Improved Apparatus for Signalling on Railways.
Year: 1892

page_text: Date of Application, 2nd Apr., 1892
Complete Specification Left, 31st Dec., 1892-Accepted, 11th Feb., 1893
PROVISIONAL SPECIFICATION.
Improved Apparatus for Signalling on Railways.
We, EDWIN LOUIS DAVIS of Rosemount, Bridlington Quay, Yorkshire, Rail-
way Superintendent, and ALEXANDER CHRISTISON of Neyland, Pembrokeshire,
Locomotive Superintendent Engineer, do hereby declare the nature of this invention
to be as follows:-
:-
This invention has for object to ensure that even in foggy weather the driver of
an engine shall have due warning when a signal against him, and has reference
for this purpose to the use of apparatus located in the vicinity of the ordinary
semaphore or other signal and apparatus carried by the engine or tender and
adapted to cause in an automatic manner some signalling device (it may be the
whistle or some other device carried by the engine or tender) to sound an alarm
when the engine is approaching the signal whilst it is in the danger attitude.
According to one arrangement a frame located near the signal contains a striking
bar suitably mounted and connected with or worked by the signal wire in such a
manner that when the signal itself is at "danger" the striking bar will be erect or
in an attitude such that it will during the passage of an engine or tender actuate
the apparatus fixed thereon and thereby cause an alarm to be sounded and when
the signal is pulled "off" the striking bar will be depressed sufficiently to clear the
apparatus fixed on the engine or tender during the passage of which then no
alarm will be sounded. The frame can be covered in to prevent the working being
interfered with by snow or other external influences, and is to be fixed near the rail,
at any suitable distance from the signal but always in such a relative position to
the rail as will ensure actuation of the apparatus on the engine or tender when
passing the striking bar whilst the signal is at danger. Where circumstances
prevent its automatic connection with the signals (as at certain junctions) the
striking bar can be properly worked by means of a separate lever interlocked with
the signals, and it can also be fixed without any connection with signals or gates,
at any point of the line, where it is desired that at all times an alarm or audible
signal should be given to those in charge of an engine or train or to those at the
point in advance whom it is desired shall have such warning.
The form of this apparatus is capable of much variation, the striking bar may
be fitted to work either forward or backward or vertically and may be actuated
directly by the signal wire, or through the medium of a lever connected with it,
and may be replaced in its normal position either by a spring, a counterweight on
a crank, or a separate counterweight, and the striking bar may be slotted, or hinged,
according to the type chosen, and if hinged, so as readily to yield to a blow in the
wrong direction; provision can be made for automatically replacing it in its normal
position either by spring, counterweight, or otherwise; likewise for varying the
positions of the pulleys and standards, so as to suit different lengths of travel.
The portion of the apparatus fixed on the engine or tender according to one
arrangement comprising a rod adapted at its upper end to actuate a rod or lever
that will cause the engine whistle or equivalent device employed to sound an alarm
and at its lower end to be actuated by another catch or lever fixed so as to come in
contact when passing with the striking bar, or the lower end of said rod may
terminate in a projecting arm adapted to come in contact with the striking bar.
With such an arrangement the whistle or other alarm will be sounded only when
the engine is running in the right direction. Rods and other parts in connection.
therewith may be fixed on either or both sides of the engine or tender, in such a
manner as to be available whether running engine first or not, and the construction
may be such that an alarm will not be sounded when the striking bar is struck in

page_text: the wrong direction.
In some cases means are provided for automatically returning
it to its normal position.
The details of this portion of the apparatus can be considerably varied to suit
different types of engines.
Dated this 1st day of April 1892.
W. LLOYD WISE,
Per F. J. Brougham,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicants.
COMPLETE SPECIFICATION.
Improved Apparatus for Signalling on Railways.
We, EDWIN LOUIS DAVIS of Rosemount, Bridlington Quay, Yorkshire, Rail-
way Superintendent, and ALEXANDER CHRISTISON of Neyland, Pembrokeshire,
Locomotive Superintendent 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 :—
This invention has for object to ensure that even in foggy weather the driver of
an engine shall have due warning when a signal is against him, and has reference
for this purpose to the use of an improved construction of apparatus located in the
vicinity of the ordinary semaphore or other signal, and apparatus carried by the
engine or tender and adapted to cause in an automatic manner some signalling
device (it may be the whistle or some other device carried by the engine or tender)
to sound an alarm when the engine is approaching the signal whilst it is in the
danger attitude.
According to this invention a frame located near the signal contains a striking
bar suitably mounted and connected with or worked by the signal wire in such a
manner that when the signal itself is at "danger" the striking bar will be erect or
in an attitude such that it will during the passage of an engine or tender actuate
the apparatus fixed thereon and thereby cause an alarm to be sounded, and when
the signal is pulled "off" the striking bar will be depressed sufficiently to clear the
apparatus fixed on the engine or tender during the passage of which then no alarm
will be sounded. The frame can be covered in to prevent the working being
interfered with by snow or other external influences and is to be fixed near the rails
at any suitable distance from the signal but always in such a relative position to the
rail as will ensure actuation of the apparatus on the engine or tender when passing
the striking bar whilst the signal is at danger. Where circumstances prevent its
direct connection with the signals (as at certain junctions) the striking bar can be
properly worked by means of a separate lever interlocked with the signals and it
can also be arranged without any connection with signals or gates at any point of
the line, where it is desired that at all times an alarm or audible signal should be
given when an engine passes the spot where the striking bar is located.
The striking bar may be actuated directly by the signal wire, or through the
medium of a lever connected with it, and may be replaced in its normal position
either by a spring, a counterweight on a crank arm or a separate counterweight,
and the striking bar or its lower arm may be hinged, according to the type chosen,
and if hinged, so as readily to yield to a blow in the wrong direction.
The portion of the apparatus carried by the engine or tender according to one
arrangement comprises a rod adapted at its upper end to actuate a rod or lever that
will cause the engine whistle or equivalent device employed to sound an alarm and
at its lower end to be actuated by another catch or lever arranged so as to come in
contact when passing with the striking bar. With such an arrangement the whistle
or other alarm will be sounded only when the engine is running in the right
direction. Rods and other parts in connection therewith may be fixed on either
or both sides of the engine or tender, in such a manner as to be available whether

page_text: Fig. 2 a side elevation of part of a railway showing diagrammatically an arrange-
ment of apparatus according to this invention located in the vicinity of an ordinary
semaphore signal.
Fig. 3 is a side elevation,
Fig. 4 a plan, and
Fig. 5 an end view of the frame with striking bar, to a larger scale than in
Figs. 1 and 2.
Fig. 6 shows diagrammatically the arrangement of the portion of the apparatus
on the engine.
Figs. 7 are detail views.
Referring to Figs. 1 and 2 A is the post of an ordinary semaphore signal
preferably a distance signal which as shown is supposed to be at "danger." B is
the striking bar shown in its erect or operative position. It is actuated by a wire C
connected with the signal operating wire D, so that its movements correspond with
those of the signal. E is the frame in which the said striking bar is mounted.
This frame has near each corner of its base a bolt hole E¹ for a bolt by which
it can be fixed in position on the sleepers in proximity to the rails and is provided
with a metal cover F, shown in section in Fig. 3 having a slot through which the
striking arm B can project. This cover serves to prevent the working of the
striking bar being interfered with by snow or other bodies.
The striking bar B forms one arm of a three-armed crank lever pivoted at B¹
and another arm G of which carries a weight G¹. The third arm H is the one to
which the wire C is attached, by being passed through one or other of the holes H',
according to the degree of movement of the wire C. The weight G¹ tends to raise
the striking bar into its operative position so that in case the wire C should become
broken the actuation of the signal on the engine will still take place, and will if the
ordinary signal be at "all right" be indicative that something is wrong.
It will be seen that the striking bar when raised, will turn in the negative
direction against the action of the weight G', so that should the engine be travelling
in the wrong direction no signal will be given. To prevent or lessen shock or con-
cussion by the movements of the striking bar, stops H2 H3 of india rubber or other
suitable material are provided.
The portion of the apparatus on the locomotive comprises a suitable bracket I
fixed on the engine framing where most convenient the bracket shewn in Fig. 6.
being at the leading end of the left hand side. J is a rod connected at its lower
end to one arm K₁ of a catch or bent lever pivoted at K* and the other arm K of
which is arranged to come in contact with the striking bar B herein before described
when the same is in its raised position. The movement of the arm K of this catch
or lever is limited in one direction by a stop 1' which prevents it from working
when struck in the wrong direction. L is a bent lever with one arm of which the
upper end of the rod J is connected. To its other arm is connected a long rod M
connected with a handle of any suitable shape, located inside the cab of the engine.
The lever L is pivoted on the plug of a steam cock N suitably secured to the
locomotive. This cock is connected by a pipe O with the steam dome, and by a
pipe P with a whistle Q and serves to control communication between these. pipes
and consequently the sounding of the whistle.
The steam cock N is so arranged that when the lever K K' turns, by reason of
its engagement with the striking bar B, in the direction indicated by the arrow in
Fig. 6, the said cock will allow steam to pass to, and sound the whistle.
To enable an alarm to be given whether the locomotive be travelling engine first
or tender first we provide on the other side of the locomotive an arrangement of
bracket, cranks, rod and steam cock similar to that shown in Fig. 6, but of course
arranged conversely thereto, the steam whistle being common to both arrangements.

page_text: When applying the invention on a single line railway a striking bar with frame
would be arranged on each side of the track.
With the arrangement described it will be seen that when an engine running in
the right direction as shown by the arrow in Fig. 6, approaches a signal standing
at danger and connected with the striking bar which will then be in its raised
position, the lever arm K on the left hand side of the engine will engage with the
said striking bar and as this bar is rigid when struck in that direction whilst the
said lever arm is free to turn the latter will be partly turned and thereby made to
operate the rods J and M and cock N and bring the whistle into use the whistle
continuing to sound until the driver by means of the rod M replaces the cock and
connected parts in their normal positions when they will be again ready for use.
In the case of a single line, the apparatus on the right hand side of the line and
engine will not be affected because when the engine comes to one of the frames F
with the striking bar B thereof erect, such bar will engage with the lever arm K
on that side of the engine, but inasmuch as this lever arm when struck under such
circumstances, is rigid, whilst the striking bar on the contrary is then free to turn
in the direction in which it will then be struck, the latter will be depressed suffi-
ciently to permit the lever arm K to clear, but will be instantly and automatically
replaced in its operative position by the action of the counterweight G¹ on the
arm G.
Instead of employing a special whistle, as Q, to give the alarm, one of the
ordinary engine whistles or other suitable alarm or indicator could by suitable
connections be used. Also the rod J on the engine might be connected in a manner.
that will be readily understood without a drawing, with the handle of the automatic
brake, and act upon it either independently or in conjunction with the whistle.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. For signalling on railways the hereinabove described improved construction
of apparatus for operating a signalling device on an engine or tender, comprising a
pivoted striking bar B provided with a counterweight or its equivalent and adapted,
(or not,) to be connected with or worked by a semaphore or other signal wire, hand
lever or other operating device, and a ground frame F provided with a stop at H'
and within which the said striking bar is pivoted, the arrangement being such that
normally the striking bar will be held against the stop, in a position in which it will
automatically cause the sounding of a signalling device on an engine or tender
passing over the striking bar in the right direction, whilst the semaphore or other
signal is in the danger attitude, but will be moved into its inoperative position when
the said signal is pulled off, or the hand lever or other device is operated to give
line clear, substantially as hereinbefore described with reference to and shown in
Figs. 1 to 5 inclusive of the drawings annexed.
2. The use in conjunction with apparatus of the kind referred to in the preceding
claim, of a signalling device such as a steam whistle, carried by an engine or tender
and means such as cocks for admitting steam to the whistle for causing a signal to
be given, of two sets of signal operating mechanism arranged at opposite sides of
the said engine or tender and each comprising a bent lever K K, a bracket I
whereon said lever is mounted and provided with a stop I' for the arm K of the
said lever and a rod J connected to the other arm of the said lever and to the cock
or other means for controlling the sounding of a signal, each set of mechanism being
so arranged as to act only when the engine or tender is running in the proper
direction and whether the engine or the tender be foremost as hereinbefore described
with reference to and shown in Figs. 6 and 7 of the drawings annexed.
Deted this 21st dere of Doomhan 1000
E. L. DAVIS.
ALEX. CHRISTISON.