Improvements in Railway Signalling Apparatus.
Year: 1891

page_text: Date of Application, 21st May, 1891
Complete Specification Left, 20th Feb., 1892-Accepted, 9th Apr., 1892
PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling Apparatus.
I, WILLIAM ROBERT SYKES, Senior, of 43 Larkhall Rise. Clapham, in the
County of Surrey, Telegraph Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention has reference to a novel system of mechanical interlocking
combined with electrical interlocking.
My improvements primarily refer to the prevention of accidents of a similar
nature to that which occurred on the Great Western Railway at Taunton on
November 11th 1890, in which a train was shunted from the down line through
the cross-over road on to the up line and there forgotten. The up home signal
was lowered and a collision occurred. In addition to accidents which may arise
through the shunting of a train from one road to another, accidents may occur
where a train arrives on, say the up line, passes the home signal and is there
forgotten. Again as at Taunton the train may arrive and it may be desired to
shunt it on to the up road and when it gets there it may be forgotten, or again
which is analogous to the first described likelihood of accident, is that it may
arrive on the other line and be there forgotten.
With my invention I provide against all of these liabilities to accidents in the
following manner :-I fix an electric treadle at each end of the cross-over road
on the main line and another treadle is fixed a certain specified distance ahead
of the treadle fixed in connection with the crossing points on the line to which the
home signal refers, and also a treadle fixed on the other line. There are therefore
four treadles, two standing some distance away from the crossing one on each line
and one at each end of the crossing on the main line. These treadles actuate locks
in connection with the stop signals, for instance, a train arrives at the stop signal,
passes it and immediately it depresses the treadle in connection with the crossing
points on the down road the down stop signal may be replaced but cannot be
pulled a second time as an electrical lock actuated by the treadle prevents it
being so pulled. If the train is now required to go away on the same line the
down advance treadle upon being depressed by the train releases the lock from the
down stop signal should however it be necessary for this train to be shunted on
to the up road, the crossing point lever is operated. The ordinary interlocking
prevents either stop signals from being moved when the crossing is in the worked
position but immediately the train has shunted across the crossing and the last
vehicle has depressed the treadle fixed on the up road at the crossing points
that road the down stop signal is thereby released and the up stop signal thereby
locked. As long as the train remains in this position and does not proceed to the
up advance treadle the up stop signal remains locked. The down road is now
free for the passage of another train. Should it be desired that the train on the
up road proceed away on that road then the treadle fixed in advance being
depressed by the train, releases the up stop signal, but if this train is required to
shunt back on to the down road and go away on the down road then a similar
operation takes place as previously described with reference to a shunt from the
down to the up.
It is arranged that upon the crossing lever being operated and
the train proceeding through the crossing the last vehicle depressing the treadle
fixed in connection with the crossing points on the down line releases the up stop
signal and locks the down stop signal. As long as the train now remains in that
position the down stop signal is locked but upon its proceeding along the down road.
and depressing the treadle fixed in advance on the down road the down stop signal
is thereby released.
on

page_text: The way in which I carry out my invention is as follows:-
There are tappets fixed to the cross-over road and to the two stop signal
levers (it is obvious that if further signals are required or further points, the
principle is that to each signal and each point that is required to be interlocked
in this special manner, a tappet is provided). To the tappet operated by the
crossing lever is attached a rod of sufficient length to project over the tappets
operated by the stop signal levers. In connection with each stop signal tappet
there is a lock working crosswise to the tappet and centred to an upright rod or
lever which is an armature which is centred at its lower end on a pin plate. On
either side of the armature there is the usual magnet, one for putting the lock in
and one for taking it out. This description refers to both of the stop signal
tappets. On the tappet is provided a raised piece by which the tappet is prevented.
from being moved when the said locks are obstructing the passage. Normally the
tappets are all free. When the crossing lever is operated the projecting rod on the
crossing lever which projects over the stop signal tappets only allows one stop
sigual electric lock to be foul of the stop signal tappet at one time so that the line
from which the movement is being made is freed. If the movement is from the
down to the up then the up stop signal lever is locked in the act of the train
Crossing and the down stop signal is released and rice versa. If starting signals are
provided treadles can be fixed well in advance of the starting signals but the said
treadles are inoperative if depressed by the train whilst the starting signals are at
danger.
Dated this 21st day of Man 1001 1
JOHN P. O'DONNELL,
2. Great George Street, Westminster, S. W.,
Agent for the said Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Signalling Apparatus.
1, WILLIAM ROBERT SYKES, Senior, of 43 Larkhall Rise, Clapham in the
County of Surrey, Telegraph Engineer, 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 a novel system of mechanical interlocking.
combined with electrical interlocking.
My improvements primarily refer to the prevention of accidents of a similar
nature to that which occurred on the Great Western Railway at Taunton on
November 11th 1890, in which a train was shunted from the down line, through
the cross-over road on to the up line and there forgotten. The up home‘signal
was lowered and a collision occurred. In addition to accidents which may arise
through the shunting of a train; from one road to another, accidents may occur
where a train arrives on, say the up line, passes the home signal and. is. there
forgotten. Again as at Taunton the train may arrive and it may be desired to
shunt it on to the up road and when it gets there it may be forgotten, or again,
which is analogous to the first described likelihood of accident, is that it may
arrive on the other line and be there forgotten.
With iny invention I provide against all of these liabilities to accidents in the
following manner :—
I fix an electric treadle at each end of the cross-over road on the main line and
another treadle, is fixed a certain specified. distance ahead of the treadle fixed in
connection with the crossing points on the line to which the home signal refers,
and also a treadle fixed on the other line. There are therefore four treadles, two
fixed some distance away from the crossing, one on each line, and one at each end
of the crossing on the main line. These treadles actuate locks in connection with
the stop signals, for instance, a train arrives at the stop signal, passes it and

page_text: immediately it depresses the treadle in connection with the crossing points on the
down road the down stop signal may be replaced but cannot be pulled a second
time as an electrical lock actuated by the treadle prevents it being so pulled. If
the train is now required to go away on the same line the down advance treadle
upon being depressed by the train releases the lock from the down stop signal ;:
should it be necessary, however, for this train to be shunted on to the up road, the
crossing point lever is operated. The ordinary interlocking prevents either of the
stop signals from being moved when the crossing is in the worked position but
immediately the train has shunted across the crossing and the last vehicle has.
depressed the treadle fixed on the up road at the crossing points on that road the
A.s.
down stop signal is thereby released and the up stop signal thereby locked.
long as the train remains in this position and does not proceed to the
up advance
treadle the up stop signal remains locked. The down road is now free for the
passage of another train. Should it be desired that the train on the up road.
proceed away on that road then the treadle fixed in advance being depresseil
by the train, releases the up stop signal, but if this train is required to shunt
back on to the down road and go away on the down road then a similar operation
takes place as previously described with reference to a shunt from the down to the
tnp. It is arranged that upon the crossing lever being operated and the train
proceeding through the crossing the last vehicle depressing the treadle fixed in
connection with the crossing points on the down line releases the up stop signal
and locks the down stop signal. As long as the train now remains in that position.
the down stop signal is locked but upon its proceeding along the down road and
depressing the treadle fixed in advance on the down road the down stop signal is.
thereby released.
The way in which I carry out my invention is as follows:-
There are tappets fixed to the cross-over road and to the two stop signal levers
(it is obvious that if further signals are required, or further points, the principle is
that if each signal and each point that is required to be interlocked in this special
manner, a tappet is provided). To the tappet operated by the crossing lever is.
attached a rod of sufficient length to project over the tappets operated by the stop
signal levers. In connection with each stop signal tappet there is a lock working
crosswise to the tappet and centred to an upright rod or lever which lever is au
armature centred at its lower end on a pin plate. On either side of the armature
there is the usual maguet or magnets, one for putting the lock in and one for
taking it out. The description refers to both of the stop signal tappets. On the
tappet is provided a raised piece by which the tappet is prevented from being
moved when the said locks are obstructing the passage.
Normally the tappets are all free. When the crossing lever is operated the
projecting rod on the crossing lever tappet which projects over the stop signal
tappets only allows one stop signal electric lock to be foul of the stop signal
tappet at one time so that the line from which the movement is being made is freed.
If the movement is from the down to the up then the up stop signal lever is.
locked in the act of the train crossing and tlie down stop signal is released and
vice versa.
If starting signals are provided treadles can be fixed well in advance of the
starting signals but the said treadles are inoperative if depressed by the train whilst
the starting signals are at danger.
In order that my invention may be better understood and more readily carried
into effect I will proceed to describe the drawings hereunto annexed. The same
letters refer to the same parts in the several figures of the drawings.
Figure 1 is a plan of a double line station, the upper line is the down main, the
lower line the up main.
The figures 1, 2, 3, represent the lever in the signal box operating the down
distant, home and starting signals respectively. 7, and 9 represent the levers in
the signal box which operate the up starting, home and distant signals respectively.
a is the advance treadle upon the up line, is the near treadle fixed at the switch.

page_text: points of the cross-over road on the up line, e is the near treadle fixed at the switch
points of the cross-over road upon the down line, d is the advance treadle upon
the down line.
Figure 2 is a side view of the tappets attached to the levers in the signal box, 2
and 8, operating the down and up stop signals respectively. e is the tappet
referred to, e is the tooth upon the upper side of the tappet, is the notch into
which bevel locks operate in the cross-over road lever, upon the working over of
the tappet attached to the lever operating the cross-over road. 2 is a part view of
the lever 2 operating the down stop signal.
Figure 3 is a plan, with the cover removed, of the locking trough through
which the tappets e, and attached to the levers 2, 4 and 8 operating the down
and up stop signals and the cross-over road, work. is the loose lock operated by
either the tappet e or the tappet according to which of the levers operating such
tappets is moved. is the loose lock operated by either of the tappets y or h
according to which of the levers operating the cross-over road and down stop signal
is moved. is the lock at the end of the armature which is operated by the
electro-magnet in connection with such armature and is placed foul of the tooth e'
according as to whether treadle or treadle is depressed. The same description
applies with reference to the lock m and the tooth in regard to whether the
treadle a of treadle is depressed by the action of the train.
Figure 4 is a side view of the tappet attached to the cross-over road lever 4.
Mounted upon this tappet is a small bracket piece 1 through which operates a
cross bar g Pins or stops 2, 9 are provided in the cross bar to prevent it from
moving beyond its required distance when the electric locks m or are operated
nearer the tappets and thereby push forward the crossbar y³.
Figure 5 is an illustration on plan of the tappets and crossbar with the cover
removed of Figure 3 but with the tappet moved forward.
Figure 6 is an enlarged view of the crossbar and bracket piece attached to the
tappet, the said tappet g being attached to and carried by lever 4 the cross-over
road lever.
Figure 7 is an enlarged view of the electric locks / and m.
Figure 8 is an elevation view of the armatures and o, which have attached to
them at their upper ends the locks and m. ppare the electro magnets which
attracts the armature and thereby the lock m either foul of the tooth on
the tappet, or when the lock is in such foul position, attracts it free of such
tooth.
Correspondingly the electro-magnets operate in a similar manner upon the
armaturen and consequently upon the lock, as that described with reference to
lock m, that is, that the said lock is either moved foul or moved clear of the
tooth e¹ in accordance with whether the treadle e or d is depressed.
Briefly my invention works as follows:-
A train arriving on the up line, the stop signal 8 is moved over and put to
danger, the treadle is depressed and by that action the stop signal 8 through its
lever is locked at danger through the action of the treadle by means of the
electro-magnet pl attracting the armature and by that means the lock mis
moved foul of the tooth 4. When the cross-over road 4 is moved cover and the
train is moved on to the down road through the said cross-over road, the treadle c
is depressed, a current is communicated to the electro-magnets », », the armature n
is attracted to the said electro-magnets, the lock is moved foul of the tooth e'
upon the tappet e, the cross-bar g³ is also operated and being pushed forward by
the lock it moves out the lock m free of the tooth, upon the tappet h, thereby
releasing the stop signal 8.
Suppose now the train having been placed upon the down line wishes to go
away upon the down line, upon going forward and depressing the treadle d the
armature n is attracted to the electro-magnet and by that means the lock / is
moved free of the tooth e¹ upon the tappet e and thereby the stop signal 2 is
released. The same description refers to the action of the treadle a releasing

page_text: the stop signal 8 upon the depression of the said treadle in the event of a train
coming away on the up line.
It is obvious that any of the well known treadles may be used for the purposes.
of my invention.
Although starting signals are shown on the drawings yet it is obvious that in
intermediate block sections where starting signals are not provided but where a
cross-over road is arranged, my invention is applicable. The fact of starting
signals being included at the station or not makes no difference to the working..
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,
1. In railway signalling, the combination of apparatus by which the stop signals.
are locked at danger when a train or engine is occupying the line within the
section to which the stop signal applies, substantially as herein described with
reference to the drawings.
2. In railway signalling the arrangement of electrical locks and tappets by
which the depression of the advance treadle releases the lock which has been put
on by the near treadle with reference to the line for which the stop signal has been
locked, substantially as described.
3. The arrangement of treadles at each end of the cross-over road and advance
treadles working in connection therewith substantially as described and for the
purposes set forth.
Dated this 20th day of Wahneme 1902
JOHN P. O'DONNELL,
2, Great George Street, Westminster, London, S.W.,
Agent for the said Applicant.