Improvements in Automatic Electric Block-signal Systems for Railways.
Year: 1898

page_text: Date of Application, 21st June, 1898-Accepted, 23rd July, 1898
COMPLETE SPECIFICATION.
Improvements in Automatic Electric Block-signal Systems for
Railways.
I, LOUIS CHARLES WERNER, of 615, West Chestnut Street, Louisville, County of
Jefferson, and State of Kentucky, United States of America, Manufacturer, 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 electric block-signal systems for railways, and it has for
its main object the provision of an automatic electric-sigual system of this typė by
means of which when a train or vehicle is about to leave a block a signal will be
transmitted to the engineer in the cab if the block in advance of him is not
clear.
Another important object of the invention is to provide, in connection with a.
block-signal system such as that described, track instruments in the form of electrical
recorders having means for registering the passage of each train on to a block. In
this system a series of these recorders will be provided, one for each block of a
double-track road; and it is one of the principal objects of this invention to furnish
a recorder that will not only indicate the passage of each train over a block, but will
also show whether an engineer has entered a block prematurely with his train after
receiving a signal showing the presence of another train on such block in advance of
him.
The track instrument which I prefer to employ for this purpose will be contained
within a closed casing at the side of the road-bed and electrically connected with the
tracks and located in a suitable position. In this instance it will contain a recording-
tape, which may be advanced in any suitable manner and upon which records may
be made by suitable recording devices, one such device being provided for the purpose
of registering the proper passage of each train on to the block, and a second
recording device for registering the premature passage of a train on to the block after
the engineer has received a warning-signal showing the track ahead blocked.
In general it is my object to provide a safety signal system in which, when there is
danger ahead, no matter in what form, a closed circuit will be formed and a signal
transmitted to the cab of the engine so as to warn the engineer. With this purpose
in view I have illustrated herein the manner in which my system may be adapted
for use in connection with different varieties of interfering tracks-such as switches,
crossovers, and overlapping parallel tracks--the essential feature of this portion of my
invention being to connect the interfering-tracks in such a manner that all of the
track-sections will form a common block each track of which will transmit a signal
showing that it is blocked when a circuit is closed from any one of the tracks of such
block. This feature of my invention I deem of especial importance,
especially in its application to sidings or switches and to points where independent
roads cross each other.
common
Another feature of my automatic safety system is the provision, in connection with
switches, draw-bridges, and other dangerous points, of automatic electric circuit-
closers, by means of which a circuit will be closed at the track and a signal trans-

page_text: mitted to the engineer of an approaching train when any section of the track-system
is shifted from its normal position-as, for example, when a switch is thrown to open
the siding and to close the main line, or when the draw of a bridge is moved from its
normal position, or when the road-bed is rendered unsafe by sagging, as, for instance,
when there is a washout at a culvert or trestle-work.
In the drawings accompanying and forming part of this Specification, Figures 1, 2,
and 3 are diagrammatic views of different sections of a double-track railway,
illustrating my automatic block-signal system applied thereto and also showing, in con-
nection therewith, various safety features, herein before alluded to, for protecting the
several tracks at switches, bridges, &c. Fig. 4 is an enlarged detail plan illustrating,
in connection with a portion of the track at the beginning of a block, a track-
instrument in the form of an electrical recorder for registering the entrance of
successive trains into a block. Fig. 5 is a detail illustrating a section of a
recording-tape on which such movements of the trains are registered. Fig. 6 is a
detail sectional side elevation of a track and vehicle illustrating a modification of my
invention for use in connection with a single-track road, and will be hereinafter
described. Fig. 7 is a sectional plan of the same. Fig. 8 is an enlarged plan view of
a portion of the bridge and draw shown in Fig. 1 and illustrates an automatic switch
for closing the circuit at the bridge when the draw is open. Fig. 9 is a similar view
of the automatic electric switch for the track-switch shown at the left in Fig. 3.
Fig. 10 illustrates, in side elevation, a modification of my invention, showing auto-
matic switches for closing the track-circuits at opposite ends of a track-section at a
culvert when there is a washout. Fig. 11 is a sectional plan illustrating a modification
of the signaling device upon a train or vehicle as adapted for use in connection with
a single-track road; and Fig. 12 is an enlarged detail, in elevation, illustrating the
signaling device shown in Fig. 2 at the highway-crossing.
Similar characters designate like parts in all the figures of the drawings.
Referring first to Figs. 1, 2, and 3, I have illustrated three sections of a double-
track railway embodying my automatic block-signal system, » designating one of the
rails of each track, it being in this case a continuous rail or conductor, while rl
represents the other rail of the track and is in the nature of a sectional rail forming
insulated blocks. However, it should be understood that the ends of the block-rails
of each section may be insulated from each other in any desired manner.
At the end of each block-rail 1 I have illustrated herein at least one sectional
conductor, which may be a short conducting-wire, such as c, located between the
rails of the track at one side of the center thereof and preferably, in a double-track
construction, near the outer rail, this sectional conductor being in each instance
electrically connected with the block-rail of the block in advance of it, as by
means of the connecting-wire 2, shown in said figures. This sectional conductor is
in position to permit a traveling contact-maker carried by a vehicle or train moving
along the track to make contact therewith and close a circuit to a signaling device
on such vehicle to indicate to the engineer at the entrance of each block whether
there is danger ahead. This contact-maker is indicated in Fig. 2 by t and is
electrically connected with the return circuit, through the rail r, by the axles or
wheels of the vehicle in the usual manner, the circuit of the vehicle including therein
a signaling device, such as i, and preferably a battery, as b.
It will be obvious that when the contact-maker t travels over the sectional con-
ductor c at the end of the block, a circuit thereto will be closed from the block in
advance of the train, if there a train on the preceding block, or such an obstruction
as will close the circuit at the track by bridging the rails and r'. Hence it will be
seen that at the end of each block the engineer of the train will be notified if there
is danger ahead, by the transmission of a signal to the signaling device in his cab,
this device being in the present case a single-stroke bell or gong which will give an
audible signal. As hereinbefore stated, I employ, in connection with the block-
signaling system just described, electrical recorders, so located and connected as to
record, preferably on a moving tape, the passage of each vehicle or train on to a block,
these recorders being so constructed as to register the improper or premature entrance

page_text: of a train into a block after it has received a signal warning it that such block is not
clear. One of these recorders should be employed for each block on the road, and
each should, of course, operate independently of the other.
The recorder which I prefer to employ in connection with my system is illustrated,
on a large scale, in detail in Fig. 4, and embodies as its essential elements two
recording devices operative by electromagnets controlled by the passage of trains,
one of these devices operating to record the proper passage of the vehicle and the
other the improper passage of a train or running of the engineer past the signal, a
recording-tape and feeding means therefor being also contained within the casing,
within which I deem it advisable to inclose the working parts of this track-instrument.
The recorder is designated in a general way by R, and the casing by C. Within this
casing I have illustrated two electromagnets e and e¹, the former of which is the
primary electromagnet, and the latter the auxiliary one, they controlling, respec-
tively, primary and auxiliary recording devices, (designated in a general way by m
and m¹). The primary electromagnet of each electrical recorder is, in this case, in
circuit with the two rails and 1 of its block, and the circuit will usually include
a source of electrical energy, such as a battery 5, located within the casing C. As
there is but one break in the circuit to the electromagnet e, and this at the track, it
will be obvious that on each passage of a train on to the block with which such
recorder is connected the track-rails will be bridged and the circuit at the track
closed, thus causing the energization of the electromagnet e and the operation of the
recording device m.
This recording device comprises as its essential features, in the construction
herein shown, an angle-lever one
arm 6 of which carries the armature 7 of the
electromagnet, and also a switch 8, the function of which will be hereinafter
described, while the other arm of the angle-lever (designated by 9) carries the
recording member proper, which in this case is in the nature of a puncturing or
perforating member 10, preferably having a sharp point. The usual spring 12 will
be employed for retracting the armature of the electromagnet after the latter is
de-energized, and this may be controlled by an adjusting device 13. The construction
of the auxiliary recording device m¹ is substantially similar to that of the primary
recording device m, except that the arm 91 thereof is slightly longer than the arın 9,
and the puncturing member 10¹ is set slightly to one side of that shown at 10, so
that the two puncturing-points will perforate the tape (shown in Fig. 4) at different
points in the width of the tape, and also at different points in the length thereof;
but it will be noticed that the puncturing members are located in fixed positions
relatively to each other, and hence the punctures in the tape will have a correspond-
ing relation. The other parts of the recording device m¹, not referred to specifically
herein, are designated by the corresponding numerals of the same parts of the
recording device m, appropriate prime marks being employed in connection
therewith.
Any suitable means may be employed for limiting the retracting movements of the
arms 9 and 9¹, a half-link being shown at 14 for this purpose. All of these parts are
suitably mounted within the casing C, two supports being shown at 20 and 21,
respectively, on which the several operative parts just described are carried.
The circuit by means of which the running of a train past the warning-signal is
recorded is not closed directly through the rails rl by the wheels and axles of the
train, but by the passage of the contact-maker t of the train over a sectional con-
ductor c¹, corresponding to that shown at c for each block, but located slightly in
advance of the latter and preferably at the point of junction of two adjacent blocks.
This sectional conductor is connected in this case directly to the electromagnet e¹ by
means of a conductor 25, and the opposite side of the circuit, which is connected.to
the continuous rail r, has a second break therein controlled by the switch 8 of the
primary electromagnet e¹. This will be evident by reference to Fig. 4, in which two
contacte 26 and 27 are shown, the former of which is connected with the electro-
magnet el, while the latter is connected with the rail by means of a conductor 28.
When the block is clear, the armature 7 will not be attracted by the electromagnet e,

page_text: and hence there will be a break in the circuit to the secondary electromagnet el, not
only at the track but also a second break at the contacts 26 and 27; but when the
armature 7 is attracted the switch 8, spanning the contacts 26 and 27, closes this
second break and thereby permits the making of a circuit through battery b by the
bridging of the rail r¹ and the conductor c¹, in case an engineer should run past the
signal with his train while there is another train ahead of him on the block.
It will be obvious, therefore, that the secondary recording device cannot be
actuated unless the circuit of the primary recording device is closed, and that the
operation of the secondary recording device is dependent upon the prior operation of
the primary recording device, thus assuring the proper operation of the several parts
of this track instrument.
For the purpose of recording the action of the devices 10 and 10¹ I prefer to
employ a traveling tape, (designated in a general way by T,) which may be mounted
upon a carrier-reel 30 within the casing C and fed forward by means of a feed-reel 31
near the other end of said casing. Between these two reels the tape may be guided
by means of a guide-roll 32, over which said tape passes between parallel guides 20¹
and 21', forming parts of the supports 20 and 21. These parallel guides have
registering-perforations or clearance-spaces in alinement with the respective
puncturing devices 10 and 10¹, in order to permit the latter to pass freely through
the tape when operated.
In the construction shown the only function of the recording device m¹ is to
puncture the tape T, but the recording device m not only serves to record indications
on the said tape but also to feed the latter forward one step at a time on each
energization of the electromagnet e. The connections shown herein for effecting this
feed movement comprise a ratchet-wheel 35, secured to the spindle 36 of the feed-
wheel 31, an arm 37, loosely mounted on said spindle and carrying at its end a feed-
pawl 38, and a connecting-rod 39, joining said arm and the arm 6,
being obvious
that the feed movement does not take place until the electromagnet e is de-energized
and the arm 6 retracted by the spring 12. A spring-pressed stop-pawl, such as 40,
may be employed for holding the ratchet-wheel against return movement.
While I have described the actuation of the recording-tape as being accomplished,
in this instance, by connections from the armature of the electromagnet e, I do not
limit myself to the construction illustrated, but may make use of any feeding means
or clock-work for advancing said tape.
It will be clear, now, that if the engineer runs on to a block of the railway pre-
maturely three circuits will be closed before he passes by the entrance to the block,
the first of these being the circuit closed by the bridging of the track-rails by the
train ahead of him, the second being the circuit closed by the contact-maker t of his
own train traveling over the sectional conductor c, which will, of course, ring the
gong and warn him that the section in advance of him is blocked, while the third
i
is the circuit completed by the passage of the contact-maker t of his own train over
the sectional conductor c¹, all of which will be clear by reference to the drawings.
In the construction shown herein it will be noticed that each train or vehicle
carries thereon not only a signal device or bell but also a battery b, which constitutes
a source of energy for operating said bell to receive the warning-signal and also to
energize the electro magnet of the auxiliary recording device to operate the latter.
I have herein before referred to that feature of my invention which has for its
object the protection of the blocks of a single or double track line from collision
with vehicles moving or standing upon interfering track-sections; and in Figs. 1, 2,
and 3 I have shown the application of this feature of the invention for protecting
several varieties of interfering-tracks.
In Fig. 1 the tracks of the double-track railway overlap and run parallel with each
other across a bridge, (designated in a general way by B,) the two sets of rails
and r¹ being connected, as shown in Fig. 1, by bond-wires 45, in such a manner that
the two sections of the two tracks at this point are electrically connected to form
parts of a common block the circuit of which is normally open at the track and will
be closed by the presence of a vehicle on either track,

page_text: It will be obvious that if a train is on one of these tracks of the bridge such fact will
be signaled to an approaching train or trains on adjacent blocks, whether such trains
be on the same track or different tracks, thus completely protecting all approaches to
the bridge.
In Fig. 2 I have illustrated the application of this feature of the invention to an
intersection or crossover at the juncture of two double-track roads. In this case all of
the rails of the different tracks at the juncture are preferably insulated from one
another, as indicated at 46, and the adjacent blocks of all of the tracks are electrically
connected with one another to form a common block. The bond-wires, which I prefer
to employ for this purpose, are illustrated at 47, 47, 48, 48¹, 49, 49¹, 50, and 50¹, the
conductor 471 being connected to conductors 49¹ and 50¹, the conductor 47 to the
conductors 49 and 50, the conductor 48 to conductors 49 and 50, and the conductor
481 to the conductor 491 and 50¹. By means of these cross-connections I am enabled
to electrically connect all of the blocks adjacent to the juncture with one another in
such a manner as to form a normally open circuit for all of said blocks; but when a
train is on any one of the blocks adjacent to this junction a circuit will be closed
which will include all of the eight adjacent blocks, and the engineers of all trains
approaching the crossing from the next adjacent block in any direction will be warned
by their signal-bells i of the presence of the train ahead;
In Fig. 3 I have illustrated the application of this feature to a single track having
a siding. As is well known cars are sometimes left standing on the side track in such
positions that one of the ends thereof projects over, or too close to, the main track of
the road, and this causes what are known as "side-wiping" collisions when a train
passes by on the main track. In order to prevent this, the siding, the rails of which
are designated by s and s', is divided into sections in substantially the same manner
as is the main track in forming the block-sections, the end sections of this siding
being of such length that if the end of a car is in position to interfere with the main
track the inner rail of the siding and the end section of the outer rail will be
bridged by the wheels and axles of the car.
The
It will be evident that if a car is on the central section of the siding there will no
danger of collision with a train on the main line. In order to warn the engineer of
an approaching train that a car on a siding projects over the main track, the rails r
and of the main track are divided into insulated sections at the points of inter-
section with the siding, as shown in Fig. 3, and the inner sections of these rails are
connected with adjacent blocks, by means of bond-wires 150; 150¹, 151, and 151¹,
to form continuous conductors which will be included in a common block.
inner rails of the siding is connected with the rail of the main track by a bond-
wire 52, and the end sections of the outer rail 81 of the siding and the adjacent
block-rails of the main track are also bonded by means of wires 53 and 53¹, so that
all of the interfering rails of the two tracks are connected in a common block. As
cars standing, or moving, on the central section of the siding will not interfere with
the operation of the main line it will be apparent that it need not be included in said
block; but if a car is on one of the end sections of the siding the circuit of the
common block will be closed, and the connections illustrated will permit the trans-
mission of a signal to the engineer of a train on the adjacent block at either end of
the switch.
Reference has been made hereinbefore to the employment, in connection with my
block-signal system, of safety devices, in the form of automatic electric switches or
circuit-closers, for closing the circuit at the track on the shifting of a track-section
from its normal position, the switches being used for the purpose of closing the
circuits of approaching trains to warn engineers and prevent derailment of the train,
and similar accidents, by such shifting of the track.
In Fig. 8 I have illustrated in detail the device that I prefer to employ in
connection with the draw-bridge shown in Fig. 1. In this case the draw is a
horizontally-swinging one and carries a boss 61, with which a resilient contact-
arm 60 on the fixed portion of the bridge is adapted to co-operate. The contact-
arm 60 has a boss 60¹, corresponding to that shown at 61 and normally engaging

page_text: therewith for the purpose of holding the switch-arm off from the contact 62, through
which it is adapted to close a circuit at the tracks on the swinging of the draw away
from its normal position. The contact 62 is connected with a conductor 63, which
in turn is secured to the outer or block rails of the two tracks crossing the bridge.
In a similar manner the switch-arm 60 is electrically connected to a conductor 64,
joining the inner or continuous rails of these tracks.
It will be clear, now, that on the opening of the draw the switch-arm will be
released and will close the circuit at both tracks, thus assuring the transmission of a
signal to the engineer of a train approaching on either track. The sections of each
rail crossing the bridge are discontinuous and will be electrically connected, in some
suitable manner, when the draw is closed, a yielding switch-arm 65 and contact 66
being shown herein for making the proper connections at such time.
It will be obvious that the devices employed at the opposite end of the draw are
substantially the same as those shown in Figure 8.
In Fig. 9 I have illustrated the manner in which the main line may be protected
when the siding is open, this view being a detail of the device illustrated at the left-
hand end of the siding shown in Fig. 3.
Any suitable means may be employed for throwing the movable rail at Fig. 9,
but I have illustrated herein a switch-rod 67, connected to said rail and also having
secured thereto at the outer end thereof a link 68, which in turn is pivotally
connected to a crank-arm 69, secured to a shaft. 70, journaled in suitable bearings
and having fixed thereto an operating lever 71. In the position shown the link 68
and crank 69 are on the dead-center, and they will be also on the dead-center for the
opposite extreme position.
A yielding contact-arm 72 is secured to the switch-arm 67 and moves therewith
and is adapted to be carried on to a fixed contact 73 when the movable rails are
shifted to open the siding. The fixed contact is connected, by a conductor 74, to the
bond-wire 151, and the circuit-closing contact-arm is similarly connected, by means
of a conductor 75, to the sectional rail of the next adjacent block, so that on the
opening of the siding a circuit at the track will be closed, which will permit the
warning of the engineer in the cab of an approaching train in the manner herein-
before specified. As the switch-throwing and electrical switch devices at the opposite
end of the siding (shown in Fig. 3) are substantially similar to those just described
a detailed description of the same will not be necessary.
In Fig. 10 I have illustrated the manner in which a circuit may be closed at
opposite ends of a track-section at a culvert, in case of a washout. In this view two
counterweighted switch-arms are shown at 80 and 80¹, respectively, these preferably
being pivoted to the ties and connected by means of a wire 81 on which weights are
strung in any desired manner. In this case the weights 83 are carried by pointed
rods 84, having eyes at their upper ends through which the wire 81 passes, the
pointed ends of the rods being driven into the earth to maintain the weight and rod
in their normal position. The switch-arms 80 and 80¹ co-operate with fixed
contacts 82 and 821, the fixed contacts being in electrical connection with one of the
track-rails and the switch-arms with the other.
It will be obvious, now, in case this section of the track sinks, by reason of a
washout, the weights 83 will cause the making of the track-circuits at opposite ends
of said section, and thus permit the transmission of the usual warning to an
approaching train, the tension on the wire, due to the pull of the weights when the
track sinks, being sufficient to operate the circuit-closers 80 and 80¹.
In Figs. 6 and 7 I have illustrated a modification of my invention, which may be
employed in connection with a single-track road. In these views two sectional
conductors c and c¹¹ are shown, and these are connected alternately with the block-
rails at the beginning and at the end of each block, they being located at opposite
sides of the center of the track so as to co-operate, respectively, with two contact-
makers t and t¹, carried by a vehicle movable along the track. It will be clear by
reference to these views that the contact-maker t will make traveling contact with
the sectional conductor c and receive indications from the block in advance of it when
w

page_text: the vehicle is moving in the direction indicated by the arrow, while if the train is
noving in the opposite direction the contact-maker will make traveling contact
with the conductor c". These contact-makers carry automatic circuit-closers,
(designated, respectively, by 85 and 85',) which are positioned so as to co-operate
with fixed contacts 86 and 86¹ to close a circuit to the signaling device or bell i
alternately, according to the direction of movement of the train. When the train is
moving toward the left as seen in Fig. 6, the switch-arm 85, when on conductor
held against the fixed contact 86 to close the circuit of the bell through
conductor 87, while when, the train moves in the opposite direction the switch-arm 85¹
is brought into engagement with contact 86¹ to close the circuit through the
conductor 87¹
C,
is
It will be noticed that when either of these switch-arms closes the circuit the
contact-maker of the other, in passing over the sectional conductors at the other side
of the track, will hold the switch-arm which it carries away from its co-operating
contact-terminal and prevent the closing of the circuit. Both contact-makers, when
not in engagement with the sectional conductors, will, in the construction shown, be
freely suspended, and both circuits through the bell will be broken.
In Fig. 11 I have illustrated a modification of the invention, in which the
contact-inakers t and t¹ are connected directly with a pair of signaling devices i and i¹,
the return conductors of which are preferably connected to an axle of one of the
trucks, separate batteries b-b¹ being employed for these bells, which should, of
course, be of the "single-stroke" type and preferably will have different tones, so
that the engineer can distinguish which bell is struck when he receives a warning-
signal. Two bells are employed for the purpose of enabling the engineer to receive
indications not only from the block in advance of him as his train goes on to such
block, but also from the block behind him as he goes off from such block, one
giving a signal from the block ahead and the other a signal from the block in
the rear.
It will be apparent that both in the construction shown in Figs. 6 and 7 and in
that shown in Fig. 11 the contact-makers, which are located, respectively, in advance
of the forward axle of the pilot truck and in the rear of the rear axle of the tender,
are so positioned as to permit them to operate properly, whether the engine is running
forward or backward on a single track.
In Fig. 12 I have illustrated in detail the construction of the device illustrated
diagrammatically in Fig. 2 for giving warning of the approach of a train toward a
highway or grade-crossing. This device will preferably be mounted upon a suitable
mast and controlled by the circuit from a long sectional conductor cli, with which
the contact-maker t is adapted to make traveling contact.
In the construction shown a conductor 90 connects a solenoid S with the sectional
conductor c111 while the wire 91 connects the other terminal of the solenoid with the
block-rail +1. The core 92 of the solenoid is, in this construction, connected to
one arm 93 of an angle-lever pivotally mounted in a suitable casing S¹ on top of the
mast M, the other arm 931 having at its end a switch member 94, adapted to bridge
a pair of contacts 95 and 95¹, controlling a local circuit including a battery 6" and a
bell 11. At the outer end thereof the arm 93 carries a segmental gear 96, which
meshes with a corresponding segment 97, secured to a double semaphore-arm or
stop-board 98, which, when the solenoid is energized, will be thrown to a horizontal
position to indicate danger, and when the solenoid is deenergized will assume the.
position shown in Fig. 12.
In order to provide for night-work, I bave illustrated a bracket 99, adapted to carry
a pair of lamps L and L', the former of which has a red light and the latter a white
light. These lanterns are so positioned that the two blades of the double semaphore-
arm 98 will be at opposite sides of the lanterns. When the semaphore is in its clear
position, it will hide the red light and show the white light, while in the danger or
horizontal position said semaphore will hide the white light and show the red light..
The bell (illustrated in this figure) is a vibratory one adapted to ring continuously
when the circuit thereto is closed.

page_text: The operation of the system herein before described will be obvious: Each train
will, on entering a block, close a track-circuit by the travel of its contact-maker over
the proper sectional conductor c, and a circuit will be completed from the battery
on the train, which will cause the sounding of a stroke on the bell if there is another
train on the block in advance of it, and the engineer will be warned of the presence of
such preceding train. Immediately on the passage of each train on to a block a circuit
will be closed by the bridging of the track-rails and r¹ the circuit being from battery
5 to the electromagnet e, conductor 23 to conductor 28, to rail r, to rail r, and back by
way of conductor 24 to battery. The energization of the electromagnet e causes the
operation of the recording device m and the puncturing of the tape T to indicate
the passage of the train. If the engineer, after receiving warning of the presence
of a train on the block in advance of him, persists in running on to such block, a
circuit will be closed from battery b to the contact-maker t, sectional conductor c,
conductor 25, electromagnet el conductor 281, contacts 26 and 27, (which are then
bridged by the switch 8,) conductor 28, rail r, and axles of the vehicle, back through
the electromagnet of the bell i to the battery, the energization of the
electromagnet e¹ causing the making of a record on the tape T at one side of that
made by the recording device m.
The operation of the various safety devices for protecting the block system has
been fully described herein. In connection with these safety devices, however, it
should be stated that when a warning has been received by the engineer of danger
ahead, by closure of the circuit at the track, the nature of the danger may be indi-
cated, if desired, by varying the number of breaks in the circuit. In Fig. 2, for
instance, the engineer receives, at the entrance to each block, a warning-signal of
two strokes, by reason of the travel of a contact-maker over the successive sectional
conductors c and c¹, while at the approach to the highway-crossing he receives a
signal made up of three strokes of the bell, due to the travel of the contact-maker
over sectional conductors c, c¹, and c¹¹¹. Obviously, this method may be applied to
the approaches to bridges, railroad-crossings, &c. in the same manner, to indicate the
nature of the danger ahead.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what I
claim is
1. In an automatic electric block-signal system, the combination, with a track
having a sectional conductor forming insulated blocks, of a vehicle movable along
said track; a primary electrical register controlled by a block-circuit; and a
separately-operative secondary electrical register controlled conjointly by the primary
register and a block-circuit.
2. In an automatic electric block-signal system, the combination, with a track
having a sectional conductor forming insulated blocks, of vehicles movable along said
track; a primary electrical register for each block and controlled by the block-circuit;
and a separately-operative secondary electrical register for each block and controlled
conjointly by the primary register and the block-circuit.
3. In an automatic electric block-signal system, the combination, with a track
having a sectional conductor forming insulated blocks, of vehicles movable along said
track; a primary electrical recorder for each block and controlled by the block-circuit;
and a separately-operative secondary electrical recorder for each block and controlled
conjointly by the primary recorder and the block-circuit.
4. In an automatic electric block-signal system, the combination, with a track hav-
ing a sectional conductor forming insulated blocks, of vehicles movable along said
track; and electrical recorders, one for each block, and each embodying a primary
recording device in a circuit controlled by said block, a separately-operative secondary
recording device in another circuit controlled conjointly by the primary recording
device and by such block, a recording-tape, and tape-feeding means controlled by one
of said recording devices.
5. In an automatic electric block-signal system, the combination, with a pair of

page_text: tracks running in the same direction, side by side, and crossing each other, one hav-
ing a sectional rail forming insulated blocks and the other having an interfering
track-section electrically connected with a section of the first track to form therewith
a common block, of sectional conductors connected with the block rails of the first
track, one at the beginning of each block; vehicles movable along said tracks;
contact-makers carried by said vehicles, respectively, and adapted to make travel-
ing contact with said sectional conductors; and signaling devices on said vehicles,
respectively, and in circuit with said respective contact-makers and with the
track-rails.
6. In an automatic electric block-signal system, the combination, with a pair of
tracks running in the same direction, side by side, and crossing each other, each
having a sectional rail forming insulated blocks and both having interfering track-
sections electrically connected to form at such a point a common block, of sectional
conductors connected with the block-rails of such tracks, one at the beginning of
each block; vehicles movable along said tracks; contact-makers carried by said
vehicles, respectively, and adapted to make traveling contact with said sectional con-
ductors; and signaling devices on said vehicles, respectively, and in circuit with said
respective contact-makers and with the track-rails.
7. In an automatic electric block-signal system, the combination, with a track
having a sectional rail forming insulated blocks, of sectional conductors at opposite
sides of the center of the track and connected with said sectional rail alternately at
the beginning and at the end of each block; a vehicle movable along said track; a
pair of contact-makers carried by said vehicle and adapted to make traveling contact,
respectively, with said respective sectional conductors; a pair of automatic circuit-
closers carried and controlled, respectively, by said respective contact-makers and
operative alternately in opposite directions from their respective open positions to
close their respective circuits in accordance with the direction of movement of the
vehicle; and a pair of signaling devices on said vehicle and in circuit with the track-
rails and controlled by said circuit-closers.
1000
LOUIS CHARLES WERNER.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.