IMPROVEMENTS IN ELECTRICAL SIGNALLING AND STOPPING APPARATUS CHIEFLY DESIGNED FOR PREVENTING COLLISIONS ON RAILWAYS to be as follows:-
Year: 1884

page_text: I WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake, and Co, Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature
of said invention for "IMPROVEMENTS IN ELECTRICAL SIGNALLING AND STOPPING
APPARATUS CHIEFLY DESIGNED FOR PREVENTING COLLISIONS ON RAILWAYS to be
as follows:-
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This invention relates to apparatus for electric signalling upon railways and
for effecting the automatic stoppage of trains. The chief object of this invention
is to avoid the collision of two trains running upon the same rails and the disastrous
consequence which may result from the switches or points not being operated
properly, or from any mistakes on the part of engine drivers, and lastly to almost
entirely dispense with the use of optical signals.
The said apparatus comprises conductors arranged along the railroad and divided
into sections; an apparatus ensuring the permanent contact of trains with the said
conductors and which I term contact apparatus; a contact breaker which can be
thrown into and out of action; a commutator acting also as an interrupter; an
apparatus acting automatically to stop the trains; and a switch for effecting the
transfer of a train from one line to another and acting as a commutator and as a
contact-breaker.
The said system comprises moreover electric batteries, commutators, bells and
the like such as are usually employed for similar purposes.
I shall now proceed to describe this invention with reference to the accompanying
drawings which are given as examples only, and the various figures of which are
hereinafter described.
An essential feature of this invention is the provision of means for ensuring
perfect contact between the trains and the conductors.
Before examining the nature of these conductors I will describe the manner in
which the various sections are arranged.
As shewn in Figure 1, a section A. B, and a section C D are arranged so that a
portion C B of the latter overlaps the section A. B; a portion E D of another
section E F also overlaps the section CD. Any further number of sections may

page_text: be similarly arranged, such sections being thoroughly insulated from one another;
If A B C D E F and C B=BE=ED an electric current applied simultaneously
to the two sections A B, C D between C and B will exert its action from A to D.
If the current is applied between B and E the action of the same will extend
from C to D, and if the current is applied simultaneously upon E F and CD
between E and D the action will extend from C to F, and in the same manner for
any further number of sections. .
A train in contact with these conductors will cause its presence to be made
known on the line either in front of it or at its rear at a maximum distance A B
and at a minimum distance C B. It is to be understood that whatever may be
the conductors employed they shall be divided into sections, as above stated and
hereinafter indicated by the letters F and F¹.
I will now describe the nature of these various conductors:-They may be
composed of wires running parallel with the line and supported by insulators, or
the said wires may be placed between the rails and firmly clamped between two
iron plates (figure 2), provided with a dovetailed notch Cand a bearing piece T, by
means of a bolt B, the wire projecting from 1 to 2 millimetres from the edges of
the said plates. These conductors may also be supported by posts and in this case
may be arranged in two different manners firstly by the side of the line and
secondly over the centre of the track.
In the first case shewn in Figure 3 the supports consist of bent rods jointed at A
so as to permit them to swing to allow for the expansion and contraction of the
wires. Each joint is also provided with an insulator to prevent it from being
oxidized.
B indicates the post-and-C_the_insulator which supports the conductor.
In the second case shewn in Figure 4 the posts-B-arranged on each side of the
line are connected by a metallic cable C serving as a support for the conductors.
Instead of wires arranged between the rails a third rail may be employed.
In selecting either arrangement, the nature of the climate and of the various
services of the line should be taken into consideration, thus in countries exposed to
heavy falls of snow, wires arranged upon posts are to be preferred as also in the
case of a line where there are many level crossings.
In hot countries and in an open line, wires arranged between the rails and
especially a third rail appear to be most suitable conductors. The material
employed for conductors may be of various natures such as iron, phosphor bronze
or copper, I prefer also, as most favorable for a good contact, wires having a
rectangular cross section, the longest side serving for the contact. Iron, when
trains frequently pass, does not become more oxidized than the lines carrying the
ordinary traffic.
The wire conductors consist as shewn in figures 5 and 6 of flat cables composed
of a number of wires a placed at distances of from one to three millimetres apart
and wound around thicker wires b placed transversely. At the points of attach-
ment, the transverse wires b have both ends attached to insulators C Figure 7,
arranged upon the supports above described. By means of this arrangement of the
wires a very large contact surface is obtained. Contact with a single wire
however is sufficient for the apparatus to operate, so that in case one or several
wires were broken the cable is not thereby rendered useless as it would require the
breakage of all the wires at the same place, (a very improbable occurrence), in
order to break the contact between two supports only.
As regards expansion and contraction it may be observed that in consequence of
the arrangement of the conductors in sections as above stated, the said sections
compensate one for the other.
I prefer as a simple and effective means for ensuring the contact of the cables
with the train, to employ a small truck carrying a drum or pulley which runs in
contact with the cable. If the latter is fixed upon posts, the said pulley is arranged
upon the top of the truck. When the cable is placed between the rails the said
pulley is placed in a suitable position under the truck.

page_text: When the conductor is arranged by the side or over the centre of the line the
contacts are placed by the side or above the leading van, and touch the cables from
below. When the conductors are arranged between the rails the contacts are .
placed below the leading van and touch the conductors from above.
The contact apparatus (figure 8) consist of a lever B A the pivot Q of which is
supported by a spring pressing the said lever firmly towards the conductor F.
Upon the extremities of the lever are arranged two large rollers R R¹ having &
width of from 0.50 to 1 metre. These rollers are preceded by the friction
pieces P P¹ mounted upon pivots and acted upon by the springs. The front
parts of these friction pieces are composed of movable leaden blades which can be
easily replaced by others; below these leaden plates are placed pads of tow or
oakum which cleanse the wires thoroughly. The contact takes place, firstly by.
means of the friction piece or leaden plate P which serves at the same time for the
removal of any traces of oxide from the cable, secondly by the roller R, thirdly by
the second leaden plate P¹, and fourthly by the roller R³. The lead being softer
metal than the conductors wears out first and the rotation of the rollers is effected
automatically by means of a fan operated by the air when the train is running, so
that the cable is not exposed to much wear.
The rollers may be provided with projections, so that where crossings occur the
contact may be maintained, arched pieces permitting the passage of the said
projections on the rollers.
It may be remarked that in consequence of the arrangement of a lever and of the
spring at least one of the contacts P, R, or P' R' will always be in contact with
the cable whatever may be the movements of the vehicle. The construction of the
contact apparatus may be varied. When, instead of a cable, a rail is employed the
contact apparatus consists of a wheel firmly pressed upon the rail by means of a
spring.
As a rule the contact pieces should be perfectly insulated from the vehicle which
carries them, and with regard to cable conductors they should be constructed
both strongly and lightly and thus offer as little resistance as possible to the
motion.
The contact breaker shewn in Figure 9 in longitudinal section and in Figure 10
in end elevation, and which may be thrown in and out of action comprises a
metallic blade Q Q mounted upon the same shaft as a spiral spring R which tends
to press the said blade against the posts N M and thus to establish contact between
them. A lever L normally prevents such contact from taking place, one of its
extremities being engaged with the blade QQ. The extremity of the other lever
arm carries the armature A of an electro-maguet B B¹. It is obvious that under
the influence of a current the armature is attracted whereby the blade Q Q¹ is
disengaged and abuts against the posts N M. At the same time the current censes
to pass
in the coils B B' whereby the lever L is caused by the spring r to bear
upon the sector 8. When the apparatus is placed back in its original position the
extremity of the lever L is automatically engaged in the groove of the blade QQ
The whole of the above mechanism is enclosed in a box a, b, c, d, e, f, a', b', c', d'
Figure 11 shows an elevation of the commutator and Figure 12 a plan of the
same and the relative position of two of these commutators. The said commutator
is composed of a non-conducting cylinder C upon which are fixed four copper
plates a bed setting alternately the central posts A A' in communication with
the side posts D D', B B¹. Six contact springs are connected with the six
posts A A, B, B¹, D, D' and rest upon the cylinder C. In order to decrease the
resistance of the rotary motion of the cylinder proceeding from the friction of the
said six flat springs, the extremities of the latter may be provided with small rollers.
The extremities of the shaft of the cylinder may also be pointed and caused to rotate
in two sockets D carried by flat springs as shewn in Figure 13 so as to render the
resistance to the rotary motion almost inappreciable.
If two instruments of this kind be connected in the following manner viz:-The
central screw posts A A' with the nost ³ a respectively the screw posts D D¹¹

page_text: with the electrodes of two batteries P P¹; and the screw posts B B¹, & B₁ with the
coils B B of two contact breakers I, I', and if a continuous rotary motion be
imparted to the two cylinders C; the plates a, d; b; c being in the relative
positions shewn in the first position of Figure 12 the current from the battery P
passes through the screw posts D, D¹, A A¹, a a¹ & B₁ and thence to the coils B B¹
of the contact breaker I which is thrown out of action. When the cylinders are
in the relative position indicated in position No 2 of the Figure the inverse
effects are produced, the current from the battery P₁ passing through the screw
posts a a A A¹ B B¹ and thence to the contact breaker I when the latter is
also thrown out of action. These commutators have thus for their object to change
the direction of the current and to set alternately the contact breaker of one group
of such apparatus in communication with the electrodes of the battery of another
group. Hence, if two such commutators have respectively different speeds, within
a very short period of time they will occupy the two relative positions above
mentioned. These speeds may be variable and will depend upon the sensitiveness
of the apparatus and upon the strength of the current. If two trains move upon
the same line and carry each a group P, C, I and if one of the screw posts A A' is
connected with the conductors F F¹ by means of contact pieces the other screw post
being connected with one of the rails, as soon as these two trains are on the same
section, the battery P of the train T will act upon the contact breaker I of the
train T and vice versa.
The four plates of the commutator are insulated from one another, but it
is necessary in order to have a prompt action, that the interval between the plates
should be reduced to a minimum and that when the screw posts D D¹ A A¹ cease
to be in contact with the series-of-plates ab the screw posts B B¹ A. A¹ should be
placed instantaneously in connection with the other series. For-this-purpose I may
give to the blades the shape shewn in Figure 12bis. If then the speed of two
commutators differs only by a fraction, the time necessary for one revolution would
be sufficient for the known relative positions to present themselves.
As above stated, a rotary motion is imparted to the said commutators. This
movement may be imparted in various manners without departing from the nature
of this invention, but I prefer to employ a special motor of small dimensions on
account of the small amount of power required; this motor is fixed upon the shaft
of the cylinder C and operates by means of a steam jet, a compressed air jet, or by
means of the air displaced by the rapid motion of the train. A small governor
regulates the rotary speed.
I shall now proceed to describe the apparatus serving for automatically stopping
trains.
Figure 14 is a longitudinal elevation partly in section of the said apparatus, and
Figure 15 is a section of the same on the line 1, 2, Figure 14.
chamber H, a piston P
This apparatus comprises a cylinder C provided with
and an equilibrated three-port slide-valve X for the admission through the port e
and the discharge through the port e¹ of the pressure admitted under the piston P.
This slide valve tends to open the admission port automatically by reason of the
difference in the diameters of the rods t t but the slide valve X is arrested in this
tendency by the bolt V carrying a conical projection V upon which the rod t rests
by means of a roller G. This bolt which moves vertically can be drawn at any time
by means of an electro magnet U U. The acting part is the armature A of the
electro-magnets which is articulated to two levers L L¹ transmitting a rectilinear
movement to the bolt V guided by the guiding bars 8 81. A very slight
displacement of the armature A is sufficient to completely draw the bolt, for as soon
as the roller G is engaged upon the inclined plane pq of the projection V₁, the bolt
is pushed back with force. When the piston P reaches about the end of its stroke,
it acts upon a lever N which brings all the parts back in their original position, as
well as those of the contact breaker I above described. Moreover it opens a double-
way cock R which admits a little pressure upon the back of the piston P in order
to bring it to its original position. The rod T actuates subsequently either the

page_text: steam valve or the lever of the reversing gear and the brakes, but whichever
arrangement is adopted a train of gearing must be employed in the mechanism of
these latter parts, which mechanisin is operated by the rod T in order to permit its
free action independently of that of the stopping apparatus.
I shall now proceed to describe the switches employed. According to this
invention, besides the mechanism employed for operating the switches or points, the
switch lever carries two rods acting upon two cotomutators or sliding pieces o o' as
shown in the general plan Figure 16. If it is supposed that the line from V¹ to V
is closed, a train T coming from V₁ must be capable of stopping automatically. For
this purpose a current is sent from a battery through the screw posts A, A, B, B¹,
and through the rail 7 and the conductor F in order to act upon the electro magnets
of the stoppage apparatus of the train T When on the contrary, the line V₁ V" is
open, the contact breaker breaks the current between A A¹-B B', but causes the
conductor F of the line V1 V₁ to communicate again with the sections of the
line VV so that two trains which would be accidentally situated upon these two
lines are both prevented from coming into collision with one another at the switch.
In this arrangement it is supposed that the train moves in the direction of the
arrow (on a railway with two pairs of rails) and that the line V₁ V₁ is open; but
if trains move in both directions or if the lines V₁ V, V V may remain open or
closed, the arrangement of the switch lever and of the commutators o, o, must be
such that all cases should be foreseen.
As regards sidings, the arrangement is of a similar kind, with this difference, that
the contact breakers help to stop trains on the main line only when the siding line
is open.
When a train arrives at a junction, it is necessary that its direction should be
indicated to the pointsman. I suppose that the junction runs in two directions
which I represent by the letters A and B. In order to obtain the desired object, I
arrange upon the train a lever actuating a stop piece which descends between the
rails at such a height that it abuts against a tappet communicating movement to a
signal. I suppose again that the signal indicates the direction B. When the bell
placed upon the train operates and announces that the latter is coming near to a
switch, if the train is going in the said direction B, the driver does not interfere
with the lever, but if the train has to go in the direction A the driver lowers the
stop piece which places the signal in that direction. This signal consists of a box
having an aperture, in front of which is placed a plate bearing the desired direction
upon it. This plate receives motion from the tappet by means of rods and levers
which need not be described here, this actuating arrangement being already well
known and employed.
Instead of a mechanical action by means of a lever I may cause the signal to be
actuated by the train by any means of transmission from a distance; for instance
the stop piece of the train may actuate a pair of bellows transmitting by means of
compressed air a motion to the signal, or this stop piece may also be caused to close
an electric circuit acting upon the signal.
In order to carry this invention into practice by means of the apparatus above
described each train carries, as shown on Figure 16, a battery P, the electrodes of
which are connected firstly with the two screw posts D D¹ of the commutator and
secondly one pole with one of the coils of the stopping apparatus and the other
pole with one of the screw posts N, M of the contact breaker I; a second battery P¹,
one pole of which is connected to the pole of same name of the battery P the other
pole being connected with one of the screw posts of a bell f; a commutator C
the six screw posts of which are connected as follows that is to say: the screw
posts D D¹ are connected to the electrodes of the battery P, the screw posts A A¹
are connected one to the two disca and contact and friction pieces and the other to
the rail, and the posts B B¹ are connected to the two coils of the magnet of the
contact breaker I; a contact breaker I the coils of the magnet of which are con-
nected with the screw posts B B of the commutator, one of the screw posts N
being connected to one of the electrodes of the battery P and the other screwt

page_text: post M to one of the coils of the stopping apparatus; a contact piece with two
discs R R and two friction pieces P P; a bell s and an interruptor and commu-
tator connected with the wires fastened in the screw post A at each disc of the
contact pieces. This interruptor i has for its object to force a current passing in
the conductor z¹ to pass through the bell s; the other screw post of this bell is
connected to the rail.
Each signal box comprises one or several switch levers with interruptors
arranged as above stated, a battery, a secondary battery one pole of which is
connected with one of the rails whereas the other is connected to one of the screw
posts of a bell X, and lastly a bell X one screw post of which is connected to one of
the poles of the battery and the other to a wire à parallel to the wires of the
sections F F and joining one of them at a certain number of sections beyond or
within the signal box. It may be remarked that in the case of a signal box
comprising several switch levers instead of one bell for each lever, a single bell can
be employed by connecting therewith an indicating board to show the switch
which has to be acted upon.
In order to describe the mode of operation of this invention I shall consider two
principal cases, that of a main line and that of a junction of two lines, all other
cases being included in these two.
In the first case, that of a main line, I assume that two trains are running
towards one another or following one another upon the same sections. As above
stated, from the battery P of each train will be sent a current alternately through
the wires F F of the sections. It is sufficient that the two commutators should be
for a moment in the relative positions shewn in Figure 12-for this current to act
upon the contact breaker I the ungearing of which will cause the stoppage apparatus
of each train to be in communication with the-battery-P of the same train.
In the second case that of a junction or switch the arrival of the train in motion-
should be announced at the signal box, and the driver of the said train should be
made aware that his train is approaching a signal box. I shall assume that in
accordance with regulations the positive pole of the battery P should always be
connected to one of the rails and that the negative pole of the battery should
also be connected with the same rail. As above stated a bell s is interposed
between the battery P¹ and the rail, one of its screw posts being connected to the
positive pole of the battery P' and the other to the rail with which are already
connected the positive pole of the battery P and the negative pole of the battery T¹.
It has also been stated that the negative poles of the batteries P and P¹ are con-
nected with the contact piece R by the screw posts D¹ and A' of the commutator
and that between the battery ¹ and a wire & is interposed a bell ✗. As soon as
the train arrives upon the section connected with the wire the bells X and a will
ring.
The driver is thus warned as well as the signalman. (See Figure 16 train T¹).
The train continuing its forward motion and the line not being open, as soon as it
arrives upon the section connected with the battery the stoppage apparatus will
operate.
The driver will then place the six screw posts D D¹A A¹ B B' upon the non
conducting portions of the commutator i and the current from the battery will
follow its action in the wire F by causing the bell 8 to ring, serving thus to protect
the rear of the train by actuating the stoppage apparatus of the following train as
soon as the latter is situated upon the section F, the same being repeated for the
second train. It has been stated in the description of the switches for the change
of lines, that when the line is open the contact of the battery with the con-
ductor F is broken off, where as the said conductor F is put again into communication
with the sections of the other line. From that time the bell a ceases to operate, a
sign which indicates that the line is open, the driver then stops the interruptor i
sets the commutator in motion and can move forward without fear, the apparatus
operating afterwards as on the main line.

page_text: t
The bells operates only intermittingly according to the position of the plates of
the commutator. In order to obtain a continuous operation, a small accumulator
may be employed so as to preserve for a few moments the energy of the current.
As a general remark I may observe that it is preferable to place the contact pieces
in such a manner that they may have an invariable height above the line. Such
a result can be obtained by taking as a basis of support, a cross bar with two
chairs connecting the two axles of the vehicle. This cross bar may also carry the
lever for the direction signal.
Beyond the apparatus above described I may combine with my system an
arrangement of telegraphic and telephonic apparatus allowing communication to
be effected between trains in motion or between trains and stations or signal boxes.
The above mentioned apparatus is described independently of any details of con-
struction, these being subjected to variations. The above description however
permits the various parts of the apparatus to be constructed taking into account
the special conditions relating to each case.
Lastly the operation above described relates to a special arrangement of apparatus
selected as an example in the application of the general system. But this arrange-
ment may be varied according to the regulations of different railway companies.
For the same reason, the arrangement of the wires F F in the proximity of
stations, level crossings and change of lines cannot form the object of a special
description as they may vary according to the localities in which they are placed.
It will be readily understood from what has been said before that this invention is
a substitute for and permits the optical signals heretofore used to be almost
entirely dispensed with and renders the Block and Saxby systems unnecessary.
By its means collisions between trains are rendered impossible, such trains also not
being liable to run off the rails in consequence of errors committed in operating the
switches.
:
Moreover it has this peculiarity that it operates automatically and that the
stoppage of a train is effected without any human interference.

page_text: I, WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake, & Co, Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature
of my invention for "IMPROVEMENTS IN ELECTRICAL SIGNALLING AND STOPPING
APPARATUS, CHIEFLY DESIGNED FOR PREVENTING COLLISIONS ON RAILWAYS" 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 electrical apparatus for signalling upon railways and
for effecting the automatic stoppage of trains, and has for its chief objects to avoid
the collision of two trains running upon the same rails, and the disastrous
-consequence which may result from the switches or points not being operated
properly or from any mistakes on the part of engine-drivers, and to almost entirely
dispense with the use of optical signals.
The said invention therefore consists essentially in the arrangement in connection
with suitable conductors of electricity, of instruments or apparatus whereby the
presence of a train will always be indicated both in front of it and in it rear for
a certain distance and whereby it will if necessary be stopped.
The said invention as has already been described in the Provisional Specification
filed on the 17th April 1884, is based upon the employment of permanent
conductors placed along the line, the said conductors serving to transmit signals
either between trains, or between pointsmen's stations and trains.
The communicator of this invention has, however, been led by steady and
numerous experiments to make a direct use of the rails as electrical conductors, and
without making any change in the present disposal of things, this improvement
has rendered it necessary for him to add to the instruments already employed &
new instrument which I call a Regulator of Intensity, and the use of which will
be described further on.
Another improvement is the adjunction of an instrument called an "Indicator,"
and the purpose of which is to register automatically the working of all the
apparatus and conductors; this indicator is placed on every train and at all
switches.
In the course of this specification I shall also speak about other apparatus,
which are shown as mere specimens, in order to render this description more
intelligible,
I shall also explain the invention from a double point of view, according to the
system of conductors used, and the slight modifications resulting therefrom in the
general arrangement of the different apparatus.
The apparatus employed and illustrated in the accompanying drawing, the
figures of which are hereinafter referred to, comprises :-
(1) Permanent conductors placed along the track and consisting either of the
two lines of rails of the said track, or of one line of the said rails and a special
cabla (2) Apparatus securing the permanent contact of the train with the said

page_text: conductors, and hereinafter termed "contacts." (3) An ungearing interrupter.
(4) A rotatory commutator-interrupter, hereinafter termed a "seeker." (5) An
intensity regulator. (6) An indicator. (7) An apparatus for causing the automatic
stoppage of the trains; and (8) A switch-lever, acting at once on the slide-rails
and on the commutator-interrupters, which automatically projects and interrupts
the current of a pile or battery in the permanent conductors, as required.
The system further comprises generating piles or batteries and electric bells.
The latter, attached to all trains, act both as signals for slowing and "line clear,"
thus almost entirely dispensing with the optical signals heretofore employed.
Those signals which are placed at all junctions, not only warn of the approach
of trains, but also indicate the direction in which they are travelling.
Experiments executed at Portsmouth in 1840 have proved that an electrio
current can be transmitted, without special conductors, through a homogeneous
conducting mass. Here the homogeneous mass was an arm of the sea about a mile
and a half wide. The communicator of this invention has made this experiment
from another point of view, and proposed to himself the problem of the transmission
of a current by uninsulated conducting rods through a medium possessing less
conductibility; he is therefore enabled to formulate:→
That the insulation of the conductors for the transmission of a current is
unnecessary, when their length does not exceed a certain limit, and that the latter
is proportionate to the resistance of the said conductors in the ratio of the resistance
of the ambient medium.
In order, therefore, to determine the length of the conductors, three factors must
be taken into consideration, viz-Intensity of the pile; resistance of the
conductors; resistance of the circumambient medium.
It is a mere calculation of proportion, subject to the common laws which govern
the transmission of currents. In the case under consideration, the conductors
would consist of the two lines of rails of a track. I shall take as an ambient
medium the most unfavorable circumstances, and shall suppose that the rails are
covered with snow or water.
To give positive figures, it would have been necessary to make experiments under
all conditions, this the Communicator has not been able to do; he has, however,
been able to satisfy himself that, at a distance of at least five or six kilometres,
the current of a pile or battery of medium strength would still have enough
intensity to act on instruments opposing a certain resistance.
One of the principal difficulties, in the use of the rails as conductors, is to
circumscribe to a constant and regular distance the electro-motive force of a
current, and whether the states of derivation be greater or less between the two
conductors.
This result is attained by means of the instrument termed the "regulator of
intensity," and which is hereinafter described. A train will, therefore, as it is
preceded and followed by an electro-motive force, be continually indicating its
presence at an invariable distance, and in both directions. Not only collisions,
but even running into other trains will thus be quite obviated.
It, therefore, follows that the division of the conductors or of the track into
sections becomes unnecessary.
The utilisation of the two lines of rails of a track requires several precautions to
be taken. All metallic contact between the conductors must be avoided, and where
connecting rods are required, an insulating material must be interposed before
fastening them to the rails. At bifurcations where, of course, there are switches, it
will be necessary to have the means of sending the current at pleasure from the
stationary battery at the points into one of the branch-lines B A, B C, B D,
Figure 1, to the exclusion of the two others. One of the conductors must, there-
fore, be divided at the point B, and the two contiguous ends carried to an insulator,
80 as to prevent the electric current from passing from one branch to the other.
Figure la, shows what arrangement might be followed. It consists of a small wall'

page_text: supporting the two cross-bars t, t¹. The ends of the contiguous rails rest on an
insulating sole I, the outline of which can be seen. The insulating material may
be compressed bituminous pasteboard.
A very important point is to secure the passing of the current from rail to rail
through the fish-plates. The present way of attaching the fish-plates appears to
answer that purpose. The fish-plate shown in Figure 2 seems, however, to be
preferable.
This fish-plate has a hollow in which are lodged, 1st a very hard steel plate
striated like a smooth-file, (2nd) a spring also of steel. The fish-plates being put
in, the spring would forcibly press the steel plate against the tips of the two
contiguous rails. The rubbing caused by the passing of trains would occasion
a slight wear and tear of the ends of the rails, but it would suffice to keep the
surfaces continually in contact.
The use of the rails as conductors would, therefore, necessitate but few changes
in the present arrangement of the line; the same cannot, however, be said of the
rolling-stock.
As all metallic connection between the conductors must be avoided, it becomes
necessary to modify the axle and the two wheels, which together form a very good
conductor. An insulating material must be interposed either in the chocking or in
the tyre of the wheel.
The first process consists in introducing an insulating material between the
bearing of the axle and the nave of the wheel. A cylinder of compressed
bituminous pasteboard fifteen millimetres thick is rolled around the bearing of the
axle as tightly as possible. It is enclosed within a strong cast-iron jacket, which
-is-gradually withdrawn as it enters the nave. This jacket is intended to prevent
the pasteboard cylinder from being pressed-back-in-the operation of chocking up,
which is done as usual by pressure. The nave, Figure 3, has tapering opening e
into which the pasteboard cylinder is introduced. The inside surface of the nave
and the outside surface of the bearing are rifled in the direction of their generatrix.
The whole is thus rendered sufficiently compact.
The pasteboard cylinder presses against the packing b, a pasteboard washer
being interposed between it and the wheel. After chocking up, the part sticking
out from the nave is turned back.
The second process consists in introducing a ring of compressed bituminous
pasteboard between the body of the wheel and its tire.
The tire is forced on by pressure, and the above mentioned precautions are
observed to prevent the pasteboard ring from being pushed back. The pasteboard
hoop is a little broader than the tire, and the edges are folded back as shown in
Figure 4; two small steel rims rivetted to the tire will keep it in its place.
In practice, it will be seen that the aforesaid constructions will not only have
the effect of opposing an obstacle to the conductibility of the two wheels and their
axle taken together as a whole, but by breaking up the homogeneousness of the
mass, the vibrations caused by the jolting movement of the train and which often
causes the breaking of the axles will be obviated.
The second process offers this advantage, that, even in case of a rupture of the
tires, they would still be held in their places, thus getting rid of one of the most
frequent causes of trains leaving the rails. It is also to be presumed that the
movement would be much smoother.
The cost of applying one or both of these processes to the same wheel will be
but trifling in the case of new constructions. The outlay will be more considerable
if it is wished to adapt it to old rolling-stock, for then it will be necessary to
unwedge and take off the wheels, and bore out the naves anew.
As to the unwedging, the process will become very easy by making use of the
first process; all that is required is to burn the pasteboard cylinder. The power
of easily and cheaply unwedging the wheels will greatly facilitate the inspection
of the bearings,

page_text: The problem of insulation would be readily solved if the Railway companies
would use the compressed mill-board wheels which have given such great satis-
faction in America and on some German lines.
Besides the modifications of the wheels, care must be taken that no metallic tie
of the carriage should have the effect of uniting the two conducting rails. An
insulating band of bituminous mill board must accordingly be placed between the
brake-blocks and the connecting plate.
With regard to the contacts, the wheels of the train at once suggest themselves
as points of contact; they are closely and continually connected with the con-
ductors. Besides, they can all co-operate to the same effect, thus effecting a great
many points of contact.
The wheels of a train are, therefore, divided into two series which, in the course
of this description, I shall name series A. and series B.
A metallic brush bears against the tire of each of the wheels, and all the brushes
of the same series are connected together.
Each carriage has four conducting wires, enclosed in an insulating sheathing.
One wire will serve series A, and one wire will serve series B. The other two
wires serve the series A¹ and B' of the last one or two carriages, which are reserved
for a special purpose, (Indicator) and which is explained further on. These four
wires will be distinguished thus: a, b, a¹, b¹.
Besides the operations of coupling the carriages, and joining the pipes of the
brakes and of the lighting apparatus, it will still be necessary when this invention
is used to connect respectively the wires a, b, a¹, b₁ of each carriage. In order to
facilitate this operation the four wires are attached to the same joining-apparatus,
" at the same time remaining insulated from each other."
This apparatus consists of a cast-iron box, containing four concentric cylinders
of unoxidable metal. These cylinders, separated from each other by an insulating
jacket, are respectively pushed against by a spring. The box possesses a certain
number of wedge-shaped teeth, and a ring. In order to join two boxes, they are
placed close together, a slight turn is then given to the ring which catches the
teeth of the two boxes, and the junction is effected (Figure 5). The operation is
one of the simplest, and needs but a turn of the wrist. Any mistake is impossible,
and the wires a b, a¹, b¹, of one carriage will always be in connection with the
wires of the same class in the next carriage. Care must, however, be taken to
wipe the smooth surfaces a, b, a¹, b¹, of the four cylinders of each box.
The preceding description exclusively concerns the utilization of the rails as
conductors. Though this is the most economical system, both as regards laying
down and maintenance, I shall nevertheless describe briefly the use of a special
conducting cable.
This cable consists of a certain number of parallel wires, about 0,003 millimetres
in diameter, winding around small rods placed crosswise from mètre to mètre.
Every thirty or forty metres, the small rod is hollowed out (Figure 6) and is
attached to a shank nailed to a post serving as a support. These stakes or posts
are about a metre high and are fixed alongside the track, as shown in Figure 7.
In this arrangement, the contacts would consist of two metallic brushes attached
to the extremities of a balance-rod jointed in the middle. This arrangement is
intended to always keep at least one of the brushes against the cable, however much
the carriage may jolt (Figure 8). It still remains to remedy the vibratory movement
of the brush on meeting any unevenness in the conductor. When an elastic band
in rapid movement meets with an obstacle, a series of oscillations is produced
which degenerate into a continuous vibratory motion, if the obstacles are multiplied.
In the present case, this vibratory movement will ensue from the many unavoidable
roughnesses in the cable, and the bristles of the brush would only touch it inter-
mittently, at the very shortest intervals imaginable, and too short to leave time for
the electric currents to overcome the inertia of the apparatus.
The magnetizing of the metallic bristles of the brush seems a likely means of
obviating these vibrations. By using very elastic strips or ribbons of steel for that

page_text: part of the brush, and magnetizing them all respectively, so that all the extremities
in contact with the cable have the same polarity, a very good adherence will
probably be obtained.
Care must be taken that the brusbes only serve for the passage of electricity of
the same name as their polarity.
Besides the contact brushes it is necessary to provide other contacts in connection
with a second conductor, in order to complete the circuit.
E
These latter consist of a series of wheels of the train, and one line of rails of the
track. A contact-brush connected with the indicator is fixed under the last
carriage. Each carriage must, therefore, carry two conducting wires, one linking 1
all the wheels of the series together, and the other connecting the end contact-
brushes with the indicator.
The balance-rod is acted on by a spring attached to the end of a hand-lever, by
which it can, at pleasure, be pushed against, or withdrawn from, the cable
(Figure 8).
The conducting cable may be divided into sections, which need only be placed
end to end if it is only wished to prevent slight shocks or collisions.
The sections must be laid out retrogressively, if it is wished to secure not only
against collisions but against running up into another train, as is the case on single-
line railways. Figure 9 shows this arrangement. The sections C B, BE, and ED,
&° are equal.
The contact-brushes touching at the same time the sections A B and C D, OD
and E F, & the train will always announce its presence on the line both forwards
and backwards at a minimum distance C B, or a maximum A B.
The sections-A-B, C-D, EF, & are insulated from each other.
The division of one of the conductors in the aforesaid manner enables the
instrument called a "regulator of intensity" to be dispensed with. The division
into sections is of no use unless with the conducting cable mounted on insulateḍ
supports.
Each train carries a set of instruments composed as follows:-(1) An ungearing
interrupter I. (2) A rotatory commutator-interrupter C. (3) A regulator of
intensity R. (4) An indicator G. (5) An automatic stoppage apparatus A.
The set will also comprise :-A pile or battery P intended to act eventually on
the interrupter I belonging to the set of another train, and electric chimes or
bells S.
I shall give but a very summary description of these different instruments from
the standpoint of their construction, and shall speak chiefly of their operation and
of the part they play in the general system.
The ungearing interrupter, represented by Figures 12 and 13, consists of a metal
plate QQ mounted on the same axis as a spiral spring R which tends to keep it
against the posts M N. The plate QQ is held by a lever L, one of whose
extremities is supplied with the armature A of an electro-magnet B. By the
action of a current, the armature raises the lever, and the plate QQ, obeying the
impulsion of the spring R, is pushed against the two posts M N and closes
the circuit.
The purpose of the rotary commutator-interrupter is to project a current from
the pile or battery P into the conductors, and then to receive the current from the
pile P of the set of instruments of another train running on the same line. These
two functions succeed each other alternately and uninterruptedly. As a short term
shall also call this instrument the "seeker" because it continually seeks or
searches for the presence of another train and immediately reveals it through the
instrumentality of the interrupter I, the moment this train is at a shorter distance
from the former than that fixed by the regulator of intensity.
This instrument also serves another purpose, that of allowing the connection of
the positive and negative poles of the battery P to one of the conductors.
In that way, one of the chief causes of mistakes and accidents is avoided, the
railway officials not being obliged to bestow any particular attention on it.
]
f

page_text: The seeker Figures 14 and 15 consists of a non-conducting cylinder C, to which
are affixed four conducting plates a, b, c, d alternately putting the centre
posts A A¹ in connection with the side posts D, D¹, B, B'.
These four plates are insulated from each other, and are of the shape shown in
Figures 16, 17; so that when the posts D D', A A¹ leave the contact of the
plates b, c, the posts B, B¹, A A' instantly come into contact with the plates a, d.
Let us suppose two apparatuses of this kind arranged as follows:-The centre
posts A A A A¹ connected together by the conductors A, B of the line (and in com-
munication with the latter by means of the contact wheels); the posts D D', D DI
connected with the rheophores of the batteries P P, and the posts B B', BB¹
linked with the electro-magnets of the interrupting apparatus I I¹.
The two cylinders C rotating continually, the moment the plates a, d, b, c get
into the positions corresponding with the second position (Figure 17) the current
from the battery P will pass into the posts D D', A A', A A¹, B B¹ and thence into
'the electro-magnet of I', the ungearing of which will take place.
As regards the first position (Figure 16) the contrary effect will be produced;
the current from the pile P' would pass into the posts D D¹ A A¹, A A¹, B B', and
from thence into the interrupter I, the ungearing of which would likewise take
place.
The effect of these instruments is consequently to alternately put the interrupter
of one set in connection with the rheophores of the battery belonging to another
set.
:-
If, moreover, the seekers receive different angular velocities, a single turn of the
cylinder C will be sufficient to bring about the two aforesaid relative positions.
A difference of angular speed is required to obviate the following contingency
To two seekers of equal velocity, the identical succession of the plates a b c d
might happen in such a way that the interrupters I belonging to two different
trains, would be put at the same moment in relation with the conductors which
would render impossible all respective action of the batteries P of these two trains
on the interrupters.
A very slight difference of velocity will suffice. Thus, the cylinder of a seeker
making 60 revolutions per minute, and the cylinder of another seeker making
60/10, the ungearing of the two interrupters will take place in one second.
The instrument is made with a view of rendering the resistance to rotation as
slight as possible The contact with the plates is effected by means of small
rollers and the axis of the cylinder has conical ends.
Rotation may be produced by clock-work but a steam jet, or compressed air may
be caused to act on the helicoidal wings inside the cylinder (figure 15). A small
centrifugal regulator mathematically controls the speed.
The regulator of intensity is founded on the principle that, in introducing into a
circuit a variable resistance, the electro-motive effect of a battery is mitigated in a
direct ratio to the resistance.
The instrument consists of a solenoid attracting a soft iron nut, which a spring
tends to push in a contrary direction This nut communicates its motion in a
direct manner to a disc composed of a material of medium conductivity and of
variable thickness.
The regulator is placed between the seeker and the interrupter I, as is shown in
Figure 10. The disc (which I will suppose to be of carbon) moves between the
posts e, e¹.
The solenoid being directly connected with the conductors of the line by means
of the posts A A', B B¹ of the seeker one can easily understand what must happen
when the current of a battery belonging to the group of instruments of another
train, arrives at the posts B B¹. According to the strength of the current, the nut
of the solenoid will be attracted with more or less force, whilst a derivation of the
same current passing on to the interrupter I, will meet with a greater or less
resistance according to the thickness of the block interposed between the posts e, e¹.
These three instruments are together regulated in the following way, when the

page_text: following particulars are known, (1) The strength of the battery P in volts, (2) The
resistance in ohins of the conductors of the railway-line; and (3) The resistance in
ohms of the carbon disc, for a thickness taken as a maximum.
The resistance of the interrupter I is calculated in such a way that beyond
a given distance l, and supposing the line to be as dry as possible, that is to say,
for the minimum of derivation, the electro-motive strength of the pile P may be so
much weakened that it will be unable to put out of gear.
To this minimum state of derivation will correspond―
The maximum intensity of the current.
The maximum attraction of the nut.
The maximum thickness of the disc.
If now the contrary state be supposed, when the conductors are covered with
water or snow, the contrary effects will be produced, so that the resistance of the
circuit will be in direct ratio to the intensity of the current, and in such a way as
to constantly maintain the distance l.
The whole difficulty consists in fixing on suitable sizes for these instruments.
This will be best accomplished by calculating them experimentally. It appears,
also, that it will suffice to do it once for all on standard instruments according to
which all the others would be manufactured and tested.
The purpose of the indicator is to show the way in which the instruments of the
set to which it belongs and also the conductors of the railway-line and the contacts
work.
Its distinctive character is that it automatically causes the stoppage of the train,
-should-any-one of the organs composing the system act abnormally or imperfectly.
It is thus the corrector of the system, and completes it from this special point of
view, that its defects, as well as its qualities, contribute to the general safety.
This instrument is exceedingly simple and consists of an electro-magnet, the
armature of which is acted on by a spring in a direction contrary to the attraction.
It is connected with the conductors of the line by means of the wires a' b' and the
two sets of wheels of the tail carriages.
When the seeker emits the current of the battery P into these conductors, an
outflow takes place through the contact-wheels of the tail carriages, and, if the
armature is maintained on the electro-magnet, it is a proof that the current has
properly circulated in that part of the conductor comprised between the first and
fast carriages.
Should there be no current, the armature yields to the tension of the spring and
moves an interrupter, which closes the circuit between the battery P and the
stopping-apparatus.
Instead of making a stoppage the necessary consequence of every defect, even
momentary, in the working of the apparatus, the armature sets in motion an
interrupter which closes the circuit between the pile P. and bells intended to warn
the train-officials that something has gone wrong. If the bells ring at every turn
of the seeker, it will be a sign that the defect is serious and persistent, and in that
case only is it necessary to stop.
The train moving continually, it is always possible to check the working of the
conductors throughout their whole length.
The absence of a current bringing about cither stoppage or ringing, it follows
that each time the seeker breaks the current of the battery P in the conductors a
small catch must keep the armature against the electro-magnet. This catch is
worked by a small cog attached to the axis of the seeker.
The stopping apparatus consists of a cylinder C having a cover H, a piston P and
an equilibrated slide X. This slide tends to open the inlet automatically by the
rod or shank t acting as a piston. The slide is held by the bolt V carrying
a conical block V₁ on which the shank t bears through the medium of a roller.
This bolt, movable vertically, can be drawn at any moment by means of an electro-
magnet U. Instead of an electro-magnet, a permanent magnet (Hughes' system)

page_text: can alec be used, which would hold fast the bolt V acted on by a strong spring,
Figure 18.
The rod T of the piston acts through the interposition of a self-acting coupling,
connecting (1) either the reversing handle or the steam port valve, and (2) the
brakes. Having done that, the shank T strikes against a stay O the ungearing of
which is effected only by the guard of the train. "Now, the apparatus being under
pressure, the driver will not be able to start the locomotive again without the
permission of his superior.
After ungearing, the piston continues its course for a few centimetres, and acts
on the lever which replaces all the parts in their first positions. The piston P
is also brought back to its starting point by admitting a slight pressure on its
surface S, and by the effect of a two-way cock, acted on by the said lover. Tho
latter also disconnects the reversing handles, the steam port valve and the brakes,
the management of which again becomes independent of the stoppage-apparatus.
As regards the batteries P; in certain cases, for instance, if there is not too much
danger of derivation or draining off, it would be preferable to make use of
secondary batteries, able to act very powerfully at a given moment.
The electric bells have a two-fold purpose, Firstly, to warn the train-officials that
they are approaching a pointsman's station, or a dangerous crossing; secondly,
stoppage having been ordered, to show by their ceasing to ring that the line is
clear, and that the train can go on. They, therefore, replace the green lights for
slowing and the white lights for "line clear" at present used.
The electric bells are connected with the posts B B¹ of the seeker. Between
these two instruments there is also a regulator of intensity, which governs the
electromotive action of battery of the station in such a way, that the latter acts
on the bells at a distance of from 800 to 1000 metres in excess of that assigned to
interrupter I.
The pile P of a train will also have the same effect, so that stopping will always
be announced about a minute before taking place.
All the aforesaid instruments are placed on the tender, or, still better, in the first
luggage-van in front.
They must be set on a table as well suspended as possible in order as far as may
be to overcome tremor. Figure 10 shews how these different instruments are
grouped together.
Concerning a pointsman's post or station, it must at least be supplied with.
(1.) A switch-lever-(2) A battery -(3) An indicator-(4th) a signal showing
direction, and (5th) electric bells. These different instruments will be more or less
numerous according to the number of switches served by the station. The last two
(4 and 5) may be combined so as to form but one. To each switch-lever is adapted
one or more commutator-interrupters (C I). They have the effect of properly
modifying the current of battery in the conductors of each line.
T
Like the fixed apparatus, it can command stoppage on all the lines abutting on a
bifurcation, except the one open to circulation. Suppose these different lines to be
occupied at the same moment by trains moving towards the junction, they will
stop when they reach the desired distance from the dangerous spot.
If the pointsman, by mistake, sends a train on to a line already occupied the
worst that can happen, as on the main line, is that the apparatus of the two trains
immediately re-act on each other and bring about the stopping of both trains.
The strength of battery is calculated on the same basis as that of pile P that
is to say, (taking into account the different degrees of resistance, the by-flows or
derivations between the conductors, the effect of the intensity regulator &c), so that
the said battery may not be able to ungear the interrupter I, and thereby cause
the stopping of the train except at the intended distance (say 800 to 1000 metres)
from the dangerous spot. That distance will be constantly maintained by the
intensity regulator carried by each train. There is joined to each switch-lever an
indicator on the same principle as the one already described, only that, in this case,

page_text: Two conducting wires star
conductors A B of one line a
When the pointsman work
into the conductors and the
the electro magnet will attract an indicating needle.
from the electro-magnet, each ending in one of the
the distance fixed on for the stoppage of the train.
the switch-lever, a current is projected from battery
current having gone to the point fixed on, returns to the electro-magnet of the
indicator. The man is thus able to check infallibly the different instruments for
which he is responsible.
I shall treat of the signal for shewing direction and the electric bells both
together because they belong to the same instrument, the electric bells.
These bells are directly connected with the two conductors of the line. The
resistance is calculated in such a way that having attained a certain distance from
the post or station (from 2000 to 3000 metres) the battery P of the train sets
them ringing.
The pointsman is thus warned of the approach of a train, he immediately
manoeuvres the switch-lever, or still better the lever of a special interrupter,
which throws the current of battery into the conductors. This current acting on
the bells S of the train, warns the driver that he is approaching the switches.
The pointsman only lets the current of pile remain in the conductors for a
very few instants. By withdrawing the lever of the special interrupter he breaks
the circuit, and the train bells immediately cease ringing. The bells of the
switchman's station then act as a signal for showing direction; in fact the guard
of the train will set in motion an interrupter placed between one of the posts in
the middle of the seeker, and one of the conductors.
He will work the interrupter in such a way as to cause the bells of the
pointsman's station to ring a certain number of times. For instance, two rings
would mean that he must open-the-left line in the direction the train is going; one
ringing that he must open the right, &c, &c. The bell of the pointsman's station
acts here also as an indicator. In fact, when under the exclusive influence of
battery P, it only rings by sudden jerks, twice for each turn of the secker; when
subject to the influence of battery it becomes continuous. This continuance
shews clearly that the current from pile is circulating properly in the
conductors.
'
The two interrupters corresponding with these signals are held by springs; the
one belonging to the train for the closed circuit, and that of the pointsman's station
for the open circuit, so that there is no fear of any of the functionaries leaving the
former by forgetfulness, on the open circuit, and thus preventing the seeker from
working, or else leaving the latter on the closed circuit, whence would follow the
unseasonable ringing of the bells belonging to the pointsman's station.
The instruments composing the complete set used at a pointsman's station must
be equal in number to the lines to be served. The only exception is that battery
can suffice for several lines.
The above-mentioned arrangements apply to the use as conductors of the two
lines of rails of a track. Certain modifications are necessary, however, when a
cable upheld by insulators is made use of, and when this conductor is divided into
Bections completely insulated from one another.
Each train must carry the following instruments, viz:-A battery P; a second
battery P connected with the first by one of the poles of the same name; a
seeker; an interrupter; an indicator; a set of bells S for slowing and a set of
bells & for cessation of stoppage.
The pointsman's station must at least contain—a battery, a battery ¹ inde
pendent of the first; a switch-lever with its commutator-interrupter and its
draw-cable for the working of the fixed apparatus described further on; an
indicator; and bells X. The grouping of these different instruments is shown in
Figures 19 and 20. The most important peculiarity is in the bells S, 8 and X.
Figure 19 shows how the circuit connecting the bells S and X is composed. ɓ
These two bells must, of course, ring at the same time, as soon as the contact of the

page_text: train is on the section connected with the bells X. But as these bells must
announce and precede stoppage, the bells X are joined, by a special conducting
wire, to the section which precedes the one where the stoppage really takes place.
The bells s only ring in case of stoppage.
The engine-driver turns an interrupter i by which a by-flow or derivation of the
current of battery takes place and causes the ringing of these bells as long as it
is necessary to stop. The cessation of the ringing shows that the line is clear.
Figure 20 shows the circuit of the bells s and the battery . Another peculiarity
is that the same current of battery secures the tail of the train drawn up on the
section, by causing the stoppage of all trains following.
A train warned to stop always draws up in that part of the section doubled by
the following section. Now the contact of the train touching them both at once,
they are temporarily connected, and the current of battery can pass from one to
the other.
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
The improvements in electrical signalling and stopping apparatus characterized
by the above described combination of the various parts to operate as, and for the
purposes, set forth.