Improvements in Apparatus for Railway Fog Signalling.
Year: 1891

page_text: Date of Application, 11th Nov., 1891
Complete Specification Left. 10th Aug., 1892-Accepted, 17th Sept., 1892
PROVISIONAL SPECIFICATION.
Improvements in Apparatus for Railway Fog Signalling.
I GEORGE JEWSON of Number 51 Queen Street Wakefield in the County of
York Railway Waggon Builder do hereby declare the nature of this invention to
be as follows:-
The methods now adopted for signalling on the railway in foggy weather are not
only inconvenient but very costly and dangerous to the persons attending to this
work.
I have devised an improvement to remedy those defects which will be simple and
effectual in its action and can be worked more economically than any other process
now in use, as no men are required, the pointsman being able to work the system
from the signal box along with the ordinary signals.
My invention consists in the fixing of a rod to the lever passing from the signal
box, at the base of the signal post, this connection being effected by means of a
crank which is fixed on the signal post. This rod may be made any desirable
length to reach beyond the signal and is connected at the opposite end to another
crank to which is attached a projecting arm. The latter is fixed on to the sleepers
and is so constructed that when the signal is at danger, that is against the train
passing, it projects on to the line a sufficient distance to come in contact with a
spring arm fixed on the engine projecting beyond the wheel but being parallel with
the metals, which immediately the contact is effected strikes a bell fixed on the
side of the shelter of the engine and also gives a signal of danger in front of one
of the windows of the shelter. Upon this signal is placed a red lamp thus giving
to the driver a double communication that he is not to proceed. The red lamp
signal in front of the window can only be removed by the hand of the driver so
that there is no liability or risk of him making a mistake if he observes this. The
engine is supposed to slacken the speed and move slowly along until immediately
under the signal post, according to the usual regulations, and remains at this
position until the signal is dropped by the pointsman working the levers which
causes a bell fixed at the side of the signal post to ring so communicating the fact
to the driver that the road is clear even if he cannot see the signal. The train
then passes along and the signal is again put on danger the apparatus working the
same as before described.
The rod can be lengthened out so as to reach to the distant signal and thus a
double signalling is effected, an alarm if the distant signal is at danger being first
given at this point which gives the driver time to slacken speed before reaching the
home signal.
This apparatus is so constructed that it can be put out of gear when not required
by simply detaching it on the signal post.
The various parts can be made of steel or any other kinds of material that
may appear most suitable for the purposes required.
1.
Dated this Tenth day of November 1891.
H. P. DAWSON,
Agent for Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Apparatus for Railway Fog Signalling.
I GEORGE JEWSON of 51 Queens Street, Wakefield, Railway Waggon Builder
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 methods now adopted for signalling on the railway in foggy weather are not
only inconvenient but are very costly and also dangerous to the persons attending
to this work.
I have devised an improvement to remedy those defects, which will be simple and
effectual in its action, and can be worked more economically than any other process
now in use, the pointsman being able to work the system from the signal-box,
along with the ordinary signals as now worked without the assistance of extra
labour which is employed for present methods of fog signalling.
My invention consists in the fixing of a rod, to the lever which passes from the
signal box or cabin to the signal post at the base of the latter, this connection being
effected by means of a crank. Instead of continuing this rod beyond the signal
post, as stated in my Provisional Specification I find it will be more advantageous
to have a separate rod attached to the same crank and reaching a sufficient distance
beyond as may be considered desirable, after being acted upon to allow a train to
slacken speed before reaching the proper signal post; the end of the second rod
is also attached to a crank having a projecting arm, reaching close to the metals.
The latter contrivance is fixed to the sleepers, and it is so constructed that when
the signal is at danger, which is represented by the arm being at a right angle to
the post and signifies the train must not pass; the arm projecting from the crank
is perpendicular and about four inches above the metals. I fix on to the side of
the engine a spring arm projecting a little beyond the front wheel and attached to
metal clearer which is connected by a cord or other suitable means, with a bell
placed at the side of the engine shelter and attached to this .connecting cord is a
small signal having a red lamp upon it, which works in front of one of the windows
of the shelter. Now supposing a signal to be at danger, which in case of a fog
cannot be seen by the driver, the spring arm of an engine coming along the metals
will strike the projecting arm from the second rod before named, and the result of
this contact will be to ring the bell at the engine shelter, and also give the red
light in front of the window, thus communicating to the driver that he is
approaching the signal which is against him and that he must draw up. The
engine driver is supposed to slacken the speed, and move slowly along until
immediately under the signal post, according to the usual regulations, and remain
at this position until the signal is dropped by the pointsman working the levers
from the cabin.
The performing of the action causes a bell fixed at the side of the signal post
to ring thus communicating the fact to the driver that the road is clear even if he
cannot see the post signal light, and at the same time the arm projecting from the
crank fixed on the sleepers, falls below the metals.
The red lamp signal in front of the window is removed back to its position by
the driver as soon as he receives signal to advance, and as this can only be done
by him, there is no risk of any mistake being made if he properly observes this
point.
As soon as the train has passed out of section the pointsman again puts the
signal at danger, which again brings the arm into a perpendicular position for acting
in the manner before described for any following trains.
Other rods can be attached in the same manner as the second rod before named,
so that all the signals, distant-home-starting and advance, controlled from
one cabin can be worked upon the system I have before described.

page_text: The various parts can be made of steel, brass or any other kind of material that
may appear most suitable for the same.
This apparatus is so constructed that it can be put out of gear or operation in
the absence of fog by simply detaching it on the signal post, or it can be left in
constant use, which would be an improvement on the present system, but my main
object is to remedy the defects of signalling in foggy weather. The use of the
apparatus by the method of double signalling will fully obtain this end.
In order that my said invention may be better understood, I describe the
drawings herewith annexed, the letters of the various figures representing the
same parts.
Fig. 1. is a side elevation of signal post and rods attached, showing engine
approaching with signals at danger.
Fig. 2. is a plan of Fig. 1.
Fig. 3. is a front elevation of engine as per Figure 1.
A represents the metals.
B the signal post.
C cranks.
D connecting rods.
E projecting arm at side of metals.
F is the metal clearer.
G is the spring arm attached to engine.
H is a coiled spring attached to axle of spring arm.
I is a hook for suspending the spring arm when out of use.
J is cord attaching spring arm to bell and lamp.
K is bell at side of shelter.
Lis lamp for danger signal.
M windows of engine shelter.
N is arm of signal post.
O is weight hanging at base of projecting arm which puts the signal at danger
in the event of a rod breaking.
P is engine.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
The method of signalling on the railway in case of foggy weather by means of
a spring arm, bell, and danger signal attached to an engine, and also by one or
more rods connected by means of cranks and bells attached to the working levers
of signals, the two connected and working together in the manner and by the
means herein described and as illustrated by the said drawings.
Dated this 9th day of August 1892.
H. P. DAWSON,
Agent for Applicant.