IMPROVEMENTS IN COMMUNICATING BETWEEN RAILWAY STATIONS AND TRAINS IN MOTION, IN SIGNALLING ON RAILWAYS AND TRAINS, AND IN ELECTRICAL APPARATUS THEREFOR."
Year: 1880

page_text: LETTERS PATENT to Alphonse Auguste Dupont, of 28, Orchard Place, in the
Town and County of Southampton, Minister of the St. Julien Church, for
an Invention of "IMPROVEMENTS IN COMMUNICATING BETWEEN RAILWAY
STATIONS AND TRAINS IN MOTION, IN SIGNALLING ON RAILWAYS AND
TRAINS, AND IN ELECTRICAL APPARATUS THEREFOR." A communication from
abroad by Joseph Bachrich, of 96, Avenue de Clichy, Paris, France, Doctor of
Medicine and Philosophy.
PROVISIONAL SPECIFICATION left by the said Alphonse Auguste Dupont
at the Office of the Commissioners of Patents on the 17th June 1880.
"
ALPHONSE AUGUSTE DUPONT, of 28, Orchard Place, in the Town and County of
Southampton, Minister of the St. Julien Church. "IMPROVEMENTS IN COMMUNI-
CATING BETWEEN RAILWAY STATIONS AND TRAINS IN MOTION, IN SIGNALLING ON
RAILWAYS AND TRAINS, AND IN ELECTRICAL APPARATUS THEREFOR.' [A com-
munication from abroad by Joseph Bachrich, of 96, Avenue de Clichy, Paris,
France, Doctor of Medicine and Philosophy.]
(I.) Object of the Invention.-The preventive means I use to avoid railway
accidents consist in the multiple applications of electricity. I believe I have
drawn of that idea all the utility possible as will show, I think, the following
recapitulation-1st. The march of every train is automatically marked so that
the chief of the neighbouring stations may see the exact state of the way, calculate
the speed of the trains, and in case of probable danger give the necessary instructions
for slackening the march or stopping. 2nd. Signals of divers sorts are transmitted
by said chief of station, which are instantaneously perceived by all the trains on
all the extent of the way; the machinists cau stop their locomotive and prevent
all collision. 2nd. Other signals enable the machinists to advise that the orders
received have been well understood and punctually executed. Finally, on the other.
band, it is possible for any train in distress to call for the assistance it may be
in need of, which succour can be sent to the very spot where it is, said spot being
always very exactly pointed out.
II., 1. Figures 1, 2, and 3. Kilometric Rails.-Inwards the ordinary rails of tho

page_text: way from kilometer to kilometer, for instance, are to be placed two small rails of
a few centimetres breadth and of variable length, which can bo of a few centimetres
at the first kilometer, but will progress at each successive kilometer, for tho want
of contacts which shall be subsequently fixed. These inward rails are supported
by a block of masonry, wood, &c., slightly elevated from the soil; they are made
of metal, such as copper, and of an insulating way, such as guttapercha, and placed
alternatively along the rails, so that it may have, with a metallic rod or roll passing
over it, as many successive contacts ns need bo obtained. But for the want of
my Invention it is necessary that there should be but one contact at the first
kilometer, two contacts and one insulator at the second kilometer, three contacts
and two insulators at the third kilometer, and so on. It is precisely that con-
sideration that obliges me to establish inward rails of different lengths according
to the distance they are from the corresponding station. It is needless to say that
the insulators founded on the nonconductibility of the gutta percha are not
absolutely necessary to secure the series of contacts to be obtained. The insulation
can also result from the reciprocal removal which the kilometric rails, a series of
metallic blocks placed from distance to distance without any outward junction,
but united by subterranean, were encircled with caoutchouc. It is indispensable
that the small rails should be insulated from the soil; they must therefore bo
covered down and with a bed of guttapercha. They have no outward com-
munication between them, yet one could tightly unite, provided they should be
maintained insulated always by means of guttapercha. Each of them is put into
communication with the telegraphic line by a subterranean wire preserved by an
appropriate envelope of an insulating substance, which at the same time preserves
it from deterioration, such as earthenware tubes or plates, metal, glass, &c. When
I speak of two wires, knowing that there is but one on the way, I mean that one
of the wires is put in the earth.
II., § 2. Figures 5 and 6. Rod.-Under the locomotive or a waggon, wherever
adapted, is a rod or roll of metal (iron or other). This roll must be enclosed in a
bed of guttapercha, after in a metal hoop (brass or iron), double disposition being
taken to maintain the current at its surface only. As for the rod it is to be
insulated by guttapercha or caoutchouc cushions only at the two points where it
is screwed on the spring boxes, joining it under the waggon. In my following
explanation I will take said rod as an example, showing nevertheless that what is to
be said on it will also apply to the roll, the shape of the apparatus being of small
importance, see the form V of the annexed Drawings. a, a, are the small rails;
b, a piece of iron slightly bent and scrowed to the basis of the waggon parallel to
the axle-trees; c, c, the spring boxes. With this disposition the rod can always
come down to the rails, and trail on them so as to establish woll the electric circuit,
even if the rails were unequally risen up above the soil, and the rod should be moro
or less debased. In viow of the same result the small rails must also be set in a
slight curve, and at their surface inclined within, so that the extremities being
more debased to the soil than the contre, will let the rod engage more easily on the
rails; but as in that case the said extremities cannot be touched by the rod, it is
important that they should be covered with guttapercha to the very level where
the contacts take place.
II., 3. Figure IV. The Keys.-The said contacts could be obtained by means
of a different disposition. For instance, the kilometric rails could be replaced by
successive keys set in the middle of the way, and intended to be struck by the rod
in question. Each of the keys consists of an iron stem ended at the top by a bent
plate in preference to servo as a roof to the small apparatus, and under by a small
cone insulated by guttapercha, to which reaches one of the wires, the key being
pressed down by the weight of a rod or a roll, which will pass over it and will
touch a small anvil which is in communication with tho other wire. The current
will cease when the key, owing to the spring through which the stem is fixed, will
get up again to its lovel.

page_text: If several contacts are to be established, there will be from distance to distance
a similar key; all the anvils shall be blent by a wire which will go the ground,
and all the extremities of the key's stems by another wire which will reach the
line.
The number of the keys is to be equal to the cipher which is to appear on the
dial of the station.
II., 4. The Dial.-At the corresponding station is a telegraphic apparatus in
which is an electro-magnet, which will move the wheel of one cog at every contact
produced by the train on the kilometric rails. While the cog wheel advances a
hand marks on the dial the number of contacts which have taken place, and an
electric bell sounds as many times as contacts made. For instance, one has to
show that the train is at 5 kilometers from the station; the hand of the dial will
mark out the cipher 5, and as control the clerk will hear 5 bells; that proof given
suffice it to press upon the button to bring suddenly the hand back to cipher or
naught, so the apparatus is ready to receive subsequent indications. Near the dial
is placed a chronometer or clock marking the minutes and seconds, and while the
dial indicates the number of kilometers ran, the chronometer shows the time taken
to run over said kilometers. It shows also the speed of the trains.

page_text: To point out the ciphers marked on the dial a slate is only required, to mark
fast for every train the above indications.
'I do not think it useful to insist much to make use of the slate or black-board
well understood, as its simplicity is apparent to any one. It is then sufficient to
say that, taking the pointed out situation on the above slate or board, the train
No. 53 can mark at first but the number 13; the train No. 1119 the number 10;
the train No. 508 the number 14, and the train No. 235 the number 17; since each
train to mark any number must have already pointed out the immediate preceding
number. It is evident that if these trains march at an equal speed it can have no
collision between the trains Nos. 53 and 1119, going both the same way, and
distant one from the other 3 kilometers (12-9). A collision is also impossible
between the trains Nos. 508 and 236, going also in the same direction, soparated
by a distanco of 3 kilometers (18-19). It is equally evident that there would be a
real danger if the train No. 1119 was to hurry its speed to reach the train 53
running before it (accident at Clichy, near Paris); the same result should have
to be apprehended if the train No. 53 was to remain in distress or march with an
insufficient speed. In these two last cases the clerk must watch the march of these
trains with the most scrupulous attention, so as to be able to stop them if he
should judge it necessary. Thus shall he prevent a dreadful disaster. Now taking
two trains going in inverse directions, the trains Nos. 53 and 508, for example, the
case is exactly the same. Separated only by a distance of 3 kilometers, and going.
at a speed of so many minutes per kilometer, one can then very exactly calculate
the point where they are to meet and therefore see the urgency of the situation.
With a speed of 1 kilometer per 3 minutes, for example, for each train, the
collision should take place after a delay of 4½ minutes, since each of the 2
trains would take that time to run over the half of the distance which exists
between them, say 1 kilometers. If then the march of these trains is not in
conformity with the reckonings of the company, it becomes important that trains
should be stopped or their march slackened to return to the normal conditions.
I take now the case, very scarce indeed, but yet possible, of a train circulating
on a wrong way in consequenco of a false evolution of a aiguilleur or of an
accident on the rails (broken aiguille or badly set). The receiving dial indicates
the march of all the trains going on the same way; if there are two ways two dials
are necessary. Let us suppose one train going up pointing out on the dial the
number 12, and a train going down pointing out on another dial the nuinber 18.
Number 13 is without contest the first that is to be marked out by the going up
train, and No. 17 to bo marked out by the going down train. But in consequence
of an accident No. 17 does not appear on the proper dial where it ought to appear,
and shows unexpectedly on the dial of the other way; does not that superabundantly
prove that the going down train has deviated from its way, and if the error is not
repaired within a few minutes (the distance between the two opposite trains
permitting still that delay) it becomes indispensable to stop these two trains in
order to prevent a collision.
'
I finally suppose the case of a train starting while the way is not free (accident
near Lyons) and a collision be unavoidable. Under these conditions it is the order
of stopping immediately which ought to be given on all the way with the prompti-
tude of electricity, and by giving signals nothing is easier. Though the above
description has already sufficiently demonstrated it, I will again show that the
numbers pointed out by the trains running in opposite directions follow a different
scale of progression, ascending for example (1. 2. 3., &c.) for the trains going up,
|descen ling (4. 3. 2. 1.) for the trains going down.

page_text: I
preference which might be given to some of them is entirely reserved to the
interested companies. Thus such company may independently adopt the discs, the
electric bells and others, the electric rockets with report of alarm, &c. But such
signal may be sufficient in ordinary weather, and shall not be perceived in foggy
weather nor heard in case of strong and contrary wind. Then, never to be taken
I think it useful and even indispensable to furnish the railways with
several of these signals of different nature that can strike the eyesight and the
hearing together or separately, one controlling the other.
unawares,
1. The Discs. The discs are composed of iron plate painted in two or soveral
colors, which are rotated by a small ordinary electric motor of any system. The way
boing free the discs appear in a state of immobility, showing distinctly their bright
colors. When necessary to signalise a danger they are put into rotation and show
confuse color. By covering the discs with a coat of monosulfure of calcium, of
baryum, and of strontium (phosphor of couton), one will obtain luminous apparatus
in the dark, and that without any keeping expenses, the light spread during the
night being imbibed during the day under the rays of the sun.
2. Figure 8. Indicato Frames. An electro magnet attracts a bar of soft iron
when the current passes and means of hurdy gurdies raises the frames painted in
red color for example; said frame having described one quarter of a circle turns its
two faces to the trains coming up and going down, and as soon as the current
withdraws it returns to its horizontal position, and nothing but a single trace is
perceived. Such is the apparatus I call an indicative frame, which by its simplicity
can advantageously replace the wheeling disc..
3. Figure 7. Electric Bell Ringing.-From kilometer to kilometer one can apply
on one of the posts an electric bell, ringing powerful enough to be heard at a
: distance of 500 meters. As long as the bell will vibrate and the frame risen the
machinist will know he is in danger and said danger exists still, but tho
frame returning to its horizontal position and the bell ringing ceasing, the machinist
will know that the chief of the station permits to go on slowly till the frame is
risen again and the bell ringing begins anow, giving order to stop again. That
precaution of going slowly at the speed determined proviously by the companies
shall always be taken in case of accidents. Ono may perhaps object that the
electric bell ringing may not be heard by a train in march, but I will make the
remark that it cannot be so when the machinist is already forewarned of the
, danger by the rockets, which will be made mention of immediately. Nevertheless
with the numerous means I have spoken of, and which are all in the hands of the
chief of the station, the only one informed, especially in foggy weather, it would be
easy to neglect the bell ringing if it does not produce the expected services.
'
4. Figure 7. Electric Lights.-The electric lights by charcoals used for signals
need not be so very intense as those used for lighting. I think it useful that each
light should run through a red glass globe. Another sort of electric light would be
that of Geissler's tubes. It consists, as the title sufficiently expresses, of a small
crystal globe narrowed and widened several times at its extremities, through which
passes a small platina wire. This globe, which is void of air but contains alcohólic
vapor or other, is placed into another globo containing a colored liquid. When an
electric current, as that of the Rulimkorff's machine, goes through the tube, meeting
with the obstacles presented by the shrinkings and the enlargements of the glass, it
creates a light sufficiently intense to draw the attention of the machinists.
3. Cannons of Alarms.-The cannons of alarm are small tubes or vessels similar
to those of the petards actually used; they are made of brass, steel, or other metal,
and filled with a certain quantity of explosive substance, through which penetrate
by their extremities two wires, which aro put into communication with those of the
line. It would be useful to mingle with the explosive substance some very thin
particles of copper or iron wires, to obtain the spark with more certainty in case
the extremities should be rather too distant. At the expected time an electric
spark strikes the fulminate and creates a strong report. The ordinary piles which

page_text: are in the railway stations are sufficient for the signalling of the dials as well as the
other signals, save the electric lights. Yet if the line was very extensive, it would
be convenient to increase the source of electricity. For the eloctric' lights it is
necessary to have the current pass through a Ruhmkorff's machine, or take the
current from any other machine installed in the station, which may be for instance
a Lenoir machine as a motor, a Gramme machine as spring of electricity.
"
6. Electric Rockets.-The electric rockets are the ordinary navy rockets, which I
have modified in the following manner:-At the inferior part of the roller is the
priming; introduce two or several metallic wires, copper for instance, whose extre-
mities without being in contact are never separated, but by a very small interval
to be filled up with the fulminating substance used as priming. Instead of having
the inferior part of the rocket opened as for the ordinary rockets I close it by a thin
metal lid, pasteboard, or any other substance. Thus prepared I do the whole roller
over with a coat of caoutchouc, using for that purpose a solution of caoutchouc
with benzine or sulphuret of carbon. So the rocket becomes impervious, and can
only be kindled by the electric spark. The current penetrating by one of the
copper wires goes through the inflammable matter and vanishes by the other wire.
If then it is set on posts from distance to distance such rockets, and one of the
wires conducted to earth, the other wire being brought in contact with the wire of
the line, a rocket diversely colored will spring very high in the air, and a formidablo
report will be heard almost at the same moment, when the chief of the station will
send a current in the signals. I will terminate this account relative to the signals,
insisting particularly on the point, that in my Invention the signals are not given
by a guard of an "aiguillear," who sees nothing of what is taking place on the line,
especially in time of fog, but the chief of the station himself, who at any time,
without getting out of his office, knows all that is taking place on the way, and
also knows if several trains follow each other at the speed they ought to, and
finally knows if there is danger or not.
Signals from the Locomotive.-These siguals should be made by means of the
electric light, with which each locomotive should be furnished. Nothing could be.
casier to do. The necessary current can be produced either by moving power
(steam) acting upon a machine as that of Gramme by electricity, using the furnace
of the locomotive, which is the best source, recommendable above all by its cheap-
ness, since the furnace to produce steam already exists. The electric light so
produced should be reflected by mirrors at a very great distance, and would serve.
to light tho way far better than the actual lanterns; its color may be red backwards
and white forwards, but it must take several other colors to serve as signals. 'In
case of danger the machinist, to show that he has well seen or heard the stopping
signal, would only have to drop, especially before his electric lamp, a glass colored
yellow or violet for example.
Train in Distress-Request for Succor.-A train being in distress, the conductor
or chief of the train will only have to get near one of the small kilometric rails and
rab them twice or thrico to and fro with a pieco of metal to establish contacts and
intervals, as it is dono ordinarily once only by the train. Thus the chief of the
corresponding station is advised both of the distress and the point where succor is
to be sent. If in that case the kilometric distances are found too far, one can
establish intermediate posts of alarm where two wires would meet on one of the
telegraphic posts, and put, by means of branch wires, in communication with tho
wires of the line. The chief of the train will only have to unite with the blade of

page_text: a knife or any other piece of metal the two wires, positive and negative, above
mentioned, to signal the distress to the station by the bell ringing of the dial, and
the hubbub of the hand. The succor requested would arrivo quickly.
.Recapitulation.-On the whole, my Invention has for its object "apparatus and
new applications of electricity," and for result to prevent by electric means railway
accidents by stating mechanically within all or certain stations along the way the
march and the speed of the trains, as well as by the rational use of divers signals
which can bo made for slackening or stopping the trains.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by tho said Alphonse Augusto Dupont in the Great Seal Patent Office on
the 17th December 1880.
ALPHONSE AUGUSTE DOPONT, of 28, Orchard Place, in the Town and County of
Southampton, Minister of tho St. Julien Church. "IMPROVEMENTS IN COMMUNI-
CATING BETWEEN RAILWAY STATIONS AND TRAINS IN MOTION, IN SIGNALLING
ON RAILWAYS AND TRAINS, AND IN ELECTRICAL APPARATUS THEREFOR."
A com-
munication from abroad by Joseph Bachrich, of 96, Avenue do Clichy, Paris,
France, Doctor of Medicine and Philosophy.
Two practical objections to the working of the block system on railways are
1st. that the sections are of uniform length, notwithstanding the trains run at
different speeds, whereas the length of the sections should be in direct proportion
to the speed of the trains; and 2nd, the great expense attending the general
adoption of this system. Now if short sections are suited for slow trains they are
unsuited for express trains, which if liable to be stopped on entering each short
section could not acquire their proper speed, and if the sections are longer the fast
train may have to wait until a slow train has quitted the section ahead.
The object of this Invention is not only to supply the two advantages wanting
in all known block systems, but also to afford a means of controlling the progress
and speed of trains from the stations and capable of intervening when the ordinary
block system fails, owing to fog or snow obscuring the semaphore arms or discs.
By means of the complote control obtained by the present Invention, all risk of
accident under any such circumstances is avoided. The result is obtained in tho
following way -A train ou leaving station A makes contact with a small electrical
apparatus which rings a bell at station B. The train continuing its progress in
like manner effects contact with a series of similar apparatus placed along the lino
(say at every inile apart, for example), and thus indicates its exact position at every
sigual box and also at the next station ahead. Suppose the apparatus placed at the
first mile to have a single contact, and that placed at the nth mile to have n contacts,
the figure corresponding to that number of contacts is shown on a dial indicator,
which thus indicates the number of miles travelled by the train. The up trains

page_text: cause the Figures 1, 2, 3, 4, 5, &c., to appear in succession, while the down trains
which make the contacts in the inverse order indicate the figures 5, 4, 3, 2, 1, &c.
In order that only a single line wire uniting the wholo of the contact apparatus
and a single dial for recording the indications shall suffice, the employé by pressing
a stud on tho dial causes the figure to disappear and cleara tho dial in readiness
for the next indication. This indication may either bo that of the same or a
different train, but is easily distinguishable, as each figure must relate to the train
which last indicated the figure next higher or lower, according as it is on the up or
down line.
By comparing the times of two succeeding indications the speed of the train is
known.
I will now explain the working of the system more in detail:-On the passage
of a train the signalman blocks the line by setting a disc at danger until the
train has quitted the section. This is indicated by the dial in his box, showing
in succession the numbers corresponding to the different contact apparatus on the
line. Thus, if the section terminates at the fourth mile and the figure 4 appears,
it shows that the train has quitted the section and the line is clear.
The advantages of this system are that the signalman may block a longer or
shorter section according to the speed of the train.
Thus instead of long or short sections of invariable length, as hitherto, tho
signalman may allow a long section of, say, 4 or 5 miles, for express trains, and less
for slower trains, by section being meant the distance to be reserved between two
trains, which it is evident would not be the same for a fast followed by a slow, as
for a slow followed by a fast train.
Should the necessary interval not be maintained and a collision be imminent,
notwithstanding the block system, it is the duty of an employé at the station to
watch the progress of the train from the time it leaves the next station, and so
note its speed by means of the figures upon the dial, and thus supervise the work of
the signalman in blocking the line and also the punctuality of the drivers.
If he sees a collision to be imminent, he has only to send a current along the
line, which rings a bell in each signal box, and calls attention to a figure on the
dial which indicates the point of danger.
In case of urgency all the trains between the two stations might be stopped.
without the intervention of the signalmen by signalling direct to the engine drivers,
as hereinafter explained.
The batteries being at the stations can be easily kept in order, whereas if placed
in the signal boxes, as usual, they are liablo to be put out of order by frost.
The Invention consists, first, in indicating at railway stations the exact position
of trains on the line and the speed at which they are travelling; 2nd, in providing
station masters with the means of transmitting to the engine drivers the necessary
orders to slacken speed or stop in case of need; 3rd, in enabling drivers to signal to
the stations that the orders have been received and acted on; 4th,in notifying to all
trains while in motion the fact of there being another train upon the section of the
line which it is approaching, the speed at which it is travelling, the spot where it
should be found, and the time which has elapsed since it entered upon the section.
This system of controlling trains from stations and by each other constitutes in
the first case an important innovation, and in the second case an improvement on
the present block system. Moreover, by means of the Invention (a) the engine
drivers are informed of the speed at which they are travelling, and can thas judge
whether it is necessary to quicken or slacken speed; (b) passengers or trains in
distress can signal for assistance from any spot where they may happen to be by
indicating the precise position of the accident; (c) an effective supervision is
obtained in foggy weather, which is unattainable on the present block system;
(d) the approach of trains is indicated to gato keepers at level crossings in a
simpler and more economical manner than has hitherto been possible; (e) obstructions
placed on the line can be readily perceived by tho aid of the electric light on the
locomotive.

page_text: ELECTRIC CONTACT APPARATUS..
I place in close proximity to the line at suitable distances apart, say at every
mile or two miles, for example, a small contact apparatus of any suitable form and
arrangement, which may be placed vertically or horizontally, and may be operated
either by a signalman or by being struck by a projection on the train, so as to effect
at the stations and at every signal box along the line as many contacts as the train
has travelled miles. Among the many arrangements which I may employ for this
purpose I will describe one to serve as an example, which is illustrated in Figures 1
and 2 of the accompanying Drawings. This contact apparatus' comprises a lever
arrangement A, A, A, which is oscillated on a centre A' by hand or by being struck
by a projection on the engine, and carries round with it the drum H, to which is
attached a chain K for raising piston P in pneumatic cylinder X having a valve S.
On the return movement, produced by the slow descent of weighted piston P, the
lever B, by its spring pawl R, engages with a ratchet wheel D, and carries round
the contact wheel E. When lever A, A, is moved in the opposite direction; the
lever C similarly, carries round drum H, and on its return, by means of another
spring pawl R, engages with ratchet wheel F, whose teeth are oppositely inclined,
thus carrying round contact. wheel G; T, T, framing. This apparatus is applicable
both for single and double lines. The periphery of each contact wheel E and G is
divided into 4 parts, each provided with a group of as many teeth as there are
contacts to be made by that particular apparatus, which if placed at the first milo
would havo 1 contact, at the second mile two contacts, and so on. A contact
spring, not shown, connected with the earth wiro makes contact with the teeth of
each wheel, which is in electrical connection with the line wire, whereby the circuit
is closed and broken as many times as there are contact teeth in each group of the
contact wheel, and the corresponding indications are made at the stations, &c., as
hereafter described.
:
When a train passes the spring arm or projection on the engine strikes the
lever A, carries it round a quarter of a circlo, and with it the drum H. After the
locomotive has passed, the weight P returns the lever and drum to their former
position, and carries round one of the contact wheels. In order that 'the electrical
contact may not be made too rapidly, the counterweight moves as a piston in the
pneumatic cylinder, from which it can displaco the air but slowly. The apparatus
above described serves both for up and down trains, the action being the same in
whichever direction the lever A is struck and oscillated. If proferred the lever A
may be oscillated whenever a train passes by an attendant signalman instead of
being struck by the locomotive.
Each contact apparatus has a distinctive number corresponding to its distance
from the initial station, by looking at which the driver can estimate his speed and
regulate it accordingly.
Similar contact apparatus may also be provided at stations, but the number of
contacts which they make should be higher than that of all the apparatus placed
upon the line, say 50 for example, or in these station apparatus a single contact of
long duration may be made instead. In this case an alaram connected with the
line wire is automatically sounded whenever a train leaves the next station, and as
the train thus notifies its own departure telegraphing from station to station is
rendered unnecessary. This single contact apparatus would also serve for level
crossings. By placing it, say 2 miles, in advance of said crossing the gate keeper
would be warned on the approach of a train and so stop the traffic across the line.
A local battery and wire would be required when the apparatus is used for this
purpose..

page_text: previously described. As the wheel advances a hand indicates upon a dial the
number of contacts made, which is also indicated by a corresponding number of
bell signals. For example, at the fifth mile the hand passes successively over the
figures 1, 2, 3, 4, and 5, and the bell sounds 5 times. The hand is then returned
to zero by pressing upon a knob in connection with a clockwork movement similar
to that employed in ordinary dial telegraph apparatus. A single dial is sufficient
for a single or double line. At points and crossings a contact apparatus having a
distinctive number of contacts should be placed.
Where but one dial is used for the up and down lines the contact apparatus of
each would be connected with the same line wire. The figures indicated on the
dial follow an ascending order for the up trains and a descending one for the down
trains, thus avoiding all corfusion, and no train can indicate any figure without
having previously indicated the one immediately preceding, so that if a figure is
indicated which does not follow that proviously indicated it shows that a train has
got on the wrong line, which may be further verified by the indicator pointing to
a figure corresponding to the contact apparatus placed at the points of a branch.
TABULAR RECORD.
A blackboard: may be employed on which to record the time elapsed between the
several indications on the dial in hours and minutes, or an apparatus such as that
shown in Figure 5 may be employed. Upon a hollow base of insulating material G
is fixed a brass plate H, having as many horizontal slots as the maximum number
of trains on the line at any one time, in each of which slots slides a small metallic
button I, capped with ebonite, bearing the number of the train to which it
corresponds. In order to readily distinguish the up from the down trains these
buttons may be differently colored. The plate H is graduated to represent miles.
To enable the public and station employés to see for themselves the position of
all trains in motion upon the line, and constantly check the vigilance of the porson
who keeps the record, the record apparatus in question may be in electric com-
munication with an indicator placed inside the station. For this purpose the
button provided at back with a spring contact i, which makes contact with
the teeth of rack bar J, said teeth corresponding to the graduations of the front
plate. This indicator is represented in Figure 6, and comprises as many apparatus
as there are racks in the recorder, Figure 5, each spring contact operating one
apparatus. The apparatus are arranged side by side, and enclosed in a case with
glazed openings, at which are presented the figures indicating the number of miles
travelled. Each of these apparatus is composed of an electro-magnet K with
armature, a toothed wheel, click, and numbered dial, and each time contact is made
with the tooth of the rack, Figure 5, the current passes, the armature is attracted,
the wheel advanced one tooth, and another figure of the dial exhibited.
SIGNALS TO BE MADE PROM STATIONS IN CASE OF DANGER.
If a collision appears imminent it should be possible to stop by signal from the
station either the two trains about to collido or all the trains travelling between
the two stations. In the one case the station employé communicates electrically
with the sigualman nearest to the trains in danger of collision in order that they
may at once warn the trains by means of a danger signal, such as a navy rocket.
In the other case the signals may be of various kinds, and I will proceed to
describe some arrangements which offer especial advantages as regards simplicity
and efficiency.
Electric Flares. The electric flare is composed of deal shavings dipped in resin,
tar, pitch, napthaline, or other easily inflammable substance, and then dusted over
with a mixture of meal powder, saltpetre, gunpowder, sulphur, nitrate of strontian,
and charcoal. This composition is placed in a kind of grate, and the line wires are
so adjusted as to ensure the ignition of the signal by the electric spark. The light

page_text: would be red if a salt of strontian be used; green, if a salt of baryta be used &c.
The flare gives a brilliant light, and burns for some considerable time.
Another kind of signal consists of an electric disc in connection with an oscillating
lever of metal or wood, an electro-magnet with armature, and a metal disc colored
on the two sides, say, red, for example. According to the movement to be given
to the lever arm the armature or soft iron plate may be placed either above, below,
or at one side of it, but in all casos as near the pivot as possible, or preferably it
may itself form tho short arm of said lever. The electro-magnet is enclosed in a
case to protect it from the weather, and the colored metallic disc is mounted upon
the end of the long arm of the lover, and above it is placed a hood. In its normal
position the disc is concealed between two fixed metal plates colored white or grey,
and provided with grooves to guide the lover in its movement. On the passage of
the current the electro-magnet attracts the armature, thereby raising the signal
disc. Immediately the current coases the signal fails to its original position.
Electric Rockets.-These consist of the ordinary navy rockets modified in the
following manner:-A fuse of cotton impregnated with powder is placed in the
interior of the cylinder with its upper end inserted in the detonating charge, and
its lower ond between the ends of the two electric wires. The midportion of the
fuse is covered with a mixture of gum and powder, which is retained in position
by slightly choking the case. The electric wires introduced at the lower end of
the case penetrate the mixture of gum and powder, and aro thon bent back and
laid as close as possible alongside the fuse. The bottom end of the cylinder is then
closed by a cap of thin metal, pasteboard, or other material, after which the whole
is coated with indiarubber (solution of indiarubber in benzine or bisulphide of
carbon), gum resin, varnish, &c., so as to render it waterproof. By sending a
current from a Rhumkorff coil through the signal wire to the rocket it explodes
with a loud detonation and bright light, furnishing a signal of great power.
Locomotive Signals. For these the electric light is used, every locomotive being
provided therewith, the current being produced either by applying the steam to
drive a Gramme or other machine, or by thermo-electricity by utilising the loco-
motive furnace, which would be less expensive. The electric light thus produced
would bo reflected along the line some distance ahead, and also enable engine
drivers to distinguish at night time the numbers placed on all the contact apparatus.
The light may show red backwards and white forwards, but in order to serve as a
signal it should bo of different colors, and capable of being projected to one side or
the other, or upwards, according to the combination adopted.
COMMUNICATING BETWEEN PASSENGERS AND GUARD OR DRIVER.
By means of contact apparatus similar to that before described the passengers
can communicate with the employés at the two ends of the train. For this
purposes it is simply necessary in making up a train to place a single contact
apparatus at the top of the first carriage, an apparatus with two contacts upon the
second carriage, and so on. The contact apparatus are operated by rods traversing
the compartments of the carriage, and connected to a rod extending lengthwise
thereof.
In order to signal to the guard or driver, the passenger pulls down the rod in
his compartment, thereby operating the contact apparatus on the carriage and
transmitting a signal to the guard's van, the carriage from which the signal
proceeded being indicated by a figure on the dial of an apparatus in the guard's
van similar to that in use at the stations. If, after ascertaining the cause of the
signal, the guard should deem it necessary to stop the train, he would himself again
pull down the rod in such manner as to give a special signal recognizable by the
driver. A speaking tube may also be fixed on each carriage capable of being
coupled with tho tubes of adjoining carriages, either by flexible tubes or otherwise

page_text: cylinder (which should be sufficiently large to serve as a support) is capable of
containing enough air to retard the descent of the lever during a period of from
5 to 10 minutes, or even longer if necessary, the position of the red, green, or
yellow disc will show the time which has elapsed since the passing of the previous
train, and this time may be accurately indicated by attaching to the cylinder a
metallic arc graduated in minutes and seconds. The electrical contacts, which are
also made by the movement of this lever as first herein described, require to bo
effected during the first 5, 10 or 15 seconds after the lever commences to fall, and
not during the whole or 10 minutes occupied in its descent, and the contact
wheels therefore have their contacts suitably disposed accordingly.
Having described the nature of the said Invention and the manner of performing
the same, I declare that what I claim as the Invention to be protected by the
hereinbefore in part recited Letters Patent is,―
1st. The application and employment of a system of electrical contact apparatus
constructed and operating substantially as horein shown and described, placed at
regular intervals along the line and in electrical connection with dial indicators at
the stations, constructed and operated as described for indicating the position and
speed of trains, as herein described.
2nd. The system of transmitting signals from stations for stopping trains in cases
of emergency, together with the means employed therefor, as described.
3rd. The production and employment of the electric light upon locomotives sub-
stantially as herein described, for signalling by differently colored beams of light
projected in different directions, as and for the purpose described.
4th. The application and employment of the contact and other electrical
apparatus described in combination with a number of lovers and differently colored
discs operated by trains running at different speeds, substantially as aud for the
purpose herein specified.
5th. The application and employment in combination with the contact apparatus
described of the arrangement of Hughes' electro magnets and other apparatus in
connection therewith for obtaining an automatic block system, substantially as
specified.
6th. The application and employment of the recording apparatus herein shown
and described, and the combination therewith of the electrical indicator apparatus
for stations operated from the recording apparatus, substantially as and for the
purpose specified.
7th. The application and employment of electrical contact apparatus constructed
as herein described for communicating between passengers, guards, and drivers of
trains, as specified.
8th. The application and employment of single contact electric apparatus in
connection with level crossings as described.
In witness whereof, I, the said Alphonse Auguste Dupont, have hereunto set
my hand and seal, this Fifteenth day of December. A.D. 1880.