Improvements in or relating to Railway-signalling, Train-stopping, and Alarm-sounding Apparatus.
Year: 1894

page_text: Date of Application, 13th July, 1894
Complete Specification Left, 13th May, 1895-Accepted, 13th July, 1895
PROVISIONAL SPECIFICATION.
Improvements in or relating to Railway-signalling, Train-stopping,
and Alarm-sounding 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 invention has reference to an improved construction and arrangement of
apparatus such as will enable locomotives and trains (hereinafter referred to as
trains) to protect themselves at all times at crossings and junctions, independently
of any action on the part of a signalman, in such a way that in the event of two or
more trains simultaneously approaching a crossing or junction, either all the trains
will be brought to rest and an alarm sounded on each, or that train that happens to
be nearest the crossing or junction will put the signal or signals for the other train
or trains at danger, and should such other train or trains disregard and run past
such signal or signals it or they will be quickly brought to rest and an alarm sounded.
For this purpose I provide in connection with each of the home and distant
signals for each line of railway near a crossing or junction, a safety apparatus
arranged to be operated by a passing train and adapted to thereby put the
corresponding semaphore or other signal to danger and to raise and hold an
abutment or stop in the path of train stopping and alarm sounding apparatus on a
succeeding train, and I connect through suitable mechanism, such as rods, bell crank
or other levers and chains the apparatus that corresponds to the distant signal on
each line of railway with that corresponding to the home signal of the other line or
of each of the other lines that crosses it, so that whichever apparatus at one of the
distant signals is operated first by a passing train, it will put its own signal and
abutment or stop device in the danger position to protect the train in the rear and
will also put the home signal and corresponding abutment or stop device of the
other crossing line or lines at danger and so protect the train in the front. On each
locomotive there is provided apparatus arranged to be operated by contact with the
abutment or stop device on the line and adapted to cause the stopping of the
locomotive and attached vehicles, if any, and also the production of an audible signal.
Safety apparatus for the purpose mentioned can be constructed in various ways.
I consider it advantageous however in carrying out my present invention to use
apparatus such as described in the Specification of my application for Letters
Patent No. 10673 of 1893 and which comprises what I have called for distinction a
depressible lever, and a non-depressible lever, these being each formed of two lever
arms made concave on their upper sides and jointed together to suitable supports,
and being connected together and to the corresponding semaphore signal in such a
way that when the depressible lever is depressed by a passing train, the said signal
will be placed at danger and the non-depressible lever will be raised and locked in
the raised position so as to serve as an abutment or stop for train stopping and
alarm sounding apparatus on a succeeding train.
The several sets of safety apparatus arranged according to my present invention
may be so combined that a traiu after passing over a crossing will automatically
restore the semaphore signals and safety apparatus which it previously put to danger,
to line clear. I consider it more advantageous however to leave this to be done
independently through suitable mechanism under the control of a signalman so that
he may elect when a standing train shall proceed, and in the event of there being
two trains, which shall proceed first.

page_text: Train stopping and alarm sounding apparatus according to this invention,
comprises an axle mounted on the locomotive and provided with an arm, preferably
fitted with an anti-friction roller, adapted to come into contact with an abutment,
stop or projection, such as herein before mentioned, arranged on the permanent way,
the said axle being also provided with another arm or arms adapted to apply brakes,
cut off steam from the driving-cylinders, and operate a whistle or other audible
signalling device on the locomotive when the axle is operated by one of the afore-
said abutments, stops or projections. The said other arm, or one of the said other
arms, may, when necessary, as when the locomotive is attached to a train of
carriages, be connected by a cord or other suitable means with an audible signalling
device in the guard's van or last vehicle of the train, so that, in the event of the
train becoming accidentally divided into two portions, the signalling-device in the
guard's van or last vehicle will be operated and the arm or arms of the aforesaid
axle will be raised in such a manner as to apply the brakes, operate the audible
signalling device on the locomotive, and cut off the steam from the driving-cylinders.
The said cord or equivalent connection may be so arranged that it may be operated
by the guard or other person, for stopping the locomotive independently of the
driver.
In one construction of apparatus in accordance with my invention the axle is
provided with two arms in addition to that carrying the antifriction-roller, one of
the arms being for operating steam-brakes on the locomotive, and the other for
operating the audible signalling device on the locomotive and shutting off the steam
from the driving-cylinders. The first named arm operates the brakes by means of
a four-way cock connected by a pipe to the boiler and arranged on a pipe connect-
ing two steam brake-cylinders arranged at the two sides of the locomotive; the
cock is also provided with a pipe or passage communicating with the atmosphere.
The plug of the cock is made hollow and is provided with two ports, the arrangement
being such that when one port is in one position, steam is free to pass from the
boiler through that port and the hollow plug into the two steam brake-cylinders,
and that when the other port is in a certain position the interior of the two steam
brake-cylinders is in communication with the atmosphere through the hollow plug
and the port last mentioned. The arm for operating the audible signal and cutting
off the steam from the driving-cylinders is furnished at its free end with a suitably
guided jointed rod provided with projections or slots, or with a projection and a
slot, so as to be adapted to operate, by acting on suitably arranged handles, the
audible signal and a valve controlling the supply of steam to the driving-cylinders.
After being operated, the two handles just mentioned and the four-way cock are
arranged to remain in the positions into which they have been moved until they are
replaced by hand. The steam brake-apparatus may comprise one or more cylinders
containing a piston arranged to be propelled by steam in opposition to the action of
a spring. Each piston may be connected by its rod and a link to a lever arm fixed
on a rock shaft provided with a bell crank lever or separate lever arms connected
by rods and levers to the brake blocks so that when steam is admitted to the brake
cylinder, some of the blocks will be pulled and others pushed onto the respective
wheel rims. The upper end of the aforesaid jointed rod is, when necessary,
connected by suitable means such as bell-cranks and a cord, with an audible
signalling-device in the guard's van or last vehicle of the train so that the accidental
division of the train will operate the signal and also raise the levers on the axle
aforesaid. For convenience of application, this cord may be composed of a number
of sections, one for each carriage or truck, adapted to be readily connected and
disconnected. For this purpose the adjacent ends of the sections may be fitted
with tubes adapted to enter telescopically one within the other, one of them being
provided with a spring catch adapted to enter a slot or otherwise engage with the
other tube and the arrangement being such that upon the two tubes being pressed
together they will become engaged, and upon pressing in the spring catch by a
suitable finger piece, or by pressing the two tubes. further together and partly
turning one relatively to the other, they will become free to be drawn apart:

page_text: The audible signalling-device in the guard's van may consist of a spring
alarm-bell, or of a whistle arranged to be sounded by air forced therethrough by
means of a piston working in a cylinder and connected to the said cord.
In some cases I may employ slide-valves in lieu of the cocks herein before
mentioned. I may also sometimes use the ordinary pneumatic or vacuum brake-
apparatus instead of the steam brake-cylinders hereinbefore mentioned and control
it by suitable means from one of the arms on the axle hereinbefore mentioned, it
may be by means of projections on the aforesaid jointed rod arranged to operate a
cock or cocks in connection with such apparatus.
As will be obvious the details of construction of the apparatus may be variously
modified.
Improvements in or relating to Railway-signalling, Train-stopping,
and Alarm-sounding 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 :-
My invention has reference to an improved construction and arrangement of
apparatus such as will enable locomotives and trains (hereinafter referred to as
trains) to protect themselves at all times at crossings and junctions, independently
of any action on the part of a signalman, in such a way that in the event of
two or more trains simultaneously approaching a crossing or junction, either all
the trains will be brought to rest and an alarm sounded on each, or that train
that happens to be nearest the crossing or junction will put the signal or signals
for the other train or trains at danger, and should such other train or trains never-
theless run past such signal or signals, it or they will be quickly brought to
rest and an alarm sounded.
For this purpose I provide in connection with each of the home and distant
signals for each line of railway near a crossing or junction, a safety-apparatus
arranged to be operated by a passing train and adapted to thereby put
the corre-
sponding semaphore or other signal to danger and to raise and hold an abutment
or stop device in the path of train-stopping and alarm-sounding apparatus on a
succeeding train, and I connect through suitable mechanism, such as rods, bell-
crank or other levers, and chains, the apparatus that corresponds to the distant
signal on each line of rail with that corresponding to the home-signal of the
other line or of each of the other lines that crosses it, so that whichever safety-
apparatus at the distant signals is operated first by a passing train, such
apparatus will put its own signal and abutment or stop device in the danger-position
to protect the train in the rear and will also put the home-signal and corresponding
abutment or stop device of the other crossing line or lines at danger and so protect
the train in the front. On each locomotive there is provided apparatus arranged
to be operated by contact with the abutment or stop device on the line and adapted
to cause the stopping of the locomotive and attached vehicles, if any, and also the
production of an audible signal.
Safety-apparatus for the purpose mentioned may, I consider, be advantageously
such as that which is described in the Specification of Letters Patent No. 10,673

page_text: of 1893 granted to me, and which comprises what I have called for distinction a
depressible lever and a non-depressible lever, these being each formed of two lever
arms made concave on their upper sides and jointed together and to suitable
supports, and being connected together and to the corresponding semaphore-signal
in such a way that when the depressible lever is depressed by a passing train, the
said signal will be placed at danger and the non-depressible lever will be raised
and locked in the raised position so as to serve as an abutment or stop for
train-stopping and alarm-sounding apparatus on a succeeding train.
The several sets of safety-apparatus arranged according to my present invention
may be so combined that a train after passing over a crossing will automatically
restore the semaphore-signals and safety-apparatus which it previously put to
danger, to line clear. I consider it more advantageous, however, to leave this to be
done independently through suitable mechanism under the control of a signalman,
so that he may elect when a standing train shall proceed, and in the event of there
being two trains, which shall proceed.first.
In order that my invention may be clearly understood I will now describe with
the aid of the accompanying drawings apparatus according thereto.
Fig. 1 is a diagram illustrating an arrangement according to this invention, for
preventing the collision of trains at a crossing of two double-line tracks, the safety-
apparatus used being of the kind described in the Specification of my said former
Patent.
In this figure, 2, 2ª are depressible levers, 3, 3* non-depressible levers, and
78, 7 two-armed levers connected to the depressible and non-depressible levers, and
to the corresponding semaphores, the parts named corresponding to those to which
the same reference-characters are assigned in Figs. 1, 2, and 3 of any aforesaid
Specification, and acting in the manner described in that Specification, so that
when either depressible lever 2, 2ª is depressed by a passing train, the corre-
sponding non-depressible lever 3, 3 and semaphore will be raised into the danger
position.
The lever-arm 7 of the depressible lever 2, 2 that is connected to the distant
semaphore 10 on the up-line of the track I, is connected by a wire 7*, lever 7",
chain 7, rod 7°, hell-crank lever 7, and rod 7 to the lever-arm 7 of the
depressible lever 2, 25 of the home-semaphore 11 of the up-line of the track II,
and also by the wire 7*, chain 7, bell-crank lever 7', and rod 7* to an arm 7¹ on
an extension of the shaft 4 of the depressible lever 2, 2° of the home-semaphore 11b
of the down-line of the track 11, the shaft 4 corresponding to that of like
designation in Figs. 1, 2, and 3 of the former Specification herein before referred
to.
The depressible lever 2, 2ª of the distant semaphore 10 on the up-line of the
track II is similarly connected to that of the home-semaphore 11 of the up-line of
the track I and to that of the home-semaphore 11° of the down-line of the track I.
The depressible lever of the distant semaphore of the down-line of each track is
similarly connected to the depressible levers of the home-signals of the track that
crosses it. These connections are, for the sake of clearness, not shown, but are or
may be similar to those employed for connecting the depressible levers of the
semaphores 10, 11ª and 11b.
If, now, a train T pass along the up-line of the track I and over the depressible
lever 2, 2ª of the distant semaphore 10, this lever will be depressed and raise the
corresponding non-depressible lever 3, 3ª and semaphore 10 into the danger position
to protect the train in the rear, and will also place the home-semaphores 11*
and 11b to " danger" and raise the corresponding non-depressible levers 3, 3ª into
their locked positions, so that a train passing along either of the lines of the
track II towards the crossing will, if the danger-signal be disregarded, be stopped
by means of the non-depressible lever 3,3" of the corresponding home-signal, before
reaching the crossing, so that the first mentioned train will be protected in front.
If two or more trains simultaneously enter the sections between the depressible
levers 2, 2ª and the non-depressible levers 3, 3 of the up-line of the track I and
the up and the down lines of the track II, then both, or all, as the case may be, of

page_text: these trains will be stopped, by means of the non-depressible levers 3, 3 at the
corresponding home-signals, before reaching the crossing, the said non-depressible
levers being moved into the locked position when the trains passed over the corre-
sponding depressible levers at the distant signals. It will be seen that my
arrangement of apparatus presents perfect 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 as by levers S and rods S' to levers in the
signal-box S so as to be under the control of the signalman therein. Where
connections have to be made over short distances, I use rods, as 7, but where
they have to be made over long distances, I employ two wires connected to a
pair of levers, preferably parallel, as in the case of the connection from the
depressible lever 2, 2* of the distant semaphore 10, where the lever-arm 7" is
connected by a wire 7°, shown in dotted lines, to one arm of the lever 7°, which is
pivoted in the middle, whilst the lever-arm 7 is connected by the other wire 7* to
the other end of the lever 7".
The arrangement of the apparatus for protecting trains at junctions, will be the
same as that herein before described for crossings, the depressible levers at the
distant signals on each side of the junction being of course connected only to
the non-depressible levers at the home-signals for trains with which a train passing
the said distant signal could collide.
Train-stopping and alarm-sounding apparatus according to this invention, com-
prises an axle mounted on the locomotive and provided with an arm, preferably
fitted with an anti-friction roller, adapted to come into contact with an abutment,
stop, or projection, such as 3, 3ª hereinbefore mentioned, arranged on the permanent
way, the said axle being also provided with another arm or arms adapted to apply
brakes, cut off steam from the driving-cylinders, and operate a whistle or other
audible signalling-device on the locomotive when the axle is operated by one of
the aforesaid abutments, stops, or projections. The said other arm, or one of the
said other arms, may, when necessary, as when the locomotive is attached to a train
of carriages, be connected by a cord or other suitable means with an audible
signalling-device in the guard's van or last vehicle of the train, so that, in the
event of the train becoming accidentally divided into two portions, the signalling-
device in the guard's van or last vehicle, will be operated, and the arm or arms of
the aforesaid axle will be raised in such a manner as to apply the brakes, operate
the audible signalling-device on the locomotive, and cut off the steam from the
driving-cylinders. The said cord or equivalent connection may be so arranged
may be operated by the guard or other person, for stopping the locomotive
independently of the driver.
that
Fig. 2 is a part side elevation of a locomotive provided with one construction
of train-stopping and alarm-sounding apparatus according to this invention, and
Fig. 3 is a cross-section on the line of Fig. 2.
Figs. 4 and 5 are cross sections of a cock for controlling the passage of steam to
and from brake cylinders.
13 is an axle mounted in hangers 14 attached to the locomotive and carrying an
arm 15 provided with an anti-friction roller 15. In this construction, the axle 13
is provided with two arms 16 and 17 in addition to that carrying the anti-friction
roller, the arm 16 being adapted to be connected to the audible signalling-device
in the guard's van or last vehicle, and the arm 17 being adapted to operate the
audible signalling-device on the locomotive, to shut off the steam from the driving-
cylinders, and to apply the steam-brakes. The arm 17 operates the brakes by
means of a four-way cock 18 connected by a pipe 19 to the boiler 20 and arranged
on a pipe 21 connecting two steam brake-cylinders 22 and 23 arranged at the
two sides of the locomotive. The cock 18 is also provided with a passage 24
(Figs. 4 and 5) communicating with the atmosphere. The plug 25 of the cock is
made hollow, and is provided with two ports 26 and 27, the arrangement being such
that when the plug is in the position shown in Fig. 4, steam is free to pass from
the boiler through the port 26 and the hollow plug into the brake-cylinder 22

page_text: through the port 27, and into the cylinder 23 through the pipe 21, and that when
the plug is in the position shown in Fig. 5, the interior of the two steam brake-
eylinders is in communication with the atmosphere through the hollow plug and the
port 27, that of the cylinder 22 communicating with the interior of the plug
through the port 26 and that of the cylinder 23 through the pipe 21. The arm 17
is attached at its free end by a link 17 to a jointed rod 28, shown as made in three
parts, which has a pivoted guide-sleeve 28° and also a guide-link 28° pivoted
at 28, and is provided with a projection 29 and a slot 30, so as to be adapted to
operate, by acting on handles 31 and 32, the whistle 33 and a valve 34 controlling
the supply of steam to the driving-cylinders of the locomotive. After being
operated, the handles 31 and 32 are arranged to be kept, by the resistance that they
offer to turning, in the positions into which they have been moved, until they are
replaced by hand. In order that the plug of the cock 18 may likewise remain in
the position into which it is turned, the connection between it and the rod 28 is
formed by a slot 28* in the rod 28, in which slot engages a pin 25" carried by an
arm 25 fixed on the stem 25° of the plug 25. For turning the plug 25 by hand, a
suitably mounted lever 25d is provided, which is connected to the pin 25 by a
link 25. The link 28 is extended beyond its pivot at 28 to form a handle by
means of which the rod 28 can, when desired, be operated by hand, thus enabling
the application of the brakes, the sounding of the whistle, and the cutting off of
the steam from the driving-cylinders to be effected by a single manual operation.
Each of the cylinders of the steam brake-apparatus contains a piston 35 (see
Fig. 4) which is arranged to be propelled by steam in opposition to the action of
a coiled spring 36 and is connected by its rod 37 to an arm 38 fixed on a rock-
shaft 39 provided with arms 40 connected by links 41 to toggle-joints 42 for
working the brake-blocks at the respective sides of the locomotive, so that when
steam is admitted to the brake-cylinders the blocks will be brought to bear, in a
manner well understood, upon the respective wheel-rims.
The arm 16, in the example shown, is connected by links 43 and 44 (see Fig. 6,
which is a partial sectional side elevation), to a bell-crank lever 45 which is, when
necessary, connected by a cord 46, with a spring alarm-bell or other audible
signalling-device in the guard's van or last vehicle of the train, so that the
accidental division of the train will not only operate the said signal, but will also
raise the arms 16 and 17 on the axle 13, so as to actuate the jointed rod 28 and
operate the audible signalling-device on the locomotive, shut off the steam from
the engine cylinders and apply the steam brakes.
Fig. 7 shows in sectional side elevation an arrangement for connecting the
arm 16 and the cord 46 in the case of goods trains. It will be seen that in this
case the bell-crank lever 45 is mounted underneath the foot-board 46* of the
locomotive and is connected to the arm 16 by a single link 43.
For convenience of application, the cord 46 may be composed of a number of
sections, one for each carriage or truck adapted to be readily connected and
disconnected.
Fig. 8 is a sectional elevation showing a convenient device for attaching together
the adjacent ends of two of such sections. The said adjacent ends are fitted with
tubes 47 and 48, the latter of which is adapted to enter an enlarged portion 49 of
the former and to engage therewith by means of projections 50, which first enter
longitudinal grooves 51 in the portion 49 and are then partly turned round so as to
enter transverse grooves, after the manner of a bayonet joint. The two tubes 47
and 48 are locked together by means of a spring 52, which is contained in the
portion 49 and presses against the end of the tube 48, which is closed, through the
medium of a disc 53.
As will be obvious, the cord 46 may be connected to the arm 17 instead of to
the arm 16, so that the latter arm can then be dispensed with; but I prefer
the arrangement illustrated, since the cord is then at the platform-side of the
locomotive and is therefore conveniently situated for the attachment of its
sections.
5.

page_text: In some cases I use the ordinary pneumatic or vacuum brake apparatus instead
of the steam brake-cylinders hereinbefore mentioned and control it by suitable
means from one of the arms on the axle herein before mentioned, it may be by
means of projections on the aforesaid jointed rod 28 arranged to operate a cock or
cocks in connection with such apparatus.
Fig. 9 shows in sectional elevation an arrangement of apparatus for this purpose.
55 is the ordinary pneumatic or vacuum train-pipe and 56 is a branch with which
I provide this pipe. In the branch 56. I arrange an ordinary two-way cock 57, the
plug of which carries an arm 58 provided with a pin 59 which engages in the
slot 28 of the jointed rod 28 and is attached to the link 25° so as to be operated
automatically and by hand just like the plug of the cock 18 (Figs. 2 to 5 inclusive).
To enable the rate of the escape of air from, or the entry of air into, the pipe 55
through the branch 56 be from time to time fixed according to desire so as to
regulate the speed at which a train shall be brought to a standstill, I insert in the
branch 56, a regulating valve 60, shown to a larger scale in Fig. 10. The squared
end 61 of the spindle 62 of this valve is enclosed in a cap 63 which is screwed upon
the body of the valve, as shown, the object of this cap being to prevent the
spindle 62 from being accidentally turned. As will be easily understood, if it be
desired that the stoppage of the train shall take place more quickly or more slowly,
it will be necessary merely still further to open or to close respectively the
valve 60.
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. Providing in connection with each of the home and distant signals for each
line of railway near a crossing or junction, a safety-apparatus arranged to be
operated by a passing train and adapted to thereby put the corresponding
semaphore or other signal to danger and to raise and hold an abutment or stop
device in the path of train stopping and alarm sounding apparatus ou a succeeding
train, and connecting the safety-apparatus that corresponds to the distant signal
on each line of railway with that corresponding to the home signal of the other
line or of each of the other lines that crosses it or with which it connects, the
arrangement being such that whichever safety-apparatus at the distant signals is
operated by a passing train, such apparatus will put its own signal and abutment
or stop device in the danger position to protect the train in the rear, and will
also put the home signal and corresponding abutment or stop device of the other
crossing or junction line or lines at danger and so protect the train in the front,
substantially as herein described.
2. Railway-signalling safety-apparatus and abutment or stop devices for
crossings and junctions constructed, arranged and combined substantially in the
manner hereinbefore described with reference to and shown in Fig. 1 of the
drawings annexed, for the purposes specified.
3. The combination with the main steam valve, steam, vacuum or air brake
apparatus, and an audible signalling device on a locomotive, of an axle journalled
on the locomotive and provided with arms one of which is adapted to be operated
by an abutment, stop or projection on the permanent way, whilst another is con-
nected to a jointed rod 28 arranged to act directly upon arms connected with the
main steam valve, audible signalling device and brake controlling valve, when
moved in one direction but to have no action upon these parts when moved in the
opposite direction, the arrangement being such that when the jointed rod is
actuated by the said abutment, stop or projection it will shut off the steam supply
to the engine cylinders, sound an alarm, and apply the brake and the parts
actuated by the said rod will remain in the positions into which they have been
moved until reset by hand, substantially as described and shown.
4. The combination with train stopping and alarm sounding apparatus of the
kind referred to in the preceding claim, of a flexible connector connected with the

page_text: said apparatus and with an audible signalling device in the guard's van or last
vehicle of the train, the arrangement being such that on the flexible connector
being pulled by the guard or other person, or by the accidental division of the
train, the said audible signalling device in the guard's van or last vehicle will be
sounded and the arm or arms on the axle of the train stopping and alarm apparatus
on the locomotive will be raised in such a manner as to apply the brakes, operate
the audible signalling device ou the locomotive and cut off the steam from the
engine cylinders, substantially as described and shown.
5. The combination and arrangement of parts constituting the hereinbefore
described improved train stopping and alarm sounding apparatus shown in and
described with reference to Figs. 3, 4 and 5, or modified according to Fig. 7, or
according to Fig. 9 of the drawings annexed.
Dated this 15th day or May 1895.
For the Applicant,
W. LLOYD WISE,
46 Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.