Improved Means for Stopping Railway Engines and Trains Indepen- dently of the Drivers and Guards.
Year: 1899

page_text: Date of Application, 1st Nov., 1899
Complete Specification Left, 25th July, 1900-Accepted, 6th Oct.,
1900
PROVISIONAL SPECIFICATION.
Improved Means for Stopping Railway Engines and Trains Indepen-
dently of the Drivers and Guards.
WILLIAM ARTHUR COATES, Engineer, of No. 8, High Street, Merthyr Tydfil,
in the County of Glamorgan, and THOMAS BEVAN, Traveller, of No. 60, High
Street, Merthyr Tydfil, in the County of Glamorgan, do hereby declare the nature
of this invention to be as follows:-
This invention relates to an improved means for stopping railways engines and
trains independently of the drivers and guards; the object of it being to provide
a more efficient substitute for the ordinary detonator fog signals. The invention
may, however, be employed in addition to such signals.
By this invention the ordinary signalman in a signal-box is provided with
means whereby he not only has control over certain post signals or semaphores
as usual, but he also has some actual control over an engine or train in motion,
and thus in foggy weather, for instance, he has not to depend upon special fog-
signalmen provided with signals which only sound an alarm, but he can actually
cause a whistle or other like alarm on the engine to be blown or even a lever to
be operated so as to bring the train to a standstill independently of the drivers',
guards or other assistance.
way
According to our invention, at a certain point or points along the permanent
secured a flexible bar, preferably flat springy steel. This bar is secured
under guides at its ends only, so that it is free to be moved longitudinally, and,
by upward pressure underneath its centre the same can be raised or bowed up
The said bar is secured parallel with the railway, its ends resting in guides
attached to two of the sleepers. Normally, the bar is flat or level and parallel
with the ground. One or more levers are connected with the ordinary signal
levers:
one of these additional levers terminating beneath the flexible bar.
These additional levers are, or may be, provided with means whereby then can be
put out of gear or connection with the ordinary signal levers when this special
device is not required. Thus a signalman is provided with the means by which
he can raise the flexible bar on the line, because actuating the ordinary signal
lever causes, through the medium of the other levers, the lever beneath the
flexible bar to be raised up carrying with it the middle portion of the flexible bar,
causing it to become bowed upwards to a greater or less degree; thus the special
fog signal is set.
To act in conjunction with the flexible bar a lever is connected with a valve
in connection with the brake mechanism on the engine, no matter what system
of brake is employed, whether vacuum or air or some fluid pressure such as
steam. On the free, that is, lower, end of this lever is preferably mounted an
antifriction roller which when the said lever is in its normal position is nearly

page_text: level with the top of the ordinary rails. There is also attached to the engine
near to the said lever bearing the antifriction roller a catch or clutch device
which when the said lever is thrown up catches and holds it up. The said lever
may also be connected with a whistle, or other like alarm, on the engine.
To operate the invention, the signalman manipulates the signal-lever as
usual, this action not only setting the semaphore or ordinary signal as usual, but
through the medium of the special levers also raises up the middle of the flexible
bar which thereupon becomes bowed, presenting an incline each way, that is,
fore and aft; thus setting this special signal also. On the engine arriving at
the flexible bar the antitriction roller on the lever on the engine rides up the
inclined surface of the bar, thus turning the said lever which thereupon operates
the brake valve or whistle as the case may be, and thus applies the brake or
gives an alarm, as desired.
If desired, the flexible bar above referred to may be normally bowed, and
drawn down by the signal levers to put out of gear, instead of being raised by
them to put it in gear.
Dated the 4th day of September 1899.
PHILLIPS & LEIGH,
Agents for the Applicants.
Improved Meausfor Stopping Railway Engines and Trains Indepen-
dently of the Drivers and Guards.
We, WILLIAM ARTHUR COATES, of No. 8, High Street, Merthyr Tydfil, in the
County of Glamorgan, Engineer, and THOMAS BEVAN, of No. 60, High Street,
Merthyr Tydfil, in the County of Glamorgan, Traveller, 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 relates to an improved means for stopping railway engines and
trains independently of the drivers and guards; the object of it being to provide
a more efficient substitute for the ordinary detonator fog signals. The inven-
tion may, however, be employed in addition to such signals.
By this invention the ordinary signalman in a signal-box is provided_with
means whereby he not only has control over certain post signals or semaphores
as usual, but he also has some actual control over an engine or train in motion
and thus in foggy weather, for instance, he has not to depend upon special fog-
signalmen provided with signals which only sound an alarm, but he can actually
cause a whistle or other like alarm on the engine to be blown or even a lever to
be operated so as to bring the train to a standstill independently of the drivers',
guards or other assistants.
According to our invention, at a certain point or points along the permanent
way is secured a flexible bar preferably flat springy steel. This bar is secured
under guides at its ends only so that it is free to be moved longitudinally, and,
by upward pressure underneath its centre the same can be raised or bowed up.
The said bar is secured parallel with the railway, its ends resting in guides
attached to two of the sleepers. Normally, the bar is flat or level and parallel
with the ground. One or more levers are connected with the ordinary signal
levers; one of these additional levers terminating beneath the flexible bar.
These additional levers are, or may be, provided with means whereby they can

page_text: be put out of gear or connection with the ordinary signal levers when this special
device is not required. Thus a signalman is provided with the means by which
he can raise the flexible bar on the line, because actuating the ordinary signal
lever causes, through the medium of the other levers, the lever beneath the
Hexible bar to be raised up carrying with it the middle portion of the flexible bar,
causing it to become bowed upwards to a greater or less degree; thus the special
fog signal is set.
To act in conjunction with the flexible bar a lever is connected with a valve
in connection with the brake mechanism on the engine, no matter what system
of brake is employed, whether vacuum or air or some fluid pressure such as steam.
On the free, that is the lower end of this lever is mounted an antifriction roller
which when the said lever is in its normal position is nearly level with the top
of the ordinary rails. There is also attached to the engine near to the said
lever bearing the antifriction roller, a catch or clutch device which when the
said lever is thrown up catches and holds it up. The said lever may also be
connected with a whistle, or other like alarm on the engine.
In order that our invention may be more fully understood, we hereby refer
to the accompanying sheet of drawings, in which
Figure 1 represents a side view or elevation of the track with our improved
signalling appliances in position alongside and with an engine on the rails pro-
vided with the signalling lever adapted to engage with and be operated by the
inclined planes forming a fixed or permanent way portion of my invention.
Figure 2 shews an elevation of an engine or locomotive on part of the rails or
permanent way where the signalling lever with which it is fitted is in engage-
ment and being operated by one of the raised inclined planes arranged beside
the permanent way.
Figure 3 shews the valve box communicating with the vacuum system of
the train and adapted to be closed by the dependent lever shewn in the other
figures when in its normal or vertical position.
Figure 4 shews a vertical partial section through 1-1 of Figure 5.
Figure 5 shews the dependent lever attached to the locomotive in its normal
vertical position as shewn in section in Figure 4, in which position it closes
the valve box shewn in Figure 3.
Figure 6 shews the same lever in an inclined position. the position namely
into which it is brought after contact and actuation by one of the raised in-
clined planes shewn in Figures 1 and 2. In this position as will be seen it
opens the valve box shewn in Figure 3. In this figure the casing of the lever
arm is shewn removed to enable the curved springs and catches which are
adapted for holding or maintaining it in its displaced position to be observed.
Figure 7 shews in detail the manner in which the connections are made to the
rod actuated from the signal box of the bell crank lever and the vertical pivoted
strut adapted for raising the steel plates arranged beside the permanent way
into their highest position for the purpose of communicating a signal to the
locomotive or of actuating the brakes and so bringing the train to a standstill.
and also shews one metal strip which may or may not be permanently curved
arranged equivalently to and instead of the inclined planes.
M. M are the pivoted inclined planes or rods arranged alongside the line or
permanent way and raised by means of the bell-crank levers K, K connected to
the signalling systems at L.
C is the curved plate or metallic strip, the functions and use of which are
analogous to those of the pivoted rods or plates M, M. It is secured to a
sleeper by a fixed attachment at F, and is confined between guides at its opposite
extremity.
B is the lever maintained in position by the spring S carrying at its lower
end the roller U, and adapted to engage with and be displaced in a vertical
lane by the plates M. M or C.

page_text: Vis the valve-box adapted to be closed by the expanded upper portion P of
the lever B. It contains a port communicating with the general vacuum
system of the train or locomotive by the narrow passage
and with the whistle
or signalling cylinder T by means of the tube R.
Z, Zare spring-controlled catches adapted to engage under certain circum-
stances with the corresponding projections X, X.
Each of the bell crank levers KK K, Figures 1 and 2 and 7, are connected by
means of rods L to the wires from the signal box or to the levers actuated there-
from or the rods L may be omitted and the bell crank levers K fastened directly
to the said wires or wire cord, or rods.
The operation of my invention is as follows:-
Under ordinary circumstances the inclined planes M, M, shewn in Figures 1
and 2 and the steel strip C shewn in Figure are in such a position as not to
make contact with the dependent lever B.
The lever B circularly expanded at its upper end is pivotted at P in valve
box V, Figure 4. The flat anterior surface of the expansion closes the orifice
in the valve box tightly owing to the action of the spring S which presses it
against the face of the valve box.
When the signalman operates his lever so as to put the ordinary semaphore
arms at danger the bell crank levers K, K, K, are so operated owing to their
connection with the rods or wires actuating the semaphore arms as above de-
scribed that they push up and raise inclined planes M, M Figures 1 and 2 or
single steel strips C shewn in Figure 7, into the positions shewn in the drawing.
When the locomotive approaches, them in that position, the antifriction roller U
pivotted in a fork forming the lower end of the lever B as shewn in Figures 4
and 5, is raised bringing the lever B into the position shewn in Figure 2. This
has the effect of actuating the whistle which thereupon begins to sound. If the
engine-driver does not then-stop the locomotive, it continues on its course till
it encounters a second pair of inclined planes M or a second steel strip C raised
into a still higher position by the manner in which they are connected with the
bell crank lever corresponding to them, K. These more highly elevated planes
bring the lever B into the position shewn in Figure 6, where the left hand
spring-controlled pawl Z springs into the cam catch X which retains the lever B
in the position shewn in Figure 6, even after it has passed over the top of and
away beyond the inclined plane. As shewn in Figure 6, the lever 13 opens
communication between valve box V and the outer air, when in this position.
The air consequently enters the vacuum system through the valve box V and
applies the brakes.
The manner in which the whistle is operated by the lever B when displaced to
only a slight extent is as follows:-The pipe or tube R communicates with a
narrow port or slot Q as may be seen in Figures 3 and 4. This slot Q com-
municates by a narrow passage Y with the vacuum system of the engine or
train through the valve box V. When the lever B is displaced from the vertical
to even a very slight extent it discloses the port Q and allows a certain amount
of air to pass through the tube or pipe R to the small vacuum cylinder T which
is adjacent to the whistle. The air so entering operates the piston of the said
vacuum cylinder to open the whistle. The function of the narrow passage I
is to maintain the vacuum in the cylinder T when the lever B is in its normal
vertical position closing the port Q. The passage Y is made very small so that
on the admission of air through the port Q, it will not be able to pass through
the said passage Y with sufficient rapidity to destroy the vacuum in the main
vacuum system in the train or engine to such an extent as to actually put on
the brakes, while it is large enough to very quickly produce the necessary vacuum
in the tube R and the cylinder T when the port Q is closed by the lever B being
brought back to its vertical position.
The inclined planes M may be constructed of two bars or rods of suitable metal
pivoted in the middle near the point where the bell crank lever acts upon them

page_text: one of them being preferably fixed to a sleeper or other suitable point of attach-
ment F the other being free to move between guides. The single curved piece
of metal C is also similarly secured being fixed to a sleeper F and confined at
the opposite end by suitable guides. We do not confine the application of our
invention to a system in which vacuum is employed for operating the brake but
it may equally well be employed where compressed air is the agent adopted for
that purpose. In this case the necessary alterations in the mechanism of the
cylinder T designed and adapted for operating the whistle can be effected by
any one skilled in the art of locomotive and compressed air brake manufacture
and consist in general in the introduction of a spring so arranged as to tend to
actuate the whistle, the said spring being normally held off by the piston in the
cylinder T under the influence of the compressed air.
Similar and quite analogous alterations permit of our invention being applied
to a traction system in which electro-magnetic brakes or signals or mechanically
operated brakes are applied.
We have described our invention also as operating the ordinary whistle of
the locomotive when it is desired to convey a signal to the locomotive or train
in the manner described, but we may employ a whistle or a syren or any other
suitable similar appliance arranged in an equivalent manner.
Finally, also we wish it to be understood that we do not confine ourselves to
the special arrangement of inclined planes or bars or rods of metal alongside
the rails outside the ordinary 4-foot way as already described and shewn in the
drawings hereto annexed and herein referred to, but we may arrange the said
or equivalent appliances within the 4-foot way, in that case altering the position
of the lever B and its connections so as to come in contact with the said metal
bars or rods when they are raised for the purpose of producing a signal or
stopping the train, as and for the purposes described.
Moveable levers actuating the brakes and signals may be arranged on one or
more of the carriages instead of or in addition to the lever shewn and described
on the engine or locomotive.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
1. In a system of signalling on railways moveable structures arranged in or
adjacent to the permanent way and adapted to engage with lever mechanism
connected with the brake system of the train or locomotive designed to give the
required signals and/or actuate the brake mechanism, substantially as and for
the purposes set forth.
2. In a system of signalling on railways inclined planes pivotted together or
curvilinear structures fixed at one end and moving in guides at the other and
adapted to be raised by the ordinary signalling mechanism of the line.
3. A pivoted vertical lever expanded laterally at its upper end adapted to
close normally certain ports communicating with the vacuum or brake system of
the locomotive or train and to open the same so as to actuate the signalling
appliance on the engine and/or to apply the brakes when the said lever is dis-
placed by coming in contact with the inclined moveable structures raised by
the line signalling system, substantially as set forth.
4. A valve box provided with ports normally closed by a lever, one of the said
ports being adapted to be first operated when the said lever is displaced and
communicating with a vacuum cylinder or its equivalent operating a signalling
appliance on the locomotive or train, the second port communicating with the
general vacuum or brake system of the locomotive or train and adapted to be
subsequently operated so as to cause the brakes to be operated subsequently
to the giving of the said signal, substantially as set forth.
5. A valve box provided with ports, one of which communicates with the
vacuum or equivalent brake system of the train or locomotive, and another

page_text: with a cylinder for operating a whistle or other signalling appliance, the latter
being connected with the former by a narrow passage by-pass to re-establish the
or air pressure in the cylinder adapted for operating the signalling
appliance substantially as set forth.
vacuum
Dated this 25th day of July 1900.
PHILLIPS & LEIGH,
22, Southampton Buildings, Chancery Lane, London, W.C.,
Agents for the Applicants.