivetted to the iron plate. At the other extremity the base is supported by a diagonal
Bessemer rod. The iron plate & free arm of the hinge are backed by hard wood for
the greater convenience of stretching a spiral door spring between them (a plain
spiral spring may be so fixed as to answer the same purpose) though the door spring
is preferable as its pressure is capable of adjustment. The device is contained in &
protected by a stout deal box through the bottom of which the iron plate is screwed
down to the sleeper. To the diagonal rod a light chain is attached & passing out
through an opening in the back of the deal box connects with wire of semaphore signal
& is actuated simultaneously with it. Indiarubber buffers are fixed in the deal box
where required to lessen shock of impact & rebound. The triangle swung on the iron
plate & kept pressed forwards by means of the door spring forms the basis of the device
laid down by the permanent way to meet the mechanism suspended from the engine
but as the shock of impact would probably in the course of time, if not at first, damage
one or other of them; a spring steel plate is interposed. It measures from 5 to 6 feet
At one end it
in length, to inch in thickness & from to 1 inches in width.
is looped round the top of an upright rod, of the same height as the iron plate sup-
porting the triangle & screwed down to a sleeper so as to be in a line with the
base of triangle & at an equal distance from the rail. Its other extremity bent at a
right angle about an inch from the point, has a hole drilled in the bent portion as
close to the bend as practicable, to take in the side of the triangle nearest it & glide
freely on it. In its normal position the hole would embrace the bar of the triangle
close to the vertex i.e. the obtuse angle.
No. 2. A stout iron plate or rectangular bar bent at either extremity at a right angle
is bolted at one end to under surface of ledge running round the engine near gang-
way & its other end pivots a Bessemer rod to which are rivetted the extremities
of a doubly bent Bessemer rod projecting a few inches forwards towards the rail. The
vertical portion of this bent rod which is the portion intended to come in contact
with No. 1 device, may be encased in cork & covered in stout leather but this
is not essential & may be omitted. Another short plate bolted to main plate
receives the upper end of pivoted rod & to the top of latter another rod but slighter

page_text: is coupled. The length of this rod depends on the position of the gong. It may pass
up just external to side of engine room or it may be bent so as to enter near the floor
& pass up internal to the side. In any case it is capped by a horizontally placed
spiral spring which at its free extremnity embraces a metal haminer for striking on the
gong fixed inside the engine room. There are two other plates, a vertical binding
the two plates in which the pivoted rod plays & a horizontal bolted at one end to
middle of pivoted rod & near its other extremity giving attachment to a spiral spring
which is bent between it & the vertical plate last mentioned covering an extent of a
quarter of a circle. A small sheet iron or zinc box may if necessary be constructed
to protect the mechanism.
No. 3. A small lamp is set upon a low stand by the side of permanent way. To
the stand is fixed an iron framework grooved on inside in which runs a slide fitted
with a green & red pane of glass one above the other. Weights are suspended over
pulleys from the upper angles of slide & a chain is attached to its lower border con-
necting with wire of semaphore & actuated simultaneously with it. A pull on wire
would bring down the green glass in front of the light & and on relaxing tension the
weights would again run up the red glass to its position opposite the light. A No. 1
is laid down at the requisite distance from home signal with obtuse angle presenting
to rail & another is laid down about 20 yards distant from it.
When brought into use during foggy weather, ordinary railway signals being then
invisible the wire attached to diagonal rod & and passing out of the containing deal
box is hooked on to the wire of the semaphore signal & and the position of the
triangular frame is regulated by that of the semaphore arm; being withdrawn from
danger position when arm is lowered & pushed out again for contact by the action of
the door spring when tension on semaphore arm is relaxed. The normal position is
that of "danger ahead" & the triangular frame which is hung a few inches above
the top level of the rail is then kept pressed forward to meet the device suspended from
engine. Provision is made for oscillation of engine to the extent of 4 inches in a
vertical & 6 inches in a lateral direction. The horizontal spiral spring ending in a
metal head extends in a direction opposite to that which the doubly bent rod pro-
jecting from the pivoted rod, takes & the gong is fixed in side of engine room, the
metal hammer being placed in front of the gong and in close proximity to its edge
though not actually touching it. When contact takes place, the triangular frame by
roadside is pushed aside whilst the doubly bent rod on engine recoils on its pivot
causing the metal hammer to swing forward & away from the gong, to immediately
rebound & strike the gong as the bent spiral spring jerks back the doubly bent rod on
its pivot. The slightest contact is thus followed by a stroke on the gong. To the
engine driver the sound of the gong indicates that "Way is not clear" & he brings
up the train at the point where the light is placed & here by a show of colored light
intimation is given to him either to stand fast or to proceed, the wires from triangular
frames & from the lamp being all hooked on to the wire of semaphore signal. The
engine must of necessity be provided with a contact device on each side but only one
gong need be supplied.
The principle lies in the production of an audible sound on the engine as the result
of contact effected with the least possible shock. The springs are of further use in
insuring return of devices to positions corresponding with danger signals. The
hammer being set in a spiral spring acts on the rebound resulting in a more certain
& effective stroke. The device permits of engine travelling in either direction
& the lamp obviates the employment of a single extra hand for fog duty.
Two devices are laid down to provide against accidents & for the same reason
the guards van should be provided with contact devices similar to those on the
engine. If only one stroke on the gong is noted, report should be made on arrival at
the station.
Dated this 25th day of January 1899

page_text: Improvements in Railway Signalling Apparatus more particularly
for use in Foggy Weather.
I, CHARLES HATCHELL, Retired Surgeon Major, 6, Seymour Terrace, Anerley,
London, 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 mechanical device which is the subject of the invention consists of
(1) An iron plate A about 2 inches wide, inches thick and about 17 inches in
length bent at a right angle so as to be divided into an upright portion of about
12 inches and a horizontal of about 5 inches: the latter being screwed down to the
end of a sleeper B through the bottom of an enclosing deal box C (4 inch boards) and
the upright arın facing the rail a few inches from its edge. On this is swung after
the manner of a gate an obtuse angled isosceles triangle D formed of a or inch
Bessemer rod about 30 to 32 inches in length, bent at its middle into an obtuse angle
and let at either end into a spring steel plate by which constitutes the base of the
triangle. A perpendicular from obtuse angle to base would measure about 6 inches,
one extremity of the base is fixed to a hinge which is by its other arm riveted to
the top of the upright iron plate. At its other extremity the base is supported by a
diagonal Bessemer rod For inch diam. pivoting on an axis projecting from lower
fourth of upright iron plate. The upright portion of iron plate and free arm of hinge
are backed by hard wood for the greater convenience of stretching a spiral door
spring H between them. The device is contained in and protected by a stout deal
box and is screwed to the sleeper through the bottom of the box. At about its
lower fourth the diagonal-rod has attached a light chain I which passes out through a
hole in back of deal box and round a pulley to be connected by wire with the wire of
semaphore signal or an independent lever in signal box. India-rubber cushion may
be fixed in deal box to lessen shock. The triangle swung on iron plate and kept
pressed forwards by means of the door spring forms the basis of the device laid down
by the permanent way to meet the mechanism suspended from the engine: but as
the shock of impact would probably in the course of time if not at first damage one
or other of them, a spring steel plate K is interposed and constitutes an essential
feature. It measures about 6 ft. in length inches in width or inches in
thickness. At one end it is looped round the top of an upright bar L one inch in
diameter of the same height as the upright iron plate on which triangle is hung and
screwed down to the end of a sleeper B, so as to be in a line with the base of the
triangle and at an equal distance from the rail. Its other extremity M bent at a
right angle an inch from the point has a hole drilled in the bent portion as close to
the bend as possible (or the hole may be drilled in a cube of metal welded to
extremity of plate) to take in the arm of triangle nearest to it and glide freely on
it.
In its normal position the hole would embrace the arm close to vertex
of triangle.
(2) A stout iron plate or rectangular bar N 1½ inches by is fixed near the gang-
way to the ledge 0 running round the engine either by being bent at one end and
bolted to under surface of ledge or the bar may transfix the ledge and be bolted by a
nut on its upper surface. The other extremity of this bar is bent at a right angle
and pivots a inch Bessemer rod P to which are rivetted the extremities of a doubly
Each of the
bent Bessemer rod Q diam. projecting forwards towards the rail.
projecting portions and the vertical portion would measure about 4 inches and the
middle of the vertical which is the part that comes into contact, would be on a level
with the obtuse angle of No. 1 device. Another short angular plate R 1 by inch

page_text: is bolted to main plate and receives the upper end of pivoted rod which is here
coupled with a solid rod S or a hollow tube of larger dimensions proceeding
upwards and through the ledge to a height on a level with the gong T fixed inside
the engine room. Across the top of last rod a spiral spring V is fixed horizontally
embracing at its free end a metal head for striking on the gong. There are two other
plates by each, a vertical W binding the two in which pivoted rod plays and a
horizontal X bolted at one end to middle of pivoted rod and near its other extremity
giving attachment to a spiral spring Y which is bent between it and the vertical plate
last mentioned and covers a quarter of a circle.
(3) A small lamp a is set on a low stand bb by the side of permanent way. To the
stand is fixed an iron framework cc grooved on inside in which runs a slide d d fitted
with a green e and red pane ƒ of glass one above the other. Weights g g are suspended
over pulleys from the upper angles of slide and a chain his attached to its lower
border connecting with wire of semaphore signal or the wire proceeding to No. 1
device from an independent lever in signal box. Tension on wire would bring down
the green pane in front of light and on relaxing tension the weights would again run
up the red pane before light. A No. 1 is laid down by permanent way with other
angle facing the rail. A few inches from its edge and at a proper distance from
signal box.
The chain I from diagonal rod F passing out through back of deal box is
connected by wire with either the wire of semaphore signal or independently with a
lever in signal box: counterbalancing weights being introduced to take in slack when
tension is made or relaxed. Some yards nearer the signal box another No. 1 is laid
with similar connections. Its distance from the first would be just short of the limit
within which a slow train could be brought to a stand provided brake is applied
opposite the first device i.e. the train is bound to go just past the 2 device. The
lamp a is set nearer the signal box, some yards beyond the limit at which an express
train can be brought to a stand, brake being similarly applied. Lastly a wire is
stretched between two posts about a foot high fixed, one near the 2nd device and the
other near the lamp i.e. between them. The devices above described may be used at
all times and might even replace present signalling apparatus where a small railway
is being laid down but the necessity for their employment is more apparent during
foggy weather when ordinary railway signals are invisible. The normal position of
those laid down and of lamp would be that of "danger"; tension on the wire being
relaxed and the door spring keeping the triangle pushed forward to meet the
mechanism suspended from the expected engine. Provision is made for oscillation of
the latter to the extent of 6 inches in a lateral and of 4 inches in a vertical direction.
The horizontal spiral spring V ending in a hammer extends in a direction opposite to
that which the doubly bent rod Q takes and the gong T is fixed inside the engine
room, the metal hammer being in front of the gong and close to it but not so near as
to strike merely from vibration of the engine. When contact takes place which it
does somewhere along the length of the flexible interposed plate K, the latter yields
and imparts motion to the triangle D which is pushed aside whilst the doubly bent
rod Q on engine also recoils on its pivot causing the metal hammer to swing away
from the gong T to rebound immediately however and strike the gong from the
action of the bent spiral spring Y below. The slightest contact is thus followed by a
stroke on the gong and as it is heard the engine driver applies the brake and the
train is brought up somewhere past the second device (gong here being again struck)
and between it and the lamp then the driver who is provided with a crook hooks on to
the wire stretched between two posts and works up to the lamp where he receives
intimation from the colour of light whether he is to proceed or to stand fast. On the
lamp a distinguishing number or letter may be affixed to indicate the name of the
station or other desirable information. When it is intended to give "
way clear"
tension is made on the wires and the triangles are thus drawn aside, whilst the green
pane of glass is lowered in front of the light. The engine must of necessity be
provided with a contact device on each side though only one gong need be employed.
The principle consists in producing an audible sound on engine as a result of contact
which must be effected with the least possible shock and this is rendered possible by

page_text: the interposition of a long flexible plate K which acts as a buffer and overcomes
inertia in the triangle D. The springs H & Y help to break the shock of impact and
insure return of devices to the danger position and the hammer fixed in a spiral
spring V and placed in front of the gong acts with greater certainty and force on the
rebound. The system would not be complete or of much use if signalman in the box
were not assured that his intended disposition of the devices and colored light had
been effected and this is arranged by linking with the chains I & H from diagonal
rod and lamp about an inch or so from their terminal attachments, another chain i,
passing it round a pulley and continuing by wire back to signal box where it would
actuate a tell tale of simple description.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed I declare that what I
claim is :-
1. The form, construction and action of the devices as above described.
2. The interposition of a buffer in the shape of a long flexible plate to break the
shock of impact between the devices by roadside and on engine.
3. By the disposition of devices and lamp and through the instrumentality of a
wire stretched between two posts to enable engine driver to ascertain his whereabouts
and obtain other information.
Dated this 24th day of October 1899.