IMPROVEMENTS IN ELECTRO-MAGNETIC SIGNALLING Apparatus
Year: 1875

page_text: LETTERS PATENT to William Nickson Haggard, of the Firm of
Haggard, Bros., & Co., Tea Merchants, 3 & 4, Fowkes Buildings,
London, for the Invention of "IMPROVEMENTS IN ELECTRO-MAGNETIC
SIGNALLING Apparatus.”
"
London, for the Invention of
$ IMPROVEMENTS IN ELECTRO-MAGNETIC
SIGNALLING APPARATUS."
PROVISIONAL SPECIFICATION left by the said William Nickson
Haggard at the Office of the Commissioners of Patents, with his
Petition, on the 18th March 1875.
I, WILLIAM NICKSON HAGGARD, of the Firm of Haggard, Bros., &
Co., Tea Merchants, 3 & 4, Fowkes Buildings, London, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN ELECTRO-
MAGNETIC SIGNALLING APPARATUS," to be as follows:-
This Invention has for its object the effectual working of any
description of semaphoric or other signals on railways which have more
than one line, and upon which the absolute block system is or may be
adopted.

page_text: By this Invention direct human agency is dispensed with for con-
trolling the signalling; the mere passing of a train along the line sets
the apparatus in motion, both for the proper actuating the signals to
"danger" and also for the due returning them to "safety."
This Invention effects its object in the following manner and by the i
following means:-Each set of signals is by suitable gear put under the
control of a shaft contained in a covered receptacle near the line. This
shaft is swivle and free to turn through a portion of a revolution in such
manner that when at one limit of movement it puts the signals to
danger and when at the other limit it puts the signals to safety. The 1
signals under the control of the shaft are influenced by springs or gravity
to indicate "danger." The power employed to overcome this influence
of the springs or gravity and to put the signals to "safety" is that of a
rotatory or revolving electro-magnet which carries a pinion, screw, or
small band wheel upon its spindle, and so works a suitable wheel of 1
comparatively large diameter which is freely axled to the shaft but is
capable of being temporarily engaged therewith by means of a sliding
toothed piece.
It will be observed that when the toothed sliding piece is pushed
against a suitable toothed part of the large wheel the motions of the 2
shaft and wheel are rendered interdependent, and when the sliding
toothed piece is pushed or drawn away the action of the shaft does not
necessarily affect the wheel to motion, and vice versa.
To retain the shaft in position, after having been wound up by the
rotation of the magnet, and when the latter has ceased to act, I employ
the following simple contrivance :-To the shaft is attached a segment of
suitable shape, and in a convenient part I cut a notch. When the shaft
is wound up and the signals indicate " safety this notch comes opposite
a projection on a lever arm or wheel or sector, and this projection is
influenced by spring or gravity to enter the notch. On this taking place
circuit is broken in any electric wires used in the apparatus.
""
To enable a passing train to release the projection catch from the
notch I project the fulcrum rod or axis through an orifice in the
receptacle, and I pivot it to or near the rail. The rod is horizontal, and
at right angles to the rail, and a short lever is so fulcrumed to it that a
passing train wheel depresses the lever and turns the rod slightly, thus
releasing the catch from the notch.

page_text: To disengage the shaft from the control of and from controlling the
rotatory electro-magnet when such is desired I cause a simple contrivance
to withdraw the toothed sliding piece from contact with the toothed
portion of the free wheel at the moment when the catch enters the notch
and the magnet ceases to rotate. Again, by another simple contrivance,
I cause the toothed sliding piece to engage with the wheel as soon as the
shaft has run down and the signals indicate "danger."
To cause the rotatory electro-magnet to come into action when the
train has proceeded to a desired distance I employ the following means
or contrivance :-The electric wire of the rotatory magnet, and any
other electric wire that may be used, is or are conducted to the desired
distance along the railway, and here a second receptacle is placed near
the line. A fulcrum rod or axis projects from this receptacle, and is
provided with a rail lever. A connecting bar and second short lever
prevents any jerking up and down during the passing of the several
train wheels. The depression of this rail lever turns the fulcrum rod
slightly, and the turning of the rod causes the approach of an armature
to an electro-magnet contained in the receptacle. This approach
without contact effects a contact temporarily in the wires of the electro-
magnets, and the rotatory mgnet in the first receptacle commences and
continues to wind up the shaft and signals to "safety," and the horse-
shoe or other electro-magnet in the second receptacle simply maintains
the connection in the wires after an engine or short train has passed.
"
It will now be easily understood that when a train reaches the first
receptacle, and the signals are at "safety," the first wheel depresses a
rail lever, and so turns a fulcrum rod, which enters the receptacle. The
slight turn of the rod releases a catch from a notch in a segment fixed
to the shaft, which is now free to run down and put the signals to
danger." The shaft, having been disengaged from the free wheel, has
run down without compelling the magnet to revolve, but now an
engagement is effected between shaft and free wheel by means of the
sliding toothed piece. A connection is also made in the electric wires
when the catch is released from the notch and is broken when the catch
re-enters the notch. But as a breach of the wires is now maintaining
in the second receptacle the rotatory magnet does not come into action
when the contact is made in the first receptacle only.
Now when the train reaches the second receptacle it depresses and
keeps depressed during its passage a rail lever fixed to a fulcrum rod

page_text: which enters the receptacle. The slight turn of this rod induces an
armature to approach an clectro-magnet. This approach completes the
circuit of the wire or wires employed, and thus it will be seen that the
second magnet maintains the connection of the wires until the rotatory
magnet has wound up the signals to "safety," when the catch enters the
notch, circuit is broken and the wheel and shaft are disengaged. Of
course the armature tends to go away from the second magnet as soon
as circuit is broken in the first receptacle, and so to break circuit in the
second receptacle when everything is as it was before the train passed.
This Invention is not dependent upon particular shapes, sizes, materials,
positions, directions of movement, or any other non-essentials.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Nickson Haggard in the Great Seal Patent
Office on the 14th September 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NICKSON HAGGARD, of the Firm of Haggard, Bros., & Co., Tea
Merchants, 3 and 4, Fowkes Buildings, London, send greeting,
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Eighteenth day of March, in the year
of our Lord One thousand eight hundred and seventy-five, in the thirty-
cighth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Nickson Haggard, Her
special licence that I, the said William Nickson Haggard, my executors,
administrators, and assigns, or such others as I, the said William
Nickson Haggard, my executors, administrators, and assigns, should at
any time agree with, and no others, from time to time and at all
times thereafter during the term therein expressed, should and law-
fully might make, use, exercise, and vend, within the United Kingdom
of Great Britain and Ireland, the Channel Islands, and Isle of Man, an
Invention for “Improvements IN ELECTRO-MAGNETIC SIGNALLING APPARATUS,'
upon the condition (amongst others) that I, the said William Nickson
Haggard, my executors or administrators, by an instrument in writing
under my, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what
"

page_text: manner the same was to be performed, and cause the same to be filed in
the Great Seal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said William Nickson Haggard, do hereby
declare the nature of my said Invention, and in what manner the
same is to be performed, to be particularly described and ascertained
in and by the following statement thereof, reference being had to the
accompanying Drawings and to the figures and letters marked thereon,
that is to say :-
This my Invention relates to certain improvements in electro-magnetic
signalling apparatus, especially adapted for automatic service on railways,
by which improvements ample powers for actuating any description of
semaphoric or other line signals are economically obtained, while the
highest degree of certainty in the proper exercise or performance of those
powers is practically insured.
The said improvements consist, first, in an improved means of actuating
railway line signals by the employment of an electro-motive engine, in
which electro-magnetic energy produces rotatory movement of a spindle
or shaft, and by the application of that action or motion through the
instrumentality of a pinion or a screw or a band wheel to temporarily
operate a reciprocating shaft contrary to the influence of gravity or
spring pressure, the said reciprocating shaft having the proper signals
under due control.
Also in combination with a mechanical contrivance for enabling
weight or spring pressure to temporarily operate the said reciprocating
shaft unresisted by the said electro-motive engine, being a freely axled
wheel and sliding toothed piece and an arrangement for effecting the
engagement and disengagement of the one with the other.
Also in combination with an improved means of rendering the
working of the signalling self-acting or acted by the trains, consisting of
a treadle locking and electric breech-closing and opening arrangement,
together with a treadle clectric circuit closing and electro-magnetic
maintaining arrangement.
The following is a detailed description of this Invention considered as
a complete automatic signalling apparatus, premising that as this Inven-
tion is independent of particular shapes, sizes, materials, positions,

page_text: directions of motion, number of pieces, and adjustment of parts, little
consideration should be paid to mere terms or names, but attention
should be devoted to the explanatory statements and Drawings.
This Invention may be said to have for its object the effectual working
of any description of semaphoric or other visible or audible signals upon
railways which have more than one line, and upon which the absolute
block system is or may be adopted.
'
By this Invention direct human agency is or may be dispensed with
for controlling the signalling, the mere passing of a train along the line
puts or can put the apparatus in action, both for the proper actuating
the signals to indicate "danger" or its equivalent, and also for the due
returning them to "safety."
This Invention effects its object in the following manner and by the
following means:-Each set of signals, say for day service, night service,
and if required for fog service, is by suitable gear put under tlic control
of a shaft working in a covered receptacle near the line. As I do not
claim any novelty in the signals or in the contrivances for connecting
them with the shaft it will suffice to show in the accompanying Drawings
how the ordinary semaphoric arms and dises may be conveniently put
under the control of the shaft. It will be obvious that the same gearings
may be made to affect a lamp, bell, whistle, gong, or detonator. The
shaft which controls the signals I call swivel or alternating or recipro-
cating, because it is not allowed to rotate, but is free to move through a
portion of a revolution in such manner that when at one limit of move-
ment it puts the signals to "danger," and when at the other] limit it
puts them to "safety." This shaft may be constructed in segments,
which need not be placed in one straight line if so be that they are
properly engaged the one with the other.
The signals under the control of the alternating shaft are influenced
by gravity or spring pressure to indicate "danger." The weight or
spring may operate at any convenient point, whether of the signals or
connecting gear, or shaft or weights and springs may be distributed.
To overcome this influence of weight or spring pressure I employ an
engine, which to avoid circumlocution I have elsewhere termed a rotatory
or revolving electro-magnet, or a rotary electro-motor. As it is the
employment of this class of engine as one of the powers for moving the
signals that forms the chief feature of novelty and improvement in this

page_text: Invention I will try to indicate more comprehensively what sort of
engine it is that I employ. Now of electro-magnetic engines there are
certain kinds which do not furnish rotary motion, their functions being
limited to the production of a trifling to-and-fro movement. There is
however another well-known class of electro-magnetic engines, in which
continued rotary motion is imparted to a spindle or shaft, whether by
the revolution of a number of armatures disposed in the midst of a group
of electro-magnets or by the polar revolution of a number of electro-
magnets excited by fixed magnets, or by any other effective arrange-
ment. The advantages as a motor which the latter class has over the
former are sufficiently obvious, but the difficulties in the way of utilizing
those advantages for the purpose of actuating railway signals would seem
to have been hitherto insuperable. However, it is this latter rotary class
of electro-magnetic engines which I employ. Now the rotatory electro-
magnet, that is to say, the rotary electro-motor carries upon its spindle
a pinion, screw, or small band wheel, which works cither directly or
indirectly by the interposition of other wheels, a suitable wheel of com-
paratively large diameter, which is freely axled to the reciprocating
shaft, but is capable of being temporarily engaged therewith by means
of a sliding toothed piece.
It will be observed upon consulting the Drawings that when the
toothed sliding piece is pushed against a suitable toothed portion of the
freely axled wheel, the actions of the shaft and wheel are rendered inter-
dependent. Again, when the sliding toothed piece is withdrawn the
• movement of the shaft does not compel the wheel to motion, and vice
versa, I may say that the toothed portion of the wheel need not
be constructed in one piece with the wheel but may be attached
thereto.
To retain the shaft and signals in "safety" position after having been
wound up by the rotation of the electro-magnet, that is to say, by the
rotation of the spindle of the rotary electro-motor, and after the latter
has ceased to act, I employ the following simple contrivance :-To the
shaft I attach a segment of suitable shape, preferably a wheel of slight
eccentricity or having a trifling incline on one side, and in a convenient
part, preferably in or near the periphery at the base of the incline, or
where the radius of the wheel is least, I cut a notch. When the shaft
is in "safety" position this notch comes opposite a projection on a lever
preferably shaped as an arm, but allowably as a wheel or sector. This

page_text: lever has a pivotted axis and the projection is induced to enter the notch
by reason of gravity or spring pressure. This lever projection I
elsewhere term "the catch" and I generally prefer to furnish it with
a castor wheel to reduce friction. Now when the catch is in the notch
a
breach is made and maintained in any electric wires used in the
apparatus, so that the rotary electro-motor is put out of action as soon
as the signals are locked in "safety" attitude. Again when the catch is
not in the notch an electrical connection is made and maintained though
the circuit is not completed. I may here say that as I employ two
distinct kinds of electro-magnetic implements to perfect the apparatus,
so I employ two generators of electricity and two wires. I may also
state that when I use certain galvanic batteries I arrange for the with.
drawal of the zinc from the exciting liquid during the intervals when the
signals are locked at "safety." Thus the batteries have entire rest,
except when a train is passing between a semaphore and its herein-after
described relieving receptacles." I sometimes use carth plates and
sometimes return wires, also sometimes a relay.
"
To enable a passing train to release the catch from the notch and to
effect the other movements requisite or desired, I project the fulcrum
rod or axis of the catch lever through an orifice in the receptacle, and I 1
pivot it to or close to the rail; this fulcrum rod or axis is preferably
horizontal and at right angles to the rail, and it is furnished with a rail
lever or treadle. I generally prefer to place the treadle by the outer
side of the rail and to allow it when raised to overtop the rail by three-
quarters of an inch to one inch; I may say that the axis or fulcrum rodi
may be constructed in segments, and where it is desirable to raise the
receptacle beyond reach of floods any requisite modifications may be
made in respect of the treadle and catch arrangement.
To disengage the reciprocating shaft from the control of and from
controlling the freely axled wheel, when such is to be. desired, I cause a
simple contrivance to withdraw the sliding toothed piece when the shaft
has been wound up to "safety" position and the catch enters the notch.
Again, when the shaft has run down to "danger" position I cause
another simple contrivance to effect the re-engagement of the sliding
toothed piece with the freely axled wheel.
The only principle involved in these arrangements is,-
First The initial movement which offends the

page_text: Second. The initial movement which effects the disengagement is
given by the fulcrum rod.
To cause the rotatory electro-magnet, that is to say, the rotary electro-
motor to come into action when a train has proceeded to the desired
distance, I conduct the electric wire or wires to the selected spot, and
here I place a second receptacle which I elsewhere term the relieving.
receptacle. A fulcrum rod or axis projects from an orifice in this
receptacle, and is provided with a rail lever. To prevent jerking up and
down of this lever I by preference employ one or more extra levers and
join them by a connecting bar. Now when the first of these levers is
depressed contrary to the influence of gravity or spring pressure the
fulcrum rod or axis is slightly turned. This turning causes the approach
of an armature to a simple horse-shoe electro-magnet contained in the
receptacle. The approach of the armature to the electro-magnet, physical
contact being prevented to avoid residual magnetism, effects electrical
contact of or closes a breach in the electric wires, so that the circuits
being completed both electro-magnetic implements come into action..
The rotary electro-motor in the first receptacle winds up the recipro-
cating shaft, while the electro-magnetic maintainer keeps up the circuits
of the electricity until the signals are locked in "safety" attitude. Of
course when the catch enters the notch a breach is opened and action
ceases. The armature of the electro-magnetic maintainer being no longer
attracted departs by reason of gravity or spring pressure, so that a breach
is opened in a second place, viz., in the relieving receptacle.
Now for an Invention which relates to the employment of certain
agents and instruments for the performance of certain functions, or for
effecting certain movements independently of particular shapes, positions,
and adjustment of parts, Drawings can only be valuable for the purpose
of illustration. I therefore merely endeavor to show how a complete
automatic railway signalling apparatus may be conveniently constructed
according to the principles and improvements to which my Invention

page_text: In Figure 1 the arm A¹ is influenced to its "danger" position by
gravity operating at B', while the signal and its counterweight are under
the control of the chain C¹ and of the grooved wheel D', and of the
reciprocating shaft E¹ which works in the receptacle F'.
In Figure 2 the arm A" is placed in its position of "satety" by
strain on the chain C" so as to overcome the influence of gravity
operating at Bu
In Figure 3, the discs A, A, are put in their position of "danger"
by gravity operating on a weighted lever fixed to their axis or on a
weight depending from the grooved wheel G. The discs are also put
under the control of the vertical reciprocating shaft E" by means of the
chain C.
In Figure 4 the arm A is put in its "danger" attitude by a coil
spring operating at B. The vertical rod C is about six inches from
the post and is controlled by the reciprocating shaft E by means of
the cogged quadrant and wheel shown at Du
Figure 5 shows an enlarged view of the receptacle seen in Figure 1,
and also a portion of its contents. Taking Figures 5 and 6 under
consideration A is the reciprocating shaft having the signals under
control by means of the grooved wheel and chain. The shaft has been
wound up through its allotted quarter of a revolution by means of the
rotation of the pinion B³, B, carried by the spindle C³ of the rotary
electro-motor. In Figure 5, the pinion B works the freely axled.
wheel D directly; but in Figure 6, the pinion B works the freely axled.
wheel D indirectly by the interposition of the wheels a and b. It is
obvious that all these cogged wheels might be replaced by band wheels,
also that by giving the cog teeth of the wheel D³ a suitable pitch, and
by placing the spindle of the rotary electro-motor in an upright position
a screw might be substituted for the pinion B³. However, the electro-
motor having wound up the shaft by the aid of the freely axled
wheel D, D, and the sliding tooth piece E³, the latter has been
disengaged from the former by means of an arrangement connected with
the hinged bifurcated lever Jo, and the lever K³, Kº, while the shaft is
locked in its "safety" position by means of the notched segment F³, Fº,
and the catch lever Go, Go. The catch may be supposed to have entered
the notch by reason of strong spring pressure exerted under the rail
lever H, H, and transmitted by the fulcrum rod I. It is obvious that

page_text: upon the depression of H, H', the shaft will be released from the oatch
and will run down a quarter of a revolution in the direction of the arrow
marked on Fig. 6.
Figure 7 shows the needful alteration in the relative positions of the
catch lever and the notched segment when the shaft is situated
vertically.
The Figures 8 and 9 show a very convenient arrangement for effecting
the engagement and disengagement of the sliding toothed piece with
the freely axled wheel. The sliding toothed piece E³, E³, E³, is keyed
to the shaft A, A³, A³, by means of the pins and roller wheels shown
at c and d, and also by means of other pins and roller wheels in a line
with the two shown. The sliding toothed piece has an external groove,
as seen in Figure 5. The groove is encircled by the ring L'; the ring
is furnished with the pins e, f, g, h, which enter the groove, as shown in
Fig. 8; these pins also pass through slots in the arms j and k of the
bifurcated levers J, J, J. This hinged bifurcated lever is moved in one
direction by the hinged lever M³, M³, and and in the other direction by
the hinged lever N³, N°. Now when the catch is released from the notch
the lever K³, K, Kº, is maintained in a raised position, and the pulley
arrangement O³ being relieved of a certain strain the upright Nº is
drawn by the spring . When the shaft has run down the pro-
jection P³, P, P³, strikes the pin n, and by means of the bent lever and
pulley arrangement Q₁ forces M° against the bifurcated lever. The
pin is only free to move through a certain arc; now when the shaft
is being wound up the bifurcated lever is relieved of all pressure, so that
when the catch enters the notch, as seen in Figure 6, the lever K', K³,
is depressed and compels the bifurcated lever to withdraw the sliding
toothed piece.
'
The Figures on the half sheet are intended to illustrate the electrical
principles. The only principles involved in the particular arrangement
shown in Figure 10 are,-
First. A breach is opened in the electric circuits when the recipro-
cating shaft has been wound up to "safety."
Second. The said breach is closed when the shaft is running down, is

page_text: Second. The combination, substantially as described, of improvements
in electro-magnetic signalling apparatus constituting a means for the
effectual working of any description of railway line signals, that is to
say, I claim the improved means of actuating railway line signals by
the employment of an electro-motive engine in which electro-magnetic
energy produces rotatory movement of a spindle or shaft, and by the
application of that action or motion by the instrumentality of a pinion
or a screw, or a band wheel to temporarily operate a reciprocating shaft
contrary to the influence of gravity or spring pressure, and by the
employment of a freely axled wheel and sliding toothed piece for the
purpose of enabling weight or spring pressure to temporarily operate
the said reciprocating shaft unresisted by the said electro-motive engine,
the said reciprocating shaft having the proper signals under due
control.
In witness whereof, I, the said William Nickson Haggard, have
hereunto set my hand and seal, this Fourteenth day of
September, in the year of our Lord One thousand eight hundred
and seventy-five.