Improvements in connection with Railway Signalling.
Year: 1893

page_text: Date of Application, 22nd Nov., 1893-Accepted, 13th Jan., 1894
COMPLETE SPECIFICATION.
Improvements in connection with Railway Signalling.
I, WILLIAM ALFRED LLEWELLIN of 10 Park Row, Easton Road, Bristol, in
the County of Somerset, Corn Porter, 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 relates to a new or improved system, and apparatus in connection
therewith, for automatically making known by sight and sonorous signals, that a
breakdown or other accident has occurred to a railway train or part of a train,
situated between any two given points on the line, such for instance as, between
the initial and final ends of a tunnel or cutting, the object of my invention being,
not to prevent the original breakdown, but to make such breakdown known in.
either or both directions from the scene of its occurrence, in order to prevent a
repetition of the disastrous consequences that have been known to occur, through a
passenger train travelling through a tunnel or cutting, colliding with a train or
portion of a train that had preceded it and become disabled, or with that of a
disabled train travelling in the opposite direction by reason of the latter or a
portion thereof, having left its own track, and blocked up that of the former.
As an example of such accidents as my invention is designed to prevent, let it be
supposed, that an up passenger train enters a tunnel at full speed (the signal being
all clear) and that the train which preceded the said up train was a goods train, a
portion of which had parted through the breaking of coupling, and that the last
one or two trucks thereof were left behind in the tunnel, the fore part of such
luggage train would nevertheless continue on its journey, (the driver being totally
ignorant of any mishap behind) and probably pass the next signal box without the
absence of such truck or trucks, (and consequently the tail lights of the train) being
noticed by the signalman, who in such a case would signal back "line clear," under
which circumstances the man at the signal box preceding the tunnel on the up line,
would be perfectly justified in clearing his signals and allowing the before mentioned
up passenger train to enter the tunnel as stated, the inevitable result being (under
the present system of signalling) a collision between the said fast train and the
truck or trucks, and more than likely, such collision would cause some portion of
said train, or the truck or trucks, to leave their own track and more or less foul
the down line, which would be quite unknown to the signalman in the box preceding
the tunnel on the down line, who believing his line to be clear, would not hesitate
to permit a down train (perhaps an express) to proceed into the tunnel, and under
these circumstances a most terrible catastrophe would result, and should it occur
(and it has been known to occur through the carelessness or inadvertence of a
signalman) that another train (perhaps an excursion train) be now allowed to enter
the tunnel in either direction, the consequences to life and rolling stock would be
most appalling. An accident in every way similar to that described would be
possible to occur in deep cuttings, too long or too much curved to be seen through
by the signalman at either end.
Under the circumstances cited the guard or brakesman in charge of the last
truck or brake van, would be powerless to prevent a collision with the following
up passenger train, under the present system of signalling, the only course open to
him being to leave his van and proceed down the line with his red lamp, and then
he might not be in time to stop the coming train before this had proceeded too far
to avoid a collision, but if the tunnel had been provided and fitted with the
apparatus constituting my invention, the said guard or brakesman would simply

page_text: "
have to leave his van, and sever or cut a cord running parallel with, and close to,
the rails upon which his trucks were standing, (and this he could easily do with the
knife, chisel, pliers or other tool which the guards of such trains usually carry)
when a sight signal at the end of the tunnel bebind him would be thereby placed at
danger," and detonators be placed upon the metals at frequent intervals between
himself and the said signal, so that should a coming up train have passed the sight
signal before the cutting of said cord, the detonators would operate in signalling
for the train to stop, and that something was wrong ahead. In like manner should
the said guard or brakesman from any cause deem it necessary, he could, by
crossing to the other side of the down line, sever a like cord there which would
operate in the same manner similar signals upon the down line. But if from any
cause the guard or brakesman should omit to sever the cord upon his own line as
stated, the fact of the first collision causing some part of the rolling stock to leave
the metals would automatically operate the said signals upon both lines, as herein-
after explained.
In order that my invention, and the manner of fixing and operating the same
may be fully understood, I have hereunto appended three sheets of drawings, in all
the views of which the same reference letters have been used when referring to the
same or like parts, and I wish it understood that although I have chosen for the
sake of brevity to illustrate the application of my invention to a tunuel or cutting
having one up and one down line only, I may duplicate or further extend the parts
hereinafter explained and shewn, so as to govern the safety of any number of
tracks singly or collectively, and in places other than tunnels or cuttings where
its application may be adaptable without departing from the principle of my
invention.
Figs. 1 and 2 Sheet 1 are plan views of the two ends of a railway tunnel or
cutting track to which my invention has been applied, the former of which shows
the position of the apparatus when at rest or set ready for use, the latter shewing
the position of same when some part thereof has been fractured as hereinbefore
mentioned, and the signals have been thereby operated upon.
Fig. 3 Sheet 2 is an end elevation of a chamber or box (drawn to a larger scale)
containing springs, weights, or levers operating as hereinafter explained.
Fig. 4 is a front elevation of same partly broken away to show the position of
the internal arrangement thereof.
Fig. 5 is a plan view of the said chamber.
Fig. 6 is a horizontal section of same upon the line A B, Fig. 7 a like section
upon the line C D, Fig. 8 being taken upon the line E F, and Fig. 9 upon the
line G H of Fig. 4.
Fig. 10 is a plan view of a sliding plate forming part of the mechanism of said
chamber.
Fig. 11 Sheet 3 is a vertical section of the said chamber taken upon the
line J K of Fig. 5, the apparatus therein being in a position of rest.
Fig. 12 is a similar section shewing the position of the moving parts in said
chamber after an accident upon the line has occurred.
Fig. 13 is the same section of the said chamber, and is intended to illustrate how
may employ adjustable weighted levers in lieu of the spiral springs shewn in the
previous views, while Fig. 14 illustrates in like manner the employment of weights
for the same purpose.
Fig. 15 is a back view of said chamber (drawn to a smaller scale) with its
accompanying sight and sonorous signalling apparatus at rest, as it would appear
when viewed from a position off the line or tracks.
Fig. 16 is a view of Fig. 15 as it would appear when viewed from right to left.
Figs. 17 and 18 are reproductions of Figs. 15 and 16 as these would appear after
an accident had occurred, and some part of the system had been ruptured thereby.
I carry my invention into effect by fixing at each end of the tunnel or cutting,
and near the left side or entering line, a wood, brick, stone, iron or other chamber A,
preferably rectangular, which may be situated within the said tunnel or cutting

page_text: between the track and the wall or bank, when space will permit, or outside the end
or commencement of same. Upon the top of A is mounted, and bolted or otherwise
fixed thereto, a bridge piece B, carrying a vertical threaded spindle C, provided
with a handle or wheel D for the rotation thereof. Within the bridge B is a
circular or other shape plate E, to the under surface of which is attached or
formed therewith, a. spindle or rod F, which is capable of sliding up and down
through a hole in the roof of A, and horizontal partitions G, H and J in A. The
partition G forms a seating for the lower ends of five spiral springs, K, L, M, N,
and O, these being preferably arranged in the form of a circle within the radius
of the plate E. The upper end of said springs are connected to circular
plates K, L, M, N', and O' respectively, which, when the springs are
compressed as at Fig. 4 are seated in like shaped holes in the crown of A as at
Fig. 6. To the under surface of each of said plates is fixed a vertical rod, shewn
by K, L, M, N", and O" respectively, which pass down through holes in the
partitions G and H as shewn at Fig. 4, and to the ends of these are connected
wires, or hemp or other cords or ropes K, L, M, N, and O respectively,
the first of these K passes under a suitable guide wheel a fixed upon J, and led
out therefrom through a suitable aperture in the side of A, and carried along
parallel with the tracks of the line for the whole length of the tunnel or cutting,
passing over or under suitable guide wheels or pulleys, the remainder L, M, N,
and O, passing under similar guide wheels b. s. d and e respectively are led out
through similar apertures in the front of A at right angles to the track rails. In
the bottom of A, below J, I provide a plate P, preferably of metal (shewn
detached at Fig. 10) in which is formed any number of holes fat or about the
centre of its width, and this is arranged to slide horizontally in A parallel
with K and the track rails, and with one of these holes f, the lower end of the
rod F engages, when lowered, as at Figs. 3, 4, 11, 15 and 16.
Referring to Figs. 1 and 2, immediately outside of, and parallel with both track
rails g and h of the, say, down line, I mount upon suitable guides, rollers or pulleys
or any equivalent therefor to reduce friction, rods or ropes R R', preferably the
former, and made of cast steel, iron, brass or other non-malleable metal, possessing
the necessary tensional strength, but capable of breaking short when subjected to
great strain laterally, such for instance as that of the weight of a railway vehicle
when one of its wheels leaves the track and treads thereon, and the said rods
would be continuous for the whole length of the said tunnel or cutting, each of
which may be in one piece, or of several lengths connected together by screw
couplings k, or any suitable equivalents therefor, and situated wherever desirable or
convenient. The said rods R R' at their initial ends would be connected to the
ropes or the like L and M of the chamber A at the commencement of the
down line of the tunnel, these having been previously passed around suitable
guide rollers or pulleys as shewn, while the finals ends of R R would be connected
in like manner with the cords or the like N¹¹ and O1 of the chamber A at the
commencement of the up line at the lower end of the tunnel or cutting, as at Fig. 1.
In like manner I place at each side of the track rails m and n of the up line,
similar rods or the like S, S', the initial ends of which would be connected to the
ropes or the like L and M of the chamber A of the up line, and their final
ends to the ropes or the like N¹ and O¹ of the chamber A of the down line, and
in the same manner as that of the initial ends of R R', the whole of said
cords or the like would be led around similar guide wheels or pulleys, and under
the track lines, from their respective chambers before being connected to their
respective rods. From the foregoing and by reference to Fig. 1 it will be understood,
that both the up and down tracks are provided with similar rods, parallel with and
slightly below the level of the rails, and that the rods of the down line are
connected to both chambers A in precisely the same manner as those of the up line,
and the four said rods would be enclosed by suitable casings of wood for the
whole of their lengths, or such parts as may be desired.
Referring again to the chamber A. The rope or the like K proceeding from

page_text: the down line chamber, would extend the whole length of the tunnel or cutting
passing under or over suitable guide wheels or pulleys or their equivalents, the
final end being attached to a screw coupling k¹, connected to a fixed plate or spring
box p, and in like manner the rope or the like K¹ of the up line would be carried,
and connected to a coupling " and a plate or box p. One end of the plate P in A
of the down line, would be connected to a rod T, extending any desired distance
down the line parallel with g, and borne upon suitable guide wheels or pulleys, its
final and free end being connected to a spring box V, and at suitable intervals
along T would be pivotally connected, one arm of a series of cranked levers the
opposite arms of these being pivotally connected to sliding rods t, placed at right
angles to g, and capable of sliding thereto and therefrom when T would be
withdrawn from A, and upon each piece ta cross plate v would be fixed, to which
the usual detonators, (more generally called fog signals) could be attached.
A precisely similar arrangement would be provided upon the up line as shewn
in Fig. 1.
8,
At each end of the tunnel or cutting, and preceding the chambers A, a
semaphore signal post W would be fixed, (shewn more graphically by Figs. 15, 16, 17
and 18) in the lower end of which a hole w would be provided, and above this a
weighted lever X would be pivotted, the movements of which, by means of a
connecting rod wl, would control the movements of the semaphore or arm and the
signal lights. The lower end of X is curved and provided with a hole X' which
coincides with the hole w when X is raised as at Figs. 15 and 16. A sliding plate Y
is placed between W and the track rails, and at right angles to the latter, and in
the end of this a hole Y' is formed capable of coinciding with the hole w when Y
is withdrawn from the track rails against the tension of a suitable spring Y", and
upon the end of Y farthest from Y' a cross plate is fixed, similar to and
for carrying detonators in the same way. The end of the plate P in A, opposite
to T, carries a rod Z, which is capable of passing through the holes w, X and Y₁
as hereinafter explained. The manner of setting and operating the apparatus
is, as follows.
The springs K, L, M, N and O in both the chambers A would be compressed
and placed in tension by the screwing down of the plate E, as at Figs. 3 and 4,
this being effected by the handle or wheel D and screw C, and as E was finally
lowered upon the roof of A, the lower end of F would be caused to engage with
one or the other of the holes f in the plate P, and by placing P in position as at
Fig. 4 and 11, the springs V of the rods T would be in tension, and the
position of T, s, t and v would be that shewn by Fig, 1, and at the same time the
rod Z of the plate P, would be passed through the holes we in W, X' in X,
and Y in Y, thus placing the semaphore at "line clear," and X, Y and t¹ as at
Figs. 15 and 16.
The rods or their equivalents R, R', S, and S¹, would then be tightened up by
means of the screw couplings k and the cords or their equivalents K by that of
the couplings k¹ and these thereby exerting a downward pull upon the
springs K, L, M, N, and O, in both the chambers A, the screws C may now be
raised from the plates E as at Fig. 11, and the apparatus would then be considered
set in both the chambers A and the whole of the tunnel or cutting ready for
acting automatically in the following manner.
Should the mishap to a luggage train, mentioned in the preamble hereof occur,
or the axle of an engine or carriage brake, or other accident take place in the
tunnel, to a train going in either direction, and such accident in itself not being
sufficient to cause any part of the train to leave the track, and collide with R R'S
or S', the guard, stoker or other attendant, when the train had stopped, would sever
the cord Kadjacent to his line, which, up till now had been holding in tension
the spring K of the chamber "A he had just passed, and as the severing of this K¹¹
would release the tension of the said spring, this would raise the cover E of the
back chamber A, and withdraw F from the plate P, which would be immediately
withdrawn from W by the tension of the spring V exerting a pull upon T, and

page_text: the withdrawal of Z from W would release, first the plate Y, and then the lever X
when the former would be pulled by its spring Yi towards the track and place
thereon the detonators t', and the latter being free would fall by its own weight and
set the semaphore at "danger" as at Figs. 17 and 18. The horizontal movement
of T as stated would operate the levers s, and slide the rods towards the track,.
and place thereon the detonators v, this part of the apparatus would then appear as
at Fig. 2. This motion of the apparatus so far, would operate upon the signal
appliances preceding the disabled train, in order that a train may not follow to
collide therewith, but if the accident should be such as to in any way endanger the
traffic upon the other line, the cutting of the cord K thereof would operate the
signals of that line in precisely the same manner, and the object of the detonators
are to signal to a following train that might have passed the semaphore before the-
cutting of K
As a further illustration, let it be supposed that such an accident has occurred to
a train, say upon the up line, as would cause one or the other of the carriages, or
the engine to leave the rails m and n, as shewn by the dotted outline of a carriage
in Fig. 2, which has left the rails in such a manner as to more or less block the
down line. Such leaving of the rails would, of a certainty rupture the rod or its
equivalent S as shewn, the immediate result of such rupture would be the slackening.
of its cords, and the release of the spring M of the chamber A of the up line, and
the spring O of the chamber A of the down line, thus raising the plates E of both.
chambers, and operating the apparatus of both lines in precisely the same manner
as that previously described when referring to the rupture of K, and by these
means the trains in both directions would be stopped and a serious collision or
collisions thereby avoided.
In the same manner if the part of the train had left the rails in the opposite
direction, it would in a like way have ruptured the rod or its equivalent S³, and
would have operated upon the spring N of the chamber A of the down line, and the
spring L of the chamber A of the up line; the expanded spring N is shewn at
Fig. 12, and so it would be by the rupture of the rods or the like R R', these acting.
upon their respective springs in like manner.
In long tunnels where it might not be practicable to have rods R R¹ S and S¹.
extending the whole of its length, the said apparatus may be duplicated any number-
of times, so that each apparatus may govern a certain section of the tunnel, in.
which case I may arrange that the movements of the plates P, or the rods RR'
S or S', of any one section, may sever or slip the cord K₁ or the rods R R' S or S¹
of the next section, and these the same parts of the next section, and so on, or I
may fix at or about the centre of the length of said tunnel a third chamber A,.
provided with a double set of springs or their equivalents, so as to operate in
conjunction with a chamber A at each end of the tunnel.
In Fig. 13 I illustrate the manner in which I may employ adjustable levers, and
in Fig. 14 weights, in lieu of, or in combination with the springs K, L, M, N,.
and O, for raising the plates E.
I may arrange that any of the moving parts of the apparatus may, by any of the
well known means, close an electric circuit, so that a signal might be thereby
conveyed to the nearest or other signal box or other place in order that an accident
may be widely known, and assistance more quickly provided, and in order to afford
help to such assistance and for other purposes, may arrange, if the tunnel or
cutting be near a station or other place where electric light is used, to convey from
the generating station thereof suitable leads connected to incandescent or other
lamps, in series or parallel, placed at suitable intervals within the tunnel, the
switches whereof may be automatically operated by any of the moving parts of my
apparatus, or where a current from such a source is not available I may locate
within or under the nearest signal box a sufficient number of charged secondary
batteries, the switches whereof may be under the charge of the signalman, who,
upon receipt of the signal, electrically or otherwise, that an accident had occurred
in the tunnel, could switch on the current and so light the tunnel, and this alone, if

page_text: generally understood throughout any railway system, would act as a signal to an
approaching train.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is,
1st. In an improved system of automatically operating signals for the prevention
of collisions in railway tunnels and cuttings, the construction and use of the
apparatus herein described and shewn, and the several alternative methods of
arranging and operating the same, and its application to, and use in combination
with, any railway system, with or without the use of an electric signalling or
lighting instalation, the whole connected and operating substantially as and for the
purposes herein described and shewn by the accompanying drawings.
2nd. In an improved system and apparatus in connection therewith, for auto-
matically operating sight and sonorous signals for the prevention of collisions in
railway tunnels, cuttings and other places, the combination of a chamber A,
surmounted by a bridge piece B, screw C and handle or wheel D, and provided
with a circular or other plate E, with depending rod F, for engaging with a
hole fin a sliding plate P, connected at one end to a horizontal rod T, pivotally
connected to any any number of cranked levers 8, pivotally connected to a like
number of sliding rods t, each provided with a plate for carrying detonators
or sonorous signals, the opposite end of P being connected to a rod Z, which
passing through a hole w in a semaphore signal post W engages with a weighted
lever X and sliding plate Y, the latter being provided with a cross plate t¹ for
carrying detonators or sonorous signals, the former being for operating the
semaphore arm of the post W. The employment of any number of springs such
as K, L, M, N, and O, provided with plates K, L, M, N¹, and O¹ with depending
rods K, L, M, N, and O", the former of said depending rods being connected
to a cord wire or rope K1, passing under a guide or pulley a, and out at the
side of A to a screw coupling R', fixed at p, the remainder being fastened to
cords, wires or ropes L, M, N, and O, passing under guides or pulleys b. c. d
and e and out at the front of A, and around other guides or pulleys and
connected to rods or their equivalents R R S and S', placed parallel with and
outside the tracks rails g h and m n, and borne by suitable guides or pulleys,
and the employment of the said apparatus at each end or other part of a railway
tunnel or cutting, the whole connected, combined and operating substantially as
and for the purposes herein described and shewn by the accompanying drawings.
3rd. In combination with the apparatus set forth in the preceding claim, the
employment of weights or weighted levers. in conjunction with, or in substitution
of the springs K, L, M, N, O, substantially as and for the purposes herein
described and shewn more particularly by Figs. 13 and 14 of the accompanying
drawings.
4th. In combination with any number of the apparatus set forth in the preceding
claims, the employment of an electric installation or circuit for signalling or
lighting purposes, or both, operated automatically by, or initially by, any suitable
moving part of the said apparatus, substantially as and for the purposes herein
described.
Deted thia 22nd day of November 1893.
GEO. THOS. HYDE,
4, Moorfields, Fore Street, London, E.C., Agent for the Applicant.