Improvements in Means and Appliances for Fog-signalling on Railways.
Year: 1895

page_text: Date of Application, 29th May, 1895
Complete Specification Left, 2nd Mar., 1896-Accepted, 29th May, 1896
PROVISIONAL SPECIFICATION.
Improvements in Means and Appliances for Fog-signalling on
Railways.
We, ROBERT ADAMS, of 67 Newington Causeway, London S.E., Engineer, and
STANHOPE ALBANY SAY, of 40 The Avenue, Acre Lane, Brixton, London S.E.,
Engineer do hereby declare the nature of our said invention to be as follows:-
11
Our invention relates to certain appliances for fog-signalling on railways, for
which Letters Patent were granted to us, dated 19th December 1889, No. 20,450 ;
and the object of our present invention is to effect further improvements in such
apparatus.
According to our invention we construct and fit swing arms in such a manner
that the operation of placing them in line for signalling, or withdrawing them
from such position, is or may be effected by the signal-man, at the same time as
the seinaphore is operated, by suitable connections with the levers or other
mechanism; or the same may be operated by separate levers, and by other
persons in charge of such fog-signals. In either case the operation of raising
the hammers and discharging the signal is effected by the wheel or wheels of the
engine or train.
We so construct our improved apparatus that trains running in either direction
will effect the operations of raising the hammers; exploding the detonators, and
resetting the apparatus for the return of the train on the same line of rails, or
for a following train.
We also construct an improved anti-friction catch for connecting or releasing
the signal rod by which the lever is put into or out of gear, if and when arranged
to be operated by the signal man, or otherwise operated; the friction being
reduced by means of rollers.
We also fit one or more bell or bells to the signal post, or in any other suitable
position, in connection with the apparatus, which, when the line is clear, is or are
used to indicate the same, to the engine driver or other persons.
Our invention also consists in further improvements in various details, viz.: -
that when either lever is depressed by the action of the wheel of the passing
train, the hammers, which are released by the removal of a pawl, at the same
time raise a balance weight on a lever, which, on being released by a trigger,
falls, thus pulling the hammers and levers again into position. This is arranged.
either by the working of the semaphore arm or by the train itself after it has
passed its own length.
2301 34
1002
GEO.
DOWNING,
8 Quality Court, Loudon, W.C., Agent.

page_text: Improvements in Means and Appliances for Fog-signalling on
Railways.
ROPERT ADAMS of 67 Newington Causeway London S.E. Engineer, and
STANHOPE ALBANY SAY, of 40 The Avenue, Acre Lane, Brixton, London S.E.
Engineer, do hereby declare the nature of our said invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement :-
Our invention relates to certain appliances for fog-signalling on railways, for
which Letters Patent were granted to us, dated 19th December 1889, No. 20,450;
and the object of our present invention is to effect further improvements therein.
And in order that our said invention may be particularly described and
ascertained, reference is hereby made to the accompanying drawings, in which
similar figures of reference indicate corresponding parts.
Fig. 1. is a plan; and Figure 2 an elevation of the apparatus.
Figure 3 is a plan, drawn to a larger scale, of the main axle and its connections.
Figure 4 is a section on the line a b of Figure 3.
Figure 5 is a section on the line c d of Figure 3.
Figure 6. is a section on the line e fof Figure 3.
Figure 7 is a vertical sectional elevation of the counter-balance weight, in a
raised position, showing the spring lever fitted between the discs.
Figure 8 is an elevation of the trigger for releasing the supporting gear to the
counter-balance weight.
Figure 9 is a plan of the feeder mechanism, and Figure 10 is a plan of the
feeder wheel.
Figure 11 is an elevation and Figure 12 a plan of our improved method of
mounting and working the swing arms.
Figures 13 and 14 are elevations and Figure 15 is a plan of our improved
anti-friction signal rod clutch.
The apparatus is fitted at any convenient distance from the line of rail, the
length of the axles being made to suit the respective positions of the apparatus
and the rail, the swing arms being fitted in close proximity to the rail 16, as
shown.
The construction of the swing arms is shown in plan in Figures 1 and 12, and in
elevation in Figures 2 and 11. 17 is an
arm permanently fixed to the axle 18.
The swing arm 19 is pivoted to the arm 17 at 20, whereby it is rendered capable
of being moved from the position shown in Figure 1 to that shown in Figure 12.
The swing arm 19 is provided with a slotted addition 21 to receive the vertical
pin 22.
23 is a lever pivoted at 24. The rod 25 is pivoted to one end of the
lever 23 at 26; the other end of the lever 23 carries the vertical pin 22, which
works in the slot 21 of the swing arm 19. 27 is a counter-weight fitted to the
pivoted ends of the arms 17 and 19.
From the foregoing description it will be understood that the swing arms 19 are
capable of rotating in a vertical plane upon the axial centre 18, and in a horizontal
plane upon the centre 20. In the position shewn in Figures 1, 2 and 11, the
arms 19 are capable of being operated in a vertical plane by the wheel or wheels
of a passing train; and, in the position shown in Figure 12, the arm 19 is shown
withdrawn from the rail, and therefore out of range of the wheels of a passing
train. The operations of placing the arms 19 in line for signalling, as shown in
Figure 1, or withdrawing them from such position, as shown in Figure 12, is
effected by the rod 25, under the control of the signal man, at the same time as the
semaphore is operated, by suitable connections with the levers or other mechanism;

page_text: or the same may be operated by separate levers, and by other persons in charge of
such fog signals.
Two levers 19 are shown in the drawings, which are placed at suitable distances
apart, for discharging two fog signals in succession; the right hand lever, in
Figures 1 and 2, releases the hammer 31, and the left hand lever the hammer 29.
Referring to Figures 3, 4, 5, and 6; the axle 18 carries a number of collars,
some of which are fitted with levers to operate the signals. The collars 28 and 30
(see Figure 3) are loose on the shaft and carry the hammer levers 29 and 31.
Each of these collars 28 and 30 is formed with a lever 32 on its underside, as
shown in Figure 4. The collar 33 is fast on the shaft and carries a lever 34
(Figure 5) on its underside. The collar 35 is fast on the shaft and acts as a clutch
to the collar 36, which is loose on the shaft. The collar 36 carries the counter-
weight levers hereinafter described, and also a lever 37 (Figure 6) on its underside.
The collar 38, on the right hand shaft (Figure 1) carries a lever on its underside,
which is pivoted to the rod 39. The other end of the rod 39 is forked and linked
to the lever 37, as shown in Figures 3 and 6. The lever 37 is connected, by the
pin 40, with two levers 41, 41, which are connected by links 42, 42, with the
horizontal bar 43. This horizontal bar is supported at each end by vibrating
bars 44, 44, the lower ends of which are fast on a shaft 45, passing under the bed
plate, whereby simultaneity of action is secured. 46 is a rod piroted to the
horizontal bar 43. This rod 46 actuates the mechanism for driving the feeder
wheel, illustrated by Figures 9 and 10, which figures are only added for the
purpose of completing the description, the method of operating the same being
fully described and claimed in No. 20,450ºº. 47 is a lever pivoted at 48 to the
frame of the apparatus, and acting as a trigger or lock to the pin 56 fitted on both
sides of the lever 32. Another pin 50 is fitted to the same lever, working in a slot
in the link 51. The link 51 is pivoted at 52 to the lever 34, fast on the shaft.
53 is a link, formed as shown in Figure 5, and pivoted at one end to the bar 43.
This link has a slot 54 and a hook 55. The pin 56, attached to the lever 32,
engages in the slot 54, and the hook 55 engages the pin 57, attached to the
lever 34.
The
The counter-balance weight 64 may consist of one or more disc or discs, as
shewn, bolted at a suitable distance apart to allow the lever 58 to pass between.
The lever 58 and the spring stems 59, 59, are integral with the collar 36.
discs 64 are sustained by springs 60 on each side, the upper springs 61 acting as
checks in case the device should be raised at an undue velocity. The intermediate
guard lever 58 is slotted at 62 to allow play to the pin 63 connecting the two discs.
In case the springs should break, the weight would be supported by the lever 58,
and thus ensure its balancing action. Other forms of counterbalance weights may
be applied, or the hammers may be counterbalanced by pneumatic cylinders and
pistons. When the counterweight 64 has been raised, as shewn in Fig. 7, it is
sustained in that position by the combination of the slotted link 65 and bell-crank
lever 66, the latter being pivoted to a shaft 67.
The lever 66 is fitted with a
pin 68 working in the slot of the link 65. The lower end of the link 65 is formed
with a snug 69 which engages with the lever 66, and prevents the link and lever
rotating towards the right hand beyond the position shown in Figure 7. The
lever 66 is balanced by a weight 70 to assist its action.
Figure 8 is an elevation showing (on an enlarged scale) a lever 71 fitted to the
axle 67. Upon this lever is fitted a vibrating finger 72 pivoted at 73. A pin 74
engages a snug 75 integral with the finger 72. By means of a finger 76 (Figure 1)
fixed to the rod 25, the lever 71 can be readily moved to the left, in the direction
of the arrow.
This movement causes the partial rotation of the shaft 67, whereby
the supports 65, 66, are caused to fall from the position shown in Figure 7 to that
shown in Figure 2; the weight 64 then falls upon the block 77, and in so doing
raises both hammers, as also shown in Figure 2. When the finger 76 is moved to
the right by the rod 25, the finger 72 falls over without moving the lever 71 and
the support 66.

page_text: The rod 39 is fitted with a connecting rod 78, the end of this rod being pivoted
to a lever attached to the underside of the collar 30*. The collars 30 and 30" are
loose upon the axle 18, but in other respects these collars are fitted similarly to the
collars 28 and 33, and are similarly operated, as above described, and therefore the
description need not be repeated.
In some cases we fit one or two swing arm or arms (with or without the slot 21)
at suitable distances from the apparatus, and connect the same with the appliances
shown in Figures 1, 7 and 8, by wires, rods, or otherwise, in such a manner as to
cause an approaching train to withdraw the support from the counter-weight, and
thus cause the hammers to be raised ready for operation by the swing arms 19, if
placed in position for signalling; thus automatically operating the apparatus in
case of an unforeseen accident happening to the sigualman.
When the train arrives and depresses one of the levers 19 (say that on the left
hand in Figures 1 and 2) it causes the lever attached to the collar 33 to move the
lever 34 towards the right hand. This operation raises the counterweight 64,
which remains raised, reversing the position of the mechanism shown in Figures 4, 5
and 6. The link 51 raises the trigger 47, releasing the pin 49 attached to the
hammer collar 28, and letting the hammer fall upon the detonator on that side of
the apparatus.
When the train arrives at the other swing arm a similar operation takes place
with the other hammer attached to the cellar 30 by means of the rods 39 and 78
attached to the lever of the collars 36 and 30*.
When the train depresses one of the levers and releases one of the hammers, it
at the same time raises the counter-weight, which remains raised, and the second
lever operating on the second hammer does not interfere with the raised position of
the counter weight.
The train may travel either way with the same result.
Figures 13, 14, and 15, illustrate our improvements upon the clutch mechanism
shown in Figures 9 and 10 of No. 20,450, the object of our present improvements
being to reduce the friction, when connecting and releasing the signal rod, by which
the lever is put into or out of gear, when arranged to be operated by the signalman
or other person.
79 is a portion of the signal rod (marked m in No. 20,45089
Figures 9 and 10), 81 is the clutch, pivoted to the bar 80 at 82. 83 is one of a
pair of rollers fitted to the rod 79. 84 is the bed plate. 85 is a tripping block
attached to the bed plate 84, for tripping the tail piece 86 of the clutch 81 by
contact, as shown in Figure 14, when the clutch is drawn backward after engaging
the rod 79, whereby the latter becomes disengaged and returns to its former
position. 87, 87, are slots in the bed plate 84 for adjusting its position and that of
the stop 85, by means of the screws 88.
We also fit one or more bell or bells, or other signals, to the signal post, or in
any other suitable position, in connection with the apparatus, which, when the line
is clear, is or are used to indicate the same to the engine driver or other persons
in charge of the train.
Our signalling apparatus is connected with the ordinary semaphore, as well as
with a bell or bells or other signal, so that the signalling may be rendered
simultaneous in operation.
When both levers have been depressed, thereby exploding the two detonators-
the train pulling up waits for a signal to proceed (the driver not being able to see
the semaphore arm, and there being no one to give the notice to proceed) notice is
given by the signalman in his cabin thus :-The signal-man lowers the semaphore
arm and withdraws the levers 19 from the rail, and, by the same movement, strikes
a bell or gong, once, twice, or more times, as desired.
When the train has left the section, the man at once raises his semaphore arm.
This movement releases the supports to the counterweight, which, on falling, raises
the swing levers alongside the rail: also raises the two hammers, and revolves the
arms attached to the wheel in the circular box, (Figs. 9 and 10) bringing fresh
detonators on to the anvils and casting off the exploded cases.

page_text: Raising the weight 64 causes no strain or difficulty, as the signal-man has only
to release the mechanism which sustains the weight after it has been raised by the
action of the train upon the levers or arms 19.
Having new particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :-
1. The improvements in means and appliances for fog-signalling on railways,
substantially as herein before described and illustrated by the drawings.
2. In means and appliances for fog-signalling on railways as aforesaid, the
combination of the improved construction of the swing arins, mounted and counter-
weighted or otherwise operated so as to be capable of receiving partial rotary
motion in a vertical plane by the action of the wheels of railway rolling stock
thereupon, and also capable of receiving partial rotary motion in a horizontal plane
by means of hand levers and their connections, substantially as and for the
purposes hereinbefore described and illustrated by Figs. 1, 2 and 3 of the
drawings.
3. In means and appliances for fog-signalling on railways as aforesaid, the
combination of an anti-friction catch for connecting or releasing the signal rod by
which the lever is put into or out of gear, if and when arranged to be operated by
the signal-man, or other wise operated, substantially as herembefore described and
illustrated by Figs. 4 and 5 of the drawings.
4. In means and appliances for fog-signalling on railways as aforesaid, the
combination of one or more bell or bells, or other signal as aforesaid, fitted to the
signal post, or in any other suitable position, in connection with the apparatus, to
indicate to the engine driver or other person when the line is clear substantially as
herein before described.
5. In means and appliances for fog-signalling on railways as aforesaid, the
combination of the improved method of balancing the hammers by means of one
or more weight or weights mounted upon spring and other levers or either of them,
or by means of pneumatic power generated by the operation of the wheels of the
rolling stock actuating the swing arms, substantially as herein before described and
illustrated by Figs. 6, 7 and 8 of the drawings.
6. In means and appliances for fog-signalling on railways as aforesaid, the
combination therewith of suitable connections with a semaphore for the purpose of
combining the two methods of signalling, when required, substantially as
hereinbefore described.
Dated 29th February 1896.
GEO.
DOWNING,
8 Quality Court, London, W.C., Agent.