Improvements in or connected with Signalling Apparatus for Railways.
Year: 1893

page_text: Date of Application, 7th Mar., 1893
Complete Specification Left, 7th Dec., 1893-Accepted, 3rd Mar., 1894
PROVISIONAL SPECIFICATION.
Improvements in or connected with Signalling Apparatus for
Railways.
I JAMES YATE JOHNSON of 47 Lincoln's Iun Fields in the County of
Middlesex, Gentleman, do hereby declare the nature of this invention (which has
been communicated to me from abroad by Eugène Marin of 15 Rue Lebel, Vincennes
in the Republic of France) to be as follows:-
This invention relates to an improved apparatus which greatly increases the
safety of railway trains by preventing the accidents which occur through signals
being unobserved. This apparatus being constructed as hereinafter explained
operates in the following manner viz. When a locomotive passes a signal set at
danger it automatically causes a species of tell tale or signal repeater to appear
upon the engine or other part of the train combined with the ringing of a loud bell
so that it is impossible for the engine driver or officials in charge of the train to be
unaware that the train has passed a signal set at danger. The apparatus being so
arranged as to be capable of working in the guards' or brake vans is enabled to
warn the conductors or guards in time to enable them to take the necessary
precautions to ensure the safety of the trains.
The apparatus is further designed with a view to obtaining simplicity of
construction and being little liable to get out of order and also admitting of being
readily applied to existing lines without requiring alterations in the construction of
the latter.
It is composed of two parts one being placed upon the permanent way and
connected with the mechanism of the ordinary signal and the other part being
carried by the locomotive and repeating the signal and calling attention to the same
by ringing a bell.
The first part being placed on the permanent way is composed of an arm or
movable rail oscillating with a rolling motion about an axis being actuated by the
ordinary signal mechanism by means of a connecting rod. In certain cases this rail
or arm may be worked by a rope or flexible connection.
The second part (carried by the train) is composed of a lever so arranged that it
comes in contact with the aforesaid rail or arm when the signal is at danger.
Locomotives arranged to travel in either direction are provided with a second lever
similar to the first but projecting on the opposite side.
The rail or arm on the permanent way by guiding this lever along an inclined
plane compels it to move through an angle of 90 degrees for example and transmit
the motion to the signalling device carried by the locomotive which in turn
releases by means of a sector or quadrant a bell ringing mechanism enclosed in
a box.
The operations of returning the signal to its original position and winding up the
bell ringing mechanism can be performed by the engine driver by means of a
handle which simply requires to be rotated for this purpose.
The first part of the apparatus arranged upon the permanent way is provided
with an arm or movable rail connected with the mechanism of the signal and
arranged to move readily in concert with the latter.
Part of this rail is fixed at an angle to the axis of the line of rails and the other
part is capable of moving in a horizontal plane being preferably made of cast steel
of peculiar hollow form strengthened with webs. This arm or switch rail is
supported upon a roller and moves upon a vertical axis so as to admit of being
placed in a position in which it acts upon the devices carried by the trains. Ä

page_text: guide attached to an intermediate sleeper prevents the arm from being bent or
deflected in a vertical direction.
This deflecting arm or rail is made of considerable length (or say about 26 feet
from end to end) and this length combined with its small angle with or inclination
to the line of rails (amounting to say about an inch in the foot) enables it to turn
the arm on the engine to one side without a violent jerk even when the train is
travelling with great speed.
The force expended in the shock of contact is absorbed by a helical spring
placed upon the shaft or axis of the lever carried by the locomotive and so arranged
as to retain the pin in contact with the deflecting arm or rail.
The moveable rail is so arranged that when the track is clear it allows the lever
to pass without moving it and its curved extremity enables the lever to be acted
on even when the signal dise on the permanent way has been partially rotated or
moved through about 60 degrees only for example.
The part of the apparatus carried by the train may be modified to suit the con-
struction of the locomotive or vehicle on which it is placed provided that the lever
is presented in a suitable position for being acted on by the movable rail or arm on
the line.
This lever being carried by a bracket of any suitable shape is composed of a
vertical shaft provided with a cranked arm or pin which is brought down to a
suitable position for being acted on by the moveable rail without being liable to
come in contact with any of the parts usually projecting from the track beneath
the vehicles.
The crank pin is retained in its normal position (corresponding to way clear)
relatively to the axis of a vehicle by a helical or coiled spring which applies
pressure through a washer upon a clutch box on the shaft of the lever. This clutch
is composed of two parts, the upper part being fixed on the axis or shaft of the
lever and rotating with it by sliding on a vertical groove and the lower part being
loose upon the said shaft but being engaged or retained, when the latter moves to
the right hand by a pawl acting on a ratchet wheel. On the other hand when the
lever rotates from right to left in order to return to the position indicating way
clear the lower ring is carried round with the upper ring and returns to its original
position.
The crank pin is provided at its lower extremity with an anti friction roller and
is also provided with a stiff knuckle joint rounded on one side so as to be absolutely
rigid only when the train is proceeding in the direction for which the apparatus on
the track is arranged and which enables the pin to turn upon the said joint or yield
when the train is moving in the opposite direction. This arrangement is provided
in case the train is required to run back after passing a signal at danger.
A connecting rod transmits motion by the aid of two cranks or lever arms from
the lever to a shaft connected with the signalling apparatus.
The rotary movement imparted to the lever by the engine driver in order to
return the signalling apparatus or repeater to the position indicating way clear is
limited to 90 degrees for example by means of a snail cam or ratchet placed on the
shaft. The handle by which the apparatus is worked is jointed and folds down
against the shaft.
The bell apparatus or mechanism enclosed in a box is released during the
rotation of the repeating signal by the action of a small sector which presses a
contact button and frees the hammer of the bell.
This bell apparatus is wound up at the same time as the signal is put back to
way clear by means of a chain attached to the sector and which is wound upon a
small drum placed upon the spindle of the spring.
The first or stationary part of the apparatus may if required be arranged at any
part of the line away from or independent of the ordinary signal or semaphore.
In place of the cranked shaft or lever any equivalent device capable of
mechanically transmitting to the shaft placed upon the locomotive the requisite
rotary motion may be employed and this motion may be utilized not only for

page_text: actuating the alarum or signal but also for actuating mechanism connected with or
acting upon the brakes.
· Dated this 7th dor of March 1902
J. H. JOHNSON & Co.,
47, Lincoln's Inn Fields, Agents.
Improvements in or connected with Signalling Apparatus for
Railways.
1 JAMES YATE JOHNSON of 47 Lincoln's Inn Fields in the County of
Middlesex Gentleman do hereby declare the nature of this invention (which has
been communicated to me from abroad by Eugène Marin of 15 Rue Lebel
Vincennes in the Republic of France) and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:—
This invention relates to an improved apparatus which has for its object the
prevention of the accidents to railway trains which occur through warning
signals being unobserved by the engine driver. This apparatus being constructed
as hereinafter explained operates in the following manner viz.-When a locomotive
passes a signal set at danger the apparatus automatically causes a species of tell
tale or signal repeater to appear upon the engine or other part of the train this
being combined with the ringing of a bell so that it is impossible for the engine
driver to be unaware that the train has passed a signal set at danger. The
apparatus may be so arranged as to be capable of working in the guard's or brake
vans for the purpose of warning the conductors or guards in time to enable them
to take the necessary precautions to ensure the safety of the train and if required
it may be arranged to cause the brakes to be automatically applied at the same
time.
The apparatus is designed with a view to obtaining simplicity of construction
being little liable to get out of order and also admitting of being readily applied
to existing lines without requiring alterations in the construction of the permanent
way.
It is composed of two parts one being placed upon the permanent way and
connected with the mechanism of the ordinary signal the other part being carried
by the locomotive and repeating the signal and calling attention to the same by
ringing a bell.
The first part placed on the permanent way is composed of an arm or moveable
rail oscillating or working upon rollers about an axis being actuated by the
ordinary signal mechanism by means of a connecting rod or other suitable
connection. In certain cases this rail or arm may be worked by a rope or flexible
connection for example.
The second part (carried by the train) is composed of a lever so arranged that
it comes in contact with the aforesaid stationary rail or arm when the signal is
at danger. Locomotives arranged to travel in either direction are provided with
two such levers projecting on opposite sides. The rail or arm on the permanent
way by guiding this lever along an inclined plane compels it to move through an
angle of 90 degrees for example and transmit the motion to the signalling device
carried by the locomotive which in turn releases by means of a sector or quadrant
a bell ringing mechanism which may be enclosed in a box as hereinafter described.
The operations of returning the signal to its original position and winding up or
resetting the bell ringing mechanism can be performed by the engine driver by
means of a handle which simply requires to be rotated for this purpose.
And in order that the said invention may be fully understood I shall now
proceed more particularly to describe the same and for that purpose shall refer to

page_text: the several figures on the annexed sheet of drawings the same letters of reference
indicating corresponding parts in all the figures.
Figure 1 of the accompanying drawings represents in elevation and partly in
section the part of the apparatus which is placed on the permanent way.
Figure 2 represents this part of the apparatus in plan.
Figure 3 is a side elevation of the same.
Figure 4 drawn to a smaller scale illustrates a modified form of this arrange-
ment and Figure 5 is a corresponding plan.
Figure 6 is a front view of a crank or arm connected with the mechanism for
working the semaphore and Figure 7 is a side view of the said crank.
Figure 8 illustrates in front elevation the second part of the apparatus or that
part which is carried by the locomotive or train.
Figure 9 represents a portion of this part in side elevation and Figure 10
represents the same in plan and partly in horizontal section.
Figure 11 drawn to a larger scale is a detail of the support or bracket for the
lever hereinafter described.
Figure 12 illustrates a detail of the said lever and its accessory parts.
Figure 13 represents in side elevation a knuckle joint provided in the cranked
arm or pin of the lever.
Figure 14 represents in plan the lower bearing of the lever.
Figure 15 illustrates in horizontal section on the line X-Y Figure 12 a pawl and
ratchet arrangement hereinafter described.
Figure 16 represents the arms of the lever in plan.
Figure 17 drawn to a larger scale represents a cam or ratchet and catch
arrangement hereinafter described.
The first part of the apparatus namely that arranged upon the permanent way is
provided with an arm or moveable rail A (Figures 1 and 2) which requires to be
very rigid and to be firmly connected with the movement or mechanism of the
signal by which it is actuated and should offer as little resistance as possible in
order that the counter-weight connected with the signal may be enabled to move it
at the same time as the disc or signal arm.
With this object the rail A is constructed with a moveable part a Figure 2 of
about 10 feet in length for example and preferably made of cast steel of peculiar
hollow form strengthened with webs. This arm or switch rail is supported upon a
roller (Figure 1) and vibrates upon a vertical axis O (Figure 2) so as to be
capable of moving into or out of the position in which it acts upon the devices or
lever carried by the train.
A guide V attached to an intermediate sleeper prevents the arm A from being
bent or deflected in a vertical direction.
The moveable rail also requires to be so arranged as to obviate the occurrence of
a sudden shock or concussion when it comes in contact with the lever on the
locomotive even when the latter is running at high rates of speed which may
sometimes be as high as 100 feet per second.
7°
For this purpose the deflecting arm or rail A is made of considerable length or
say about 26 feet long part of which length (represented at a¹) is fixed or
stationary the other part a forming a small angle with the line of rails (amounting
to say about an inch in the foot) enables it to act gradually on the arm or lever
carried by the engine and turn it to one side without any violent jerk or concussion
even when the train is travelling at high speed. Any excess of force expended in
the shock of contact is absorbed by a helical spring Figures
and 12 placed
upon the shaft or axis of the lever L carried by the locomotive the clutch being so
arranged as to retain a crank pin on the end of the lever in contact with the
deflecting arm or rail A on the permanent way. When the crank pin of the lever
comes in contact with the deflecting rail A when in the position shewn by dotted
lines in Figs. 2, 5 and 10 for giving the signal to stop the engine the shaft L
receives a rotary movement in the direction indicated by the arrow (Fig. 16) but
the cam disc e is prevented from turning in the same direction by the pawl m

page_text: engaging the ratchet wheel n (Fig. 15). Consequently the inclined surfaces of the
disc e are raised out of contact with those of the disc e¹ and the disc in rising
compresses the spring until the shaft L 1, having moved through a quarter of a
revolution, each of the projections on the cam disc e will have again engaged with
The force of
the recesses in the disc e but will each have advanced one recess.
the shock is thus converted into work the excess of which is expended in
compressing a spring r and the shock is thus deadened.
The tension of the said spring acting in conjunction with the oblique surfaces on
the two halves of the clutch also secures the apparatus in its operated position until
it is released by hand by the driver or fireman as will be hereinafter explained.
The length of this rail enables it to remain in contact with the device on the
locomotive for about one quarter of a second (assuming the latter to be travelling
at the rate of 100 feet per second) and this time being allowed for rotating the
repeater this movement is enabled to take place without a jerk and will even take
place slowly when the train is travelling at low speeds, when moving at the rate of
say 20 miles an hour for example the lever will be allowed about 4 seconds in which
to perform the movement required to enable it to actuate the signal.
According to the arrangement illustrated in Figures 1 and 2 the apparatus is
combined with an ordinary signal in the form of a disc rotating on a vertical axis
or shaft the lower extremity of which is provided with an extra lever arm illustrated
separately in Figures 6 and 7 by which it is connected to a connecting rod T which
transmits motion to the moveable rail A.
Figures 4 and 5 represent an arrangement in which the apparatus is combined
with a signal in the form of a semaphore arm which is connected with the rail A
by means of a cord or flexible connection and a combination of pulleys as represented
in the drawing.
The moveable rail is so arranged that when the track is clear it remains in the
position represented by full lines in Figure 2 and allows the lever to pass without
moving it sufficient allowance being made for the side movements of the engine and
irregularities in the rails moreover the curved extremity of the rail at a enables
the pin on the lever (Figs. 8 and 10) to be acted on even when the signal on
the permanent way has been incompletely rotated being moved through about
The situation of the moveable
60 degrees only for example in place of 90 degrees.
rail on one side of the centre of the line and its elevation and projection above the
level of the rails are regulated in such a manner that the said rail is not liable
to come in contact with any of the other lower projecting parts of the locomotive
or cars.
The second part of the apparatus viz. that carried by the train and provided
with an actuating lever L Figures 8 and 10 may be modified to suit the construction
of the locomotive or vehicle on which it is placed provided that the said lever is
invariably presented in a suitable position for being acted on by the moveable
rail A hereinbefore described being placed in the same situation relatively to the
axis or centre line of the vehicle.
The lever L being carried by a bracket S arranged as represented in Figures 8, 11
and 12 or of any other suitable shape, is composed of an upper part or shaft and a
lower cranked part 1 which is placed in a suitable position for being acted on by
the moveable rail A without being liable to come in contact with any of the
stationary apparatus or parts usually projecting between the rails beneath the
vehicles.
The cranked part or pin is retained in its normal position (corresponding to
way clear) relatively to the axis of the vehicle by the spring clutch arrangement E
(Figure 12). This clutch is composed of two parts e and e¹ the upper part e being
connected by a groove and feather to the axis or shaft of the lever L so as to
rotate with it being at the same time capable of sliding longitudinally thereon and
the lower part e' of the said clutch being loose or free to rotate upon the said shaft
but being engaged or retained, when the latter moves from left to right (as indicated
by the arrow in Figure 16) by a pawl m (Figure 15) acting on ratchet teeth n

page_text: provided on the part e' of the clutch. On the other hand when the lever rotates in
the opposite direction or from right to left in order to return to the position
indicating way clear the part e¹ is carried round with the part e and returns to its
original position in which it is retained by the corresponding inclines on the surfaces
of the two parts of the clutch.
The crank pin is provided at its lower extremity with an antifriction roller d
for the purpose of reducing the friction on coming in contact with the rail A.
This pin is also provided with a stiff knuckle joint rounded on one side (as repre-
sented in Figure 13) so as to be absolutely rigid only when the train is proceeding
in the direction for which the apparatus on the track is arranged and which enables
the pin to turn upon the said joint or yield when the train is moving in the opposite
direction.
This is merely an accessory arrangement provided to obviate breakage of
the crank in case the train is required to run back after passing a signal at
danger.
A connecting rod B Figures 8 and 10 transmits motion by the aid of two cranks
or lever arms from the lever L to a shaft H connected with the signalling apparatus
or repeater R.
This shaft H is also rotated through a quarter of a revolution in the direction
indicated by the arrow shown in Fig. 17 and the tooth of the cam disc c which,
in the position of "Line clear," strikes against the pawl c¹ is moved to the position
shewn in dotted lines in Fig. 17.
This rotation through a quarter of a turn causes the signal R to appear and the
bell U is also caused to ring.
The driver then closes the regulator to prevent the admission of steam to the
cylinders and causes the brakes to be applied in the ordinary manner, that is by
whistling for the guard to apply the hand brake, or when an automatic air pressure
or vacuum brake is provided by applying the same himself by means of the valves
provided on the engine.
When the section of the line is clear again the train is started and the driver
puts back the indicating apparatus to the position "Line clear" in which it formerly
stood before the roller d came into contact with the rail A.
To effect this the driver by means of the handle P (Figs. 8 and 9) turns the
shaft H in the opposite direction to the arrow (Figure 17), until the shoulder on
the disc c comes in contact again with the pawl c'. The movement of the shaft H
is transmitted by the connecting rod B to the shaft L 1, which is also turned
through a quarter of a circle in the opposite direction to the arrow shown in
Figure 16, and returns to the position shewn in full lines.
The disc e which is loose on the shaft Ll is nevertheless caused to revolve by
contact with the disc e, and at the end of the movement the ratchet wheel n with
four teeth stops in the position shewn in Figure 15, after having turned in the
direction of the arrow, the pawl m having passed over one tooth.
When once the mechanism has returned to the position "Line clear" it is
prevented from turning in either direction, on the one hand because of the engage-
ment of the two discs e e', the pawl abutting against one of the teeth of the disc n
preventing the shaft L turning in an opposite direction to the arrow (Figure 15),
and on the other hand, the pawl c¹ abutting against the shoulder on the cam disc c
prevents the shaft H moving in an opposite direction to the arrow (Figure 17).
In order that these two shafts IL and H may again turn simultaneously through
a quarter of a circle to operate the signalling devices on the engine it will be
necessary for the roller & to come in contact with the rail A inclined to the
stopping position when the action hereinbefore described will be repeated.
The bell apparatus or mechanism enclosed in a box U Figures 8 and 9 is
released during the rotation of the repeating signal by the action of a small
sector or pulley & which actuates a push knob or detent and frees the hammer of
the bell.
This bell apparatus is wound up at the same time as the signal is put back to

page_text: way clear by means of a chain attached to the sectors and which is wound upon a
small drum placed upon the spindle of the spring.
The box U is fixed upon a suitable support arranged in the most convenient part
of the cab of the locomotive.
This apparatus may be provided not only on the locomotive but also upon the
brake van or vans in order to signal to the guards or officials in charge of means
for stopping the train in case of danger.
The first or stationary part of the apparatus may also if required be arranged at
any part of the line away from or independent of the ordinary signal or semaphore.
A modified construction of the lever L in which a bent shaft is substituted for the
arm and crank pin acted on by the moveable rail is represented by dotted lines in
Figure 12 and in the case of engines travelling in both directions an additional
lever L is provided as represented in Figure 10. I do not limit myself strictly to
the forms dimensions, proportions and materials hereinbefore described or represented
by way of example in the accompanying drawings. For example the position of
the axis of vibration of the moveable arm or rail may be changed and the cranked
shaft or lever L may be altered by substituting in the place of the cranked part a
levice having the same effect that is to say a device capable of mechanically
transmitting to the shaft placed upon the locomotive the requisite rotary motion
through an angle of about 90 degrees for example which movement may be utilised
not only for actuating the alarum or signal but also for actuating a device or
mechanism connected with or acting upon the brakes.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that what I
claim is :-
1. A visible and audible signalling device actuated by mechanism composed of
two parts one or the first of the said parts being arranged upon the permanent way
and connected with the ordinary disc or semaphore signal and the other or second
part being placed upon the locomotive or on the vehicles; the said first part consisting
essentially of a pivotted arm or moveable rail supported on rollers and receiving
motion from the ordinary disc or semaphore apparatus by means of a connecting
rod or a flexible connection and the said second part being composed of a lever
arranged to come in contact with the said pivotted arm or rail when the signal on
the track is at danger, the said arm or rail guiding or deflecting the said lever
along an inclined plane and causing it to move through an angle of about
90 degrees and communicate its movement to a signalling or indicating apparatus
reproducing upon the locomotive or other part of the train the information or
indication given by the ordinary signal the said reproducing signal in turn
unlocking or actuating a bell or audible signal and admitting of being returned to
the normal position by means of a handle which at the same time resets or winds
up the bell ringing mechanism all substantially as and for the purpose hereinbefore
described with reference to the accompanying drawings.
2. In combination with the signalling apparatus arranged and operating as set
forth a spring for deadening or absorbing the shock of the concussion substantially
as hereinbefore described with reference to the accompanying drawings.
3. An arrangement for absorbing the shock of the concussion consisting of a
helical spring which by the intervention of a washer presses upon a cam and clutch
arrangement composed of two parts one of which is connected with the lever L
actuating the signalling mechanism and rotates with it but is capable of sliding
longitudinally thereon the other and lower part being loose upon the said lever
but being retained during the rotation of the latter from left to right by a
catch or pawl acting upon a ratchet wheel in the manner and for the purpose
hereinbefore set forth with reference to Figures 12 and 15 of the accompanying
drawings.
4. An automatic visible and audible signal apparatus composed of two parts
namely a stationary part (Figures 1 to 7) and a travelling part (Figures 8 to 17)

page_text: the said apparatus being provided with a device for deadening the shock substan-
tially as hereinbefore described with reference to Figure 12 of the accompanying
drawings.
5. The arrangement and combinations of parts constituting the improvements
in or connected with signalling apparatus for railways substantially as hereinbefore
described with reference to the accompanying drawings.
Dated this 7th day of December 1893.
J. H. JOHNSON & Co.,
Agents.