Improvements in Signalling on Railways.
Year: 1892

page_text: Date of Application, 21st May, 1892
Complete Specification Left, 21st Feb., 1893-Accepted, 29th Apr., 1893
PROVISIONAL SPECIFICATION.
Improvements in Signalling on Railways.
We, TRAVERS ZOHRAB, of 1, Pilgrim Lane, Hampstead, in the County of
Middlesex, Civil Engineer, and EDWIN JOSEPH BIGGS, of Arnside, Muswell
Hill, in the County of Middlesex, Gentleman, do hereby declare the nature of
this invention to be as follows:-
This invention relates to an improved method of and means for signalling on
railways.
In carrying out our invention, we mount on one side or on each side of the engine
a vertical rod to which an upward movement can be imparted by means of a device
located in or near the track; the device being under the control of the signalman.
The vertical rod operates signals placed on the engine in such a position that they
can be easily seen by the engine-driver. The vertical rod, in operating the
signals, may also actuate an electric or a mechanical bell for the purpose of
drawing the engine-driver's attention to the fact that a signal has been given.
The details may be constructed in the following manner :-
The vertical rod is arranged to slide in brackets bolted to the side of the engine.
It is made in two pieces, each of which screws into a collar and is furnished with a
nut adapted to be screwed up against the collar for the purpose of locking the parts
in position. The collar and the nuts are readily accessible and are provided for
the
purpose of enabling the length of the rod to be adjusted; though other means
of adjustment may be substituted. The lower end of the rod is furnished with an
anti-friction roller; the upper end having a head or stop which prevents the rod
from falling too low. The rod is kept from turning out of position by a feather or
pin, or by a flat surface on the rod engaging with a fixed flat surface."
Instead of mounting the anti-friction roller in the lower end of the vertical rod,
it may be mounted in the free end of a pivoted lever; the lever being jointed to the
vertical red at a point between the roller and the pivot. The effect of this arrange-
ment is to do away with the strain on the vertical rod. The pivot for the lever
may be at the end of a bar which can be lifted from one side of the vertical rod to
the other in order to reverse the position of the lever, so that the lever can be
rotated on the joint-pin and caused to lie in either direction.
The device for actuating the rod consists of a plate lying along-side the rail; the
upper surface of the plate forming a graduated plane over which the anti-friction
roller runs when the plate is raised by the signalman. This plate is raised in the
same manner as the plate in interlocking point mechanism. The central part of
the graduated plane is flat; the ends being inclined. The plate in working occupies
three positions. In its lowest or normal position, the central part of the plane lies
low enough to permit the roller to pass without the vertical rod being lifted so as to
actuate the signals. In its intermediate position, the central plane is high enough
to raise the rod sufficiently to actuate the "line clear" signal. In its highest
position, the central plane is at such an elevation that the vertical rod is caused to
actuate the "danger" signal. There may be two levers for operating the plate;
one to raise it from the lowest or normal position into the intermediate position, and
the other to raise it from either the lowest or the intermediate position into the
highest position.
The signalling apparatus on the engine comprises a plunger working in a casing;
the plunger being in line with the vertical rod. The plunger, like the graduated
plane, has three working positions. In the lowest position, it is in contact or
nearly in contact with the upper end of the vertical rod; no sigual being shewn.
It is forced into the intermediate position by the rod when the graduated plane

page_text: "
"
is in its intermediate position, whereupon the "line clear signal is shewn
through an aperture in the casing. It is forced into the highest position by the
rod when the graduated plane is in its highest position, whereupon the "danger
signal is shewn through the aperture, or through another aperture, in the casing.
The plunger is retained in its intermediate or in its highest position by a spring
clip, and is brought back into its lowest or normal position by hand. The spring
clip may be a forked spring having a knob or rounded part at the end of each
arm of the fork; the knobs or rounded parts engaging in grooves cut round the
plunger. Each time the plunger is lifted by the vertical rod, an electric or a
mechanical bell is rung. The signals may be red and white electric lamps,
which are uncovered, or the currents to which are switched on, by the raising of
the plunger. The plunger may be connected to the vertical rod through a lever,
if preferred.
The guard at the front of the engine over the rail may extend far enough
laterally to remove any obstruction which may accidentally get in the path of the
anti-friction roller. Or a special guard may be provided. The guard may be
as low as the roller, in which case it is raised in advance of the roller by the
graduated plane.
"
The graduated planes may be arranged in pairs at some distance apart. Then,
if the "danger signal be operated by the first plane in a pair of planes, the
engine-driver proceeds slowly and pulls up over the second plane. The signal to
proceed is given by lowering the second plane into its normal position.
Although we have described the graduated plane and the plunger as having
three working positions, yet in certain cases two working positions only may be
found sufficient.
By having graduated planes arranged near each rail, or a vertical rod on each
side of the engine, the signals can be given no matter in which direction the
engine is travelling.
The normal position of the plate or graduated plane may be at "danger," in
which case, if the rods or wires by means of which the plate or graduated plane is
actuated from the signal-box get out of order, owing to expansion or contraction
or from any other cause, the train is stopped, thus giving warning that the con-
nections require attending to.
The position of the plate or graduated plane inay be indicated in the signal-box
by electrical or mechanical means. There may also be provided a device for
testing whether the plate or graduated plane is at any particular moment at
⚫ danger or "clear." Whenever the plate or graduated plane is dropped from
its normal or "danger" position into its lower or "clear" position, a bell may be
caused to ring in the signal-box.
46
"
Dated the 21st day of May 1892
TRAVERS ZOHRAB,
Per J. W. S.
EDWIN JOSEPH BIGGS,
COMPLETE SPECIFICATION.
Improvements in Signalling on Railways.
We, TRAVERS ZOHRAB, 1, Pilgrim Lane, Hampstead, in the County of
Middlesex, Civil Engineer, and EDWIN JOSEPH BIGGS, Arnside, Muswell Hill,
in the County of Middlesex, Gentleman, 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 relates to a method of and means for communicating signals
either visible or audible, or both visible and audible, to the driver of a locomotive.
It may be used to iudicate to the driver the state of the ordinary signals on the

page_text: line before arriving at the same; or it may be used, if desired independently of the
ordinary signals.
According to our invention we provide on the track a double inclined plane or
two such planes at those places where the signals are required to be communicated,
and which planes can be raised and lowered for a purpose hereinafter described
either simultaneously with the line signal or independently thereof and which in,
either of their positions of rest are firmly supported by rigid blocks. A vertically
movable signal rod carried by the locomotive is coupled to a trailing lever which is
pivoted at one end to a fixed or movable support and which at its other end carries
a roller or shoe intended to roll or slide on one or other of the aforesaid inclined
planes and in so doing to raise the signal rod and actuate the driver's signal. The
said signal rod is not connected with the signalling device proper but is disconnected
therefrom and is only capable of operating the same by pressure in one direction.
This is a very important feature of our invention. The signal whether visible or
audible is preferably constructed to remain " on until released by the driver.
The trailing lever aforesaid in combination with the rigidly supported inclined
planes, and the other parts of the mechanism forms an important feature of our
invention.
"
In order that our invention may be better understood we will now describe the
same with reference to the accompanying drawings.
Figure 1 is a side view of a portion of a locomotive having our improved
signalling device applied thereto.
Figure 2 is a rear view of the same.
Figure 3 is a plan, and
Figure 4 is a side elevation of a pair of double inclined planes mounted on the
track for controlling the locomotive signal.
1
Figure 5 is a view similar to Figure 1 but showing a modified form of our
apparatus having a reversing arrangement hereinafter described applied thereto.
Figure 6 is an enlarged detached view of the signalling apparatus proper,
Figure 7 is an internal view of the same, the plate B which shows the visible
signals being indicated by dotted lines.
Figure 8 is another internal view showing the parts in a different position, that
is to say, the danger signal being "on."
Like letters denote corresponding parts throughout the drawings.
A is the locomotive cab; B is the signalling apparatus placed in a convenient
part of said cab so that it can be readily seen by the driver; C is a rod guided in
a bearing through which it can slide freely up and down but cannot turn
therein, it being prevented from turning by a feather, or pin, or the like. The
said rod C is adapted to actuate the signals in a manner hereinafter described.
For the purposes of adjustinent, the rod C is made in two parts which are connected
together by an adjusting nut C2 that has its opposite ends screw-threaded with
right and left handed threads which fit corresponding threads on the contiguous
ends of the two parts of the rod. When the said nut is rotated, the two parts of
the rod C are caused to approach or recede from each other in a well known
manner. Co Co are locking nuts to prevent accidental unscrewing of the two parts
of the rod C from the adjusting nut C2. C³ is a spring, bearing underneath the
foot plate for example or other convenient fixed part of the cab and pressing upon
the nut C² or a loose collar resting thereon and serving to keep the rod C down.
In its lowest position, a collar C formed on the rod is supported by the foot-plate
for example or other fixed part of the cab.
The lower end of the rod C is coupled at D' to a trailing lever D which is
pivoted at its forward end to a fixed bracket D³ carried by the engine frame. The
lever D extends rearwardly some distance behind its connection D' with the rod C
and carries at its rear extremity a pulley or roller D2. In lieu of the roller D²
we may substitute a shoe. We prefer however to employ a roller which may
be supported in simple bearings or in ball bearings. One such rod C. with its

page_text: appurtenances as above described may be placed on either or on both sides of
the cab in such position that the roller D' will roll upon an inclined plane-provided
on the permanent way as now to be described.
The said inclined plane consists of a bar E Figures 3 and 4 mounted on short
levers E¹ in a manner similar to the mounting of the locking bar of ordinary
interlocking point mechanism. We place such a bar E just outside either or both
metals, preferably both, and parallel thereto. The upper face of each of said bars
is level or horizontal in the centre for a suitable distance, say a few feet, and is
inclined downwards from said central portion to each end. The inclination of said
faces is very slight and the bars are very long so as to cause a gradual ascent of
the rod C when the roller D' travels up the incline. The short supporting levers E¹
are pivoted to brackets Esecured on the permanent way, and the bars are actuated
for raising and lowering the same through links F, F pivoted to the bars,
levers F, F connected by a link F and a signal rod F which may be connected
with a signal lever placed on the permanent way, or it may be connected with and
operated by the wire or point rod of an ordinary line signal, so that the said signal
and the bars E will be operated simultaneously.
For firmly supporting the bars E in their two positions of rest corresponding
with "line clear and "danger" we provide fixed bearings E³, and we form
notches E in the bars, one near each bearing E³ as indicated.
When the bars are
in their lowest position the notched parts thereof rest on the supports, the levers E¹
being inclined in one direction from the vertical, and when in their highest position
of rest the lower faces of the bars rest on the said supports, the levers E' being
then inclined on the opposite side of the vertical but at a less angle than before.
One end of each notch is bevelled as shown to allow of the free descent of the
bars on the supports. We may lead the bars E by springs which tend to depress
the same, or in lieu of springs we may substitute weights E' suspended from the
bars by chains E and hanging in pits provided to receive them, the chains passing
over guide pulleys E. The inclines are so arranged in combination with the
controlling weights or springs, that their normal position is at danger.
up,
and
In the Figures 1 and 2 the apparatus shown gives a visible signal. It comprises
a rod B preferably provided with a vulcanite end piece B' which rests on a rubber
block B secured on the upper end of the rod C. The rod B' can slide
down through a case B and carries suitable legends such as "line clear
"danger" which in certain positions of the rod can be seen through a slit B° formed
in the case B4.
and
The operation of the above described mechanism is as follows. When the
locomotive passes over the bars E the roller D rolls up the inclined upper face of
one of said bars and thus raises the rod C. The amount of such lift depends on
the position of the bars E. If the latter are in their lowest position the lift is
only slight and the signal is caused to indicate "line clear." If however the
bars E have been raised, then the rod C is lifted still more and another signal say
danger" is brought opposite the slot. It will thus be seen that by manipulating
the bars E, the desired signal can be communicated to the driver.
66
It is desirable that the roller D' shall always be at the rear or trailing end of
the lever D whichever way the engine is running; or in other words that the lever
shall always be a trailing lever. For this purpose we provide in some instances a
suitable reversing device such as now to be described. That is to say, we pivot
the lever D to a movable bar or bracket G Figure 5 which can be reversed so as
to bring the pivot point D° on either side of the rod C. We hinge the said bar
or bracket G to a pin G¹ carried by a bracket G° fixed to the engine frame, and
extend the bar upward to form a handle which projects through a quadrant or
curvèd guide H. The bar is moreover slotted at G. It will be seen that by
raising the said bar and then pulling or pushing the same forward or backward,
the pivot D° can be readily moved from one side of the rod C to the other side
thereof. The handle of the bar G may be provided with a spring locking catch,

page_text: similar to that of an ordinary locomotive reversing lever, to engage with notches
in the guide H and lock the bar in either of the extreme positions to which it may
be set..
It is obvious that we may construct the device so that it will indicate three or
more signals if desired, by suitably controlling the extent of lift of the bars E.
Usually however, especially when the bars are connected to and worked simul-
taneously with an ordinary line signal, two indications will be sufficient.
We may place our improved signalling bars at any desired distance in rear of the
line signal so that the driver will receive an indication of the position of the line
signal before arriving at the same. This is very useful when ordinary signals
cannot be seen by reason of curves for example. It is also specially useful in
foggy weather and will dispense with the necessity of using detonating fog signals
at such times.
It is obvious that in lieu of the visible signal above described we may substitute
a light or lights. For example we may arrange that when the rod C is raised a
distance corresponding with the first signal it shall switch into circuit a small
electric glow lamp to show a white light indicating line clear, and that when the
rod C is raised still further it shall switch into circuit another glow lamp which
exhibits a red light for example and indicates danger, the first lamp being
simultaneously switched off or not as may be desired. Or we may arrange to have
a single small lamp burning continuously, and screens or shades in front of same,
which screens or shades are controlled by the rod C and moved in accordance with
the signals intended to be conveyed so as to screen the light from view, or to show
a white or red light, or no light as the case may be.
We prefer to provide in addition to the signal or signals above described, or in
lieu thereof, an audible signal such as a mechanical or electric bell which shall be
controlled by the movements of the rod C. We will now describe more particularly
one such device wherein we use an electric bell.
:
I, Figures 7 and 8 is an electric bell worked preferably by a dry battery J.
The rod B of the signalling apparatus is adapted when raised to make contact
with the spring contact plates and complete the bell circuit, thus ringing the
bell. We may so arrange the plates J₁ in combination with the rod B' that the
bell circuit is completed by the said rod B' both when is raised the distance
corresponding with a "line clear signal, and when it is still further raised to
correspond with a "danger" signal. Or we may arrange that the circuit shall only
be completed and the bell rung when the danger signal is given. In the former
case the bell signal is used in conjunction with a visible signal on the engine. In
the latter case the visible may if desired be dispensed with.
We prefer that the signal when given shall remain "
on until released or put off
by the driver. For this purpose we provide a spring catch B3 which is adapted
to slide in a fixed support B6 and to automatically engage with one
or other
of a series of notches B7 in the rod B' and retain the said rod in its raised
position until the said catch is withdrawn by pulling on its knob B³. Other
equivalent means may obviously be substituted for the catch B' and notches 137.
We further provide in some cases for making a pictorial representation of the
state of the several signals passed by the train on the line. For this purpose we
provide in the case B a continuously slowly moving strip of paper or the like,
upon which characters are printed or impressed or in which perforations are made
by a suitable device on or connected with the rod B'. The characters so formed
depend on the amount of lift of the rod B¹, as for example, a short lift may cause
one puncture, and a greater lift two punctures in the strip of paper, and in this
manner a permanent record of the line signals for each journey of the engine can
be made, which record can be removed and kept for future reference.
The ordinary guard in front of the engine for clearing the rails of obstacles may
be made so wide as to cover the signal rollers D2 above described. Or we
may provide a special guard for this purpose. In case it is desired to carry
this guard down as low as the roller D' it must be made to lift so that it can pass

page_text: clear over the inclined plane, it being lifted by the said plane when arriving
thereat.
In some cases it may be desirable to provide a pair of such signalling devices
arranged at different distances from the signal, so that if for example the danger
signal is operated by the first device, the driver can proceed slowly until
arriving at the second device where he will stop until the signal is given to
proceed.
:
Having now particularly described and ascertained the nature of our inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. The combination of adjustable inclines mounted on the permanent way, a
lever pivoted
on a fixed pivot carried by the framework of the locomotive, said
lever having a roller or its equivalent at its free extremity which roller is adapted
to roll on said inclines, and a signal rod connected with said lever at a point
between its pivot and the roller, said signal rod being disconnected from the signal
device proper but adapted to work the same by pressing thereon, substantially as
-described, for the purpose specified.
2. The combination with adjustable inclines mounted on the permanent way, of
the trailing lever D pivoted at its forward end to the engine frame or to a bracket
attached thereto, and carrying a roller D at its rear end which roller is adapted to
roll upon said inclines, a spring controlled rod C pivoted to the said trailing lever
at a point intermediate of its ends, and a visible or audible signal device, the
actuating rod B₁ of which rests upon but is not connected with the rod C, substan-.
tially as, and for the purpose, specified.
3. The combination with the vertically movable rod C of the visible signal
device B, constructed and operating substantially as described, for the purpose
specified.
4. The combination with the vertically movable rod C of the audible signal
device, constructed and operating substantially as, and for the purpose, specified.
5. The combination with adjustable inclines on the permanent way, and a
vertically movable signal rod carried by the engine, of a reversible trailing lever
connected with the said signal rod, and having a roller adapted to roll on the
inclines, for the purpose specified.
6. The means for reversing the trailing lever, constructed and operating sub-
stantially as described with reference to Figure 5, for the purpose specified.
7. The inclines E in combination with the supports E and notches E, sub-
stantially as described, for the purpose specified.
8. The improved signalling apparatus constructed substantially as described
with reference to Figures 1 to 4 or to the modification illustrated in Figure 5 and
-operating as specified.
9. The signal apparatus constructed substantially as described with reference to
Figures 6 to 8, for the purpose specified.
Dated this 21st day of February 1893
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.