Improvements in or in connection with Railway Signalling Apparatus.
Year: 1893

page_text: Date of Application, 31st May, 1893
Complete Specification Left, 30th Mar., 1894-Accepted, 31st July, 1894
PROVISIONAL SPECIFICATION.
Improvements in or in connection with Railway Signalling
Apparatus.
I JAMES JOHNS, of Regent Parade Harrogate, in the County of York,
Plumber, do hereby declare the nature of this invention to be as follows:-
My present invention relates to apparatus employed for automatically signalling
upon railways, its object being to arrange the depressible levers which operate the
visible or audible signals, so that a passing train may depress the same when
travelling in either direction, and more easily and safely than those hitherto
invented; to attain which I employ a double lever which is pivotted to a link
or its equivalent, arranged at each end of the said double lever, which links
are, in the case of the double lever arranged on the outside of the rail, pivotted
to the web of rail; and in the case of the double lever arranged in the centre
of the four-foot or track for operating the audible signal on the engine, or for
cutting off the steam or applying the brake, the links or equivalents are attached
or swivelled to suitable fixings or bracket secured preferably to the sleepers.
Each arm of my improved double lever is preferably curved in concave form on
its upper side, and the two arms are jointed in the centre, which parts extends
above the level of the rail, or is otherwise arranged so as to come in contact
with the appliance arranged on the engine, or passing train, for operating the
form of apparatus or signal employed. In the case of a semaphore form of
signalling, the jointed part of my double armed lever is connected to the crank,
which moves the rod for operating both semaphores at either end of block, as
will be well understood; and I prefer to arrange the cranks separate from the rod
which are keyed or otherwise fastened to the same in required positions for being
connected to the wires for moving the semaphores or other parts of the signalling
mechanism. My invention is equally applicable to single and double lines. Each
double armed lever may be extended at each end beyond its connection with the link,
and the said extended ends may be weighted, or the double armed levers may be
otherwise balanced. The double armed lever in centre of track or rail is raised in
locked position when the sight signal is at danger or line blocked. It will be
obvious that my improvements may also be applied to the means for locking points.
Dated this 30th day of May 1893.
H. F. BOUGHTON, M.I. Mech. E,
Commercial Street, Sheffield, Agent.
COMPLETE SPECIFICATION.
Improvements in or in connection with Railway Signalling
Apparatus.
I JAMES JOHNS of Regent Parade Harrogate in the County of York Plumber
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 of improvements in or in connection with railway signalling
apparatus has reference to an improved construction and arrangement of apparatus
for automatically operating the visible signals such as semaphore signals, and

page_text: 1
Jikewise, in the event of a locomotive or train pissing a signal at danger, for
automatically turning off the steam from the cylinders of the locomotive, applying
the brakes so as to cause the locomotive or train to stop, and operating an audible
signal or signals on the locomotive, both in clear and foggy weather.
These objects are attained by means of double levers one of which (hereinafter
referred to as the depressible lever) is arranged at the outside of one of the rails of
the track so as to be capable of being easily and safely depressed by some part or
parts of a passing vehicle or train (bereinafter referred to as a train) and which
lever is connected with the visible signal and with the other double lever, (herein-
after referred to as the non-depressible lever) which is arranged in the centre of
the track, and is raised by the depression of the depressible lever into a locked
position, in order that it may act as a stop to operate suitable mechanism on the
train for the purpose of cutting off the steam from the engine cylinders, applying
the brakes to the train, and sounding an audible signal.
And in order that my invention may be clearly understood I will proceed to
describe with the aid of the accompanying drawings, the best way known to me of
carrying the same into practical effect."
In the said drawings,
Fig. 1 is a sectional side elevation showing, partly diagrammatically, parts of a
line of railway provided with the two connected double levers herein before
mentioned and showing their connection with a semaphore, the parts being in the
positions for "line clear";
C
Fig. 2 is a similar view to Fig. 1 but showing the parts in the positions for
danger";
Fig. 3 shows a plan corresponding to Fig. 2.
1,1 are the rails; 2, 2 the double arms of the depressible lever; and 3, 3ª the
double arms of the non-depressible lever. The depressible lever is arranged
longitudinally on the outside of one of the rails 1 so as when raised, to come in
contact with one of the leading wheels of the engine of a train passing over the same.
The double arms 2, 2* of this lever are jointed together at their adjacent ends, and
their remote ends are linked or jointed to the rail 1 in such a manner that their
ends can move apart and allow the lever, by depression, to be moved from the
position shown in Fig. 1 to that shown in Fig. 2. For this purpose in the example
shown in Figs. 1 to 3, the arm 2 is jointed to the rail 1 through a filling plate 1*
by a screw pin 1" fitting a hole in the end of that arm, and the remote end of the
arm 2 is slotted and works on a screw pin 1* fixed to the said rail. Or the remote
end of each lever may be connected to the rail by a pin and slot connection such
as. 1ª 2c.
Figs. 4, 5, and 6 are respectively a side elevation a cross section on the line ab
Fig. 4, and a plan, illustrating an equivalent method of connecting the depressible
lever to the rail. In this case the remote end of one or of each of the arms 2, 2*
is jointed to a short link 2, which is also jointed by a pin 2° to the rail 1 through
a filling plate 1* as before, the motion of the link being limited by stops 1b. In
each case the outer side of the filling plate 1* forms a flat bearing surface for the
end of the arm jointed thereto.
The arms 2, 2 may be made of any suitable material; conveniently they may
be made of angle iron, or steel their ends being made solid and of rectangular form
in cross-section to afford good wearing and bearing surfaces. Their upper sides
are made concave as shown. This is a feature of considerable practical importance,
as by this means the arms will be depressed gradually as a locomotive passes over
one or other of them, and a greater descent of the connected ends of the two arms
can be obtained in proportion to the length of the said arms, that has heretofore
been obtained so far as I know with other constructions of depressible levers for
the purpose mentioned. By making both arms concave as shown the depressible
lever will be equally well operated in whichever direction a train may pass over it.
Passing under the rail 1 and the depressible lever, is a rock shaft 4 mounted to
turn in suitable bearings, carried it may be by angle irons 4* as shown, secured to

page_text: the sleepers 4, or to other suitable parts of the permanent way. On the rock
shaft 4 is fixed one end of an arm 5, the other end of which is jointed by a link 6
to the adjacent ends of the arms 2, 2ª of the depressible lever, the arrangement
being such that by partly turning the rock shaft 4 the central portion of the
depressible lever can be raised from the position shown in Fig. 2, to that shown in
Fig. I so as to extend above the level of the rail 1. To the rock shaft 4 is also
fixed another lever having two arms 7 and 7b to which are respectively secured
the rods 9 and 9b. The rod 9 serves to operate the non-depressible lever 3-3
and also, through a rod 9° and suitable connections, the semaphore signal 10. The
rod 9b may be connected to a lever in a signal box, or to another set of depressible
and non-depressible levers, as hereinafter described, or to both. The arms 3, 3*
of the non-depressible lever, which are arranged in the centre of the track, are
jointed together and mounted in a similar manner to the arms 2, 2 of the depressible
lever, but their remote ends instead of being linked or jointed to one of the rails,
are linked or jointed to suitable brackets 8, which may conveniently be of angle
iron, secured to the sleepers 4, the mode shown of attaching the arms being by a
pin 3b fitting a hole 8" in the remote end of arm 3, and a pin 3 taking into a slot 8
in the remote end of arm 3*. The adjacent ends of the said arms 3, 3 are, like the
arms 2, 2º, connected by a link 6 and arm 5 to a rock shaft 4* which in this case
is so arranged, as shown, that when moved from the position represented in Fig. 1
to that represented in Fig. 2, it will bring the upper end of the arm 5 below the
arm 3 so that it will act as a stop to lock the arms 3, 3* in the raised position until
the rock shaft is operated in the reverse direction.
The arms 7 and 7 of the rock shaft 4* are connected respectively to the
rods 9 and 9 herein before mentioned. Thus it will be readily seen that by the
arrangement described, when the arms 2, 2 of the depressible lever are forced
down by a passing train, the arms 3, 3* of the non-depressible lever will be raised
and locked in their raised position by reason of the arm 5 on the rock shaft 4*
having turned through and beyond its vertical position and behind the central
joint of the arms 3, 3, and the corresponding semaphore 10 will at the same time
be put at danger.
-Assuming
The operation of the apparatus hereinbefore described is as follows:-
the parts to be in the positions shown in Fig. 1, then, if a train approaches
a station and has sufficiently passed the distant semaphore 10, one of the wheels
of the locomotive will depress the corresponding depressible lever 2, 2* whereby
the corresponding non-depressible lever 3, 3ª will be raised into the locked
position as shown, and the semaphore 10 will be placed at "danger." When the
train has sufficiently passed the succeeding home semaphore sig al the latter will
be similarly placed at "danger." The two semaphores will remain at "danger"
until the train moves out of the station and arrives opposite the depressible lever
of the home semaphore on the exit side of the station, whereupon this semaphore
will be automatically placed at "danger" and the aforesaid distant semaphore on
the entering side of the station may if desired be lowered through suitable
connections to "line clear"; the home signal on the entering side being similarly
placed to "line clear" if desired, when the train passes the distant signal on the
exit side of the station. It will thus be seen that by the use of my improved
signalling apparatus, every train protects itself by one or two signals at danger in
its rear, and in the case of a breakdown of the train, the succeeding train is
protected in front by a signal at "danger" and protects itself in the rear by
another. At the same time that a semaphore is placed at "danger," the corre-
sponding non-depressible lever 3 is raised into the position shown in Fig. 2, so that
should a locomotive pass such a lever notwithstanding that the corresponding
semaphore is against it, the steam would be shut off, the brakes applied, and an
audible signal operated on the locomotive. If desired, semaphores may be omitted
between the distant semaphores of consecutive stations, as the levers 3 will
auto.natically shut off the steam, apply the brakes, and operate the audible signal
or signals of trains requiring to be stopped.

page_text: Apparatus according to my invention may advantageously be applied to the
automatic prevention of the collision of trains where two or more railway-tracks
cross each other. A suitable arrangement for this purpose is represented
diagrammatically in Fig. 7. It is however to be understood that I do not claim as
forming part of my present invention, the application of the apparatus, in the
manner hereinafter described, for the prevention, in an automatic manner, of
collisions of trains at crossings, as I contemplate obtaining separate Letters Patent
for such application. Referring to Fig. 7, the distant semaphore 10 of the up line
of the track 1 in addition to being connected with its own depressible and non-
depressible levers, is suitably connected as by a rod 7b, bell crank 7, chain 7º,
rod 7°, lever arm 7' and rod 7%, with the home semaphore 12" and its depressible
and non-depressible levers of the up line of the track II, and also by suitable
connections such as the rod 7b, a chain 7b, bell crank 7', rod 7, lever 7', rock shaft 7",
lever 7 and rod 7° to the lever arm 7 of the non-depressible lever 3 3ª of the
home signal 12b of the down line of the track II. The distant semaphore 10' on
the up line of the track II is similarly connected to the home semaphore 12 and its
depressible and non-depressible levers of the up line of the track I, and also to the
home signal 12° and its depressible and non-depressible levers of the down line of
the track I. These connections are for the sake of simplicity, not shown, but are
similar to those employed for connecting the semaphores 10, 12ª 12b. If now, two
trains approach the crossing along the tracks I and II and in the directions of the
arrows a, owing to the signals not being observed, or through some mistake on
the part of the signalman, then supposing the train on the track I to reach
.the lever 2, 2ª of its distant semaphore 10 by the length of a lever, or about two
yards, before the train on the track II reaches the depressible lever 2, 2ª of the
distant semaphore 10", then the home semaphore 12" on the up line of track II will
be put at "danger" in front of the train on that track and the corresponding
non-depressible lever 3 3* will be raised into the locked position, so that even if the
home semaphore 12ª were disregarded, the train on track II would be automatically
stopped by means of the said non-depressible lever 3 before reaching the crossing.
If both trains were to arrive and simultaneously depress the respective levers 2, 2ª
of the distant signals 10, 10, what bas just been stated with regard to the
tracks I & II separately would take place on both tracks simultaneously and both
trains would be stopped automatically. By the depression of the depressible
levers 2, 2ª of the distant semaphore 10, the semaphore 12 of the down line of
track 11 will be also put to danger and the corresponding non-depressible lever 3,3"
will be raised into the locked position so that should a train pass such semaphore
at danger it will be stopped by the said non-depressible lever. In the example just
given the semaphores 12, 12 and 12° would be in the danger position. The
signalling-apparatus for the dowu lines is in every way similar to that just described
for the up lines. It will be seen that my apparatus presents security even in
perfect darkness-either the ordinary darkness of night or that produced by fog.
All the levers and semaphores are also suitably connected to levers in the
signal-box S so as to be under the control of the signalman therein. It
preferable that the semaphores should not be automatically lowered to "lin
clear"in the case of crossings and stations, but that this should be left to th
signalman.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The construction and use of the improved means for automatically actuating
visible and audible signals and engine-stopping apparatus, substantially as herein-
before described.
2. In connection with railway signalling, the construction and use of a double arm
lever (herein referred to as the depressible lever) jointed in the centre and at the
ends so that the centrally jointed ends can be raised and lowered, and made concave

page_text: on the upper side of each arm, the said lever being arranged to be depressed by the
passage over it of a vehicle or train and adapted to operate one or more semaphores
and also a non-depressible lever substantially as hereinbefore described for the
purpose specified.
3. The construction and use of a double arm lever (herein referred to as the
non-depressible lever) arranged in the centre of the track, jointed in the centre and
at the ends so that the centrally jointed ends can be raised and lowered, and made
concave on the upper side of each arm, the said lever when raised being locked in
position so that it will then serve to operate mechanism on an engine or train
passing over it for the purpose of cutting off the steam, applying the brake, and
sounding an audible signal substantially as hereinbefore described.
4. The construction and use of the double-armed levers, herein referred to as
depressible levers and non-depressible levers, substantially as herein before described
with reference to and shown in Figs. 1, 2, 3 and 3*, or modified according to Figs. 4,
5 and 6 of the drawings annexed, for the purposes specified.
Dated this 20th day of M 1904
W. Lloyd Wise,
JAMES JOHNS,
46, Lincoln's Inn Fields, London, W.C., Applicant's Agent.