Improved Means for Railway Signalling and for Stopping Engines and Trains on Railways.
Year: 1891

page_text: Date of Application, 18th Apr., 1891
Complete Specification Left, 16th Jan., 1892-Accepted, 2nd Apr., 1892
PROVISIONAL SPECIFICATION.
Improved Means for Railway Signalling and for Stopping Engines
and Trains on Railways.
I, ROBERT WESTON of 54 Englefield Road Southgate Roal London, N., do
hereby declare the nature of this invention to be as follows :-
My invention has for object the signalling from a signal box to the driver of a
moving locomotive in a more direct manner than is ordinarily done.
The signal is transmitted, by an apparatus laid in the line of the railway, direct
to the locomotive, so that it is brought prominently before the notice of the driver.
According to this invention I provide a short rail or bridge (hereinafter called
a bridge) of peculiar shape, having a turnover motion, which serves to move the
bridge in or out of working position. This bridge may be placed either between
or outside of the rails, but preferably I employ two bridges inside, opposite to one
another, as close as the wheels of the locomotive & carriages will allow, to the
rails & turning over towards the centre of the line.
These bridges are of such a shape, that being turned into the position rendy to
gire the signal, the ends are level with the rails, the bridges rising gradually
towards their centres. The bridge or bridges is or are worked by any suitable
arrangement of levers actuated from the signal box, which will give the desired
turnover motion, when the signal is required, & when, after it has been given, the
bridge is to be turned to its usual position. Suitable stops are placed in such a
position that they prevent the bridges being turned too far and interfering with the
running of the train or the proper working of the signals, & a locking device, such
as a pin or a rod falling into a hole, may be used, which will keep the bridges in
their proper position, & not allow of any motion, excepting when actuated from the
signal box.
For the transmission of signals to the driver of the locomotive, I employ a roller,
or rollers revolving on one shaft, which are ordinarily resting on the rails & are
continually revolving when the locomotive is in motion. When two bridges are
employed in the manner which 1 prefer, the rollers, one on each side of the loco-
motive, with the shaft on which they revolve passing from one side to the other
underneath the locomotive, are made wide enough to cover their respective rails
or part of them, and also to project inside sufficiently to rest upon & be raised by
the bridges when they are put into signalling position. Thus the rollers revolving
on the line, when they meet the bridges, run over them & are raised, without
receiving any shock, which would occur if they were still until they reached the
bridge. Instead of having more than one roller on the same shaft, a single roller
may extend from one rail to the other.
The shaft is connected by levers or rods to any suitable signalling device placed
on the locomotive, or it may be applied to put on the brake at the proper time.
The roller or rollers can be placed at any suitable point on the engine, either at
the front or between the wheels. The bridge may be placed at the side of the
The
line, & in that case the roller will extend outwards sufficiently to cover it.
levers or other device for transmitting the signal from the roller, can be placed
either underneath or at the side of the locomotive.
The bridge may also be worked in connexion with a central rail on which a
roller runs instead of using the ordinary rails for this purpose.
In this case the
rail will be cut & the bridge will form part of the rail. One side of the bridge
must be level with the rail, the other side transmitting the signal in the same
manner as in the other arrangement.
A weight & levers are preferably used to bring the bridge to its signalling

page_text: position, so that should any of the working levers get disconnected by accident, the
train would be stopped & warning given of the accident. This system of signalling
may only be used in the event of a fog, or in any case in which the ordinary signals
are rendered useless, & if desired to be put out of action, the roller & shaft may be
arranged so that they can be raised from the rail by the driver, thus preventing
useless wear, & can be lowered at any desired time.
The bridge is preferably in connection with the ordinary signals so that it is always
in position for use. Two or more signals may be given by having more than one
bridge, each bridge being worked separately, & corresponding rollers & signals on
the locomotive.
With this arrangement there is no tendency on the passing of the train to put
the apparatus out of order, as the strain from the rollers is exerted in a different
direction to the working of the bridge, & the turning over motion serves to displace
anything that might otherwise be deposited on it such as snow in winter.
Dated this 18th day of April 1891.
ROBERT WESTON.
COMPLETE SPECIFICATION.
Improved Means for Railway Signalling and for Stopping Engines
and Trains on Railways.
I, ROBERT WESTON of 54 Englefield Road Southgate Road, N., Electrical
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 for object the signalling from a signal box to the driver of a
moving locomotive in a more direct manner than is ordinarily done.
The signal is transmitted, by an apparatus laid in the line of the railway, direct
to the locomotive, so that it is brought prominently before the notice of the driver.
According to this invention I provide a short rail or bridge (hereinafter called a
bridge) of peculiar shape, having a turnover motion, which serves to move the
bridge in or out of working position. This bridge may be placed either between or
outside of the rails, but preferably employ two bridges inside, opposite to one
another, as close as the wheels of the locomotive and carriages will allow to the
rails, and turning over towards the centre of the line.
These bridges are of such a shape, that being turned into the position ready to
give the signal, the ends are level with or below the rails, the bridges rising
gradually towards their centres.
The bridge or bridges is or are worked by any suitable arrangement of levers
actuated from the signal box, which will give the desired turnover motion, when
the signal is required, & when, after it has been given, the bridge is to be turned
back to its usual position.
Suitable stops are placed in such a position that they prevent the bridges being
turned too far, & interfering with the running of the train, or the proper working
of the signals, & a locking device, such as a pin or rod falling into a hole, may be
used, which will keep the bridges in their proper position, and not allow of any
motion, excepting when actuated from the signal box.
For the transmission of the signals to the driver of the locomotive, I employ a
roller, or rollers revolving on one shaft, which are ordinarily resting on the rail,
& are continually revolving when the locomotive is in motion. When two bridg
are employed in the manner which I prefer, the rollers, one on each side of the
locomotive, with the shaft on which they revolve passing from one side to the other
underneath the locomotive, are made wide enough to cover their respective rails or
part of them, & also to project inside sufficiently to rest upon & be raised by the
bridges when they are put into signalling position.
Thus the rollers, revolving on the line, when they meet the bridges run over them

page_text: & are raised, without receiving any shock, which would occur if they were still
until they reached the bridge. Instead of having more than one roller on the same
shaft, a single roller may extend from one rail to the other.
The shaft is connected by levers or rods to any suitable signalling device placed
on the locomotive, or it may be applied to put on the brake at the proper time.
The roller or rollers can be placed at any suitable point on the engine, either at
the front or between the wheels.
The bridge may be placed at the side of the line, & in that case the roller will
extend outwards sufficiently to cover it.
The levers or other device for transmitting the signals from the roller, can be
placed either underneath or at the side of the locomotive.
The bridge may also be worked in connection with a special central rail, on
which a roller runs instead of using the ordinary rails for that purpose. In this
case the rail will be cut and the bridge will form part of the rail. One side of the
bridge must be level with the rail, the other side transmitting the signal in the same
manner as in the other arrangement.
A weight & levers are preferably used to bring the bridge to its signalling
position, so that should any of the working levers get disconnected by accident, the
train would be stopped, & warning would thus be given of the accident.
This system of signalling may only be used in event of a fog or in any case in
which the ordinary signals are rendered useless, & if desired, to be put out of
action, the roller and shaft may be arranged, so that they can be raised from the
rails by the driver, thus preventing useless wear, & can be lowered at any desired
time. The bridge is preferably in connection with the ordinary signals, so that it
is always in position for use.
Two or more signals may be given by having more than one bridge, each bridge
being worked separately, and corresponding rollers and signals on the locomotive.
With this arrangement there is no tendency on the passing of the train to put
the apparatus out of order, as the strain from the rollers is exerted in a different
direction to the working of the bridge, and the turning over motion serves to
displace anything that otherwise might be deposited on it such as snow in winter.
Referring to the accompanying sheet of illustrative drawings:-
Figs. 1 & 2 are plans, & Fig. 3 is an end elevation with part of sleepers broken
away, of the signalling apparatus, Figs. 2 & 3 being to a larger scale than Fig. 1.
Fig. 4 is a detail view of the stop.
Fig. is a diagrammatic view showing the method of turning the bridge from
the ends, instead of from the centre: &
Figs. 6, 7, 8 & 9 are views of the rollers hereinafter referred to.
1,1, are the rails upon which the locomotive runs. 2 is the bridge, turning in
bearings 3, bolted on to the sleepers 4, & having fixed to it an arm 5, through
which the turnover motion required, is transmitted from the levers. To this arm is
connected at 6 by a pin, the connecting rod 7 formed of two parts, which allow of
angular motion.
In the arrangements shown in which there are two bridges-one at each side of
the line, the connecting rods 7 are connected to each end of a cross piece 8, pivotted
at 9.
To one end of this crosspiece is attached a connecting rod 10, the other end of
which is pivotted to a bell-crank lever 11, which is turned on its fulcrum by means
of a rod or wire 12, actuated from the signal box.
This rod or wire may be attached also to the levers which work the ordinary
signals, if both signals should be desired.
13 is a plate fixed at each end to adjoining sleepers, & 14 is an arm projecting
from the bridge in such a manner as to butt against the underside of the plate,
when the bridge is turned into signalling position, thus preventing the bridge being
turned farther.
15 is a bar pivotted at 16 which serves as a locking device to prevent the bridge
being turned down excepting when it is released by the signalman. This locking

page_text: device is actuated from the signal box by means of an arm 17 forming part of the
bar 15, a connecting rod 18, a bell-crank lever 19, & a rod 20 extending to the
signal box.
A weight 21 is fixed to one end of a lever 22, pivotted at 23, to the other end
of which a chain 24 is attached, running round a pulley 25, & instened to one
end of the crosspiece 8. This weight serves to turn the bridge into signalling
position, should any of the rods or wires working it become broken or disconnected.
Referring to Figs. 6, 7, & 8, which are respectively front & side elevations, & a
sectional detail view, 26 is the roller or wheel by means of which the signal is
communicated to the driver from the line. 27 is the shaft on which the rollers
are mounted, which is attached to the end of a lever 28, turning about a fulcrum 29,
the other end of which lever works a rod 30, which is used to give the signal, & to
put on the brake if desired.
31 is a sliding piece moving in a guide 32, each having a slot 33, to allow the
lever 28 to pass.
To the upper end of 31 is fixed a screwed rod 34, & a mitre wheel 35, having
an internally threaded screw, supported on an arm 36, revolves upon this rod.
When this wheel is revolved, by any suitable means, the rod and its attached
piece moved up or down as required. When the roller is not desired to touch the
rail, the sliding piece 31 is drawn up, lifting the lever & thus raising the roller,
& when it is desired to put it into working position again, the sliding piece is let
down to its original position. By this means the driver can readily put the
apparatus in or out of working position without loss of time or necessity to quit
his post.
When the signal is to be given the bridge 2 is turned into the position shown in
Figs. 2 & 3, & the locking bar 15, is actuated so that it prevents any return
movement. On the passing of the train the rollers 26 run over & are raised to
the bridges & transmit their motion through the lever 28 to the rod 30, by which
the signal is given.
If different signals are required, two or more bridges may be worked separately,
by similar mechanism.
The bridge may also be applied to a central rail or to the outer side of the
line, the arrangement of working levers being practically the same. Where only
one bridge is used, a single roller will suffice. mounted in a similar manner to that
shown in the drawings. Fig. 9 shows another form of roller which may be used
with a central bridge. Three rollers are fixed to one shaft, the central roller 26ª
meeting the bridge. The rollers are fixed rigidly to the shaft thus forming
practically a continuous roller, the centre part 26 always revolving with the others.
Having now particularly described, and ascertained the nature of the said
invention, & in what manner the same is to be performed, I declare that what
I claim is :―
1. In a method of signalling to the driver of a moving locomotive, the use of a
bridge of suitable construction, having a turnover motion, worked from the signal
box, & placed between or at the sides of the rails substantially as & for the purpose
named.
2. In a signalling device of the kind described the use of a stop to prevent the
bridge being moved too far, substantially as described & shown.
3. In a signalling device the combination of a bridge having a turnover motion
& a locking device actuated from the signal box, substantially as & for the purpose
described.
4. In a method of signalling from the line to the driver of a moving locomotive,
the use of a roller or rollers, continuously revolving on the rail or rails when the
locomotive is in motion, & adapted to be passed over & be raised by a bridge
placed at the side of or between the rails, when this bridge is moved into signalling
position, substantially as & for the purpose described.
5. A roller or rollers of the kind mentioned in Claim 4, arranged so as to be put

page_text: in or out of working position whilst the locomotive is in motion, from the platform
of the locomotive.
6. The arrangement of signalling apparatus substantially as described & shown
in the accompanying drawings.
Dated this 16th day of January 1892.
ROBERT WESTON.