AN IMPROVED SYSTEM OF ELECTRIC RAILWAY SIGNALS
Year: 1885

page_text: COMPLETE SPECIFICATION.
I WILLIAM THOMAS WATERS residing at 26 West Baker Street, in the City of
Atlanta, in the County of Fulton and State of Georgia, in the United States of
America, gentleman, do hereby declare the nature of my invention for AN
IMPROVED SYSTEM OF ELECTRIC RAILWAY SIGNALS and in what manner the same
is to be performed to be particularly described and ascertained in and by the
following statement:-
My invention relates to improvements in electric railway signals, the object of
which is to provide a uniform system of automatic signals applicable to all the
purposes for which stationary signals are required.
This object I attain by means of the mechanism and electrical connections
illustrated in the accompanying drawings, in which-
Fig. 1, is a side elevation partly in section of the signal box. Fig. 2, is a front
elevation partly in section of same. Fig. 3, is a plan view of same on line 3 of
Fig. 2. Fig. 4, is a plan view of the electric switches and a portion of the signal
mechanism. Fig. 5, is a plan view of the motor mechanism below the electric
switches. Fig. 6 is a plan view of signal box below the motor mechanism. Fig. 7,
is a side view partly in section of the signal and motor mechanisms. Fig. 8, is a
front view partly in section of a portion of the same. Fig. 9, is a front elevation
of another portion of the same in rear of that shown in Fig. 8. Fig. 10, is a plan
view of the sector attached to advance signal shaft. Fig. 11, is a plan view of the
upper of a pair of slotted wheels mounted on a stand that supports the lower end
of advance signal shaft. Fig. 12, is a plan view of the lower of these slotted
wheels. Fig. 13, is a plan view of rag-wheel loosely mounted on same stud.
Fig. 14 is a vertical section of mechanism for advance signals. Fig. 15, is a plan
view of the compound sector attached to rear signal shaft. Fig. 16 is a plan view
of the eccentric boss attached to rear signal shaft. Fig. 17, is a plan view of
rag-wheel attached to the stud that supports lower end of rear signal shaft.
Fig. 18, is a vertical section of mechanism for rear signals. Fig. 19 is a side
vertical section of lower end of shuttle arm, and portion of compound wheel of
motor mechanism. Fig. 20, is a front vertical section of same. Fig. 21, is a front
elevation partly in section of a portion of shuttle arm. Fig. 22, is a side vertical
section of same. Fig. 23, is a vertical section of the shuttle through line, 2-3, of
Fig. 25. Fig. 24, is a vertical section of the shuttle through line 2-4, of Fig. 25.
Fig. 25, is a cross section of the shuttle through line, 2-5 of Fig. 24, Fig. 26 is a

page_text: section of shuttle arm through line 2-6, of Fig. 21. Fig. 27, is a section of shuttle
arm through line 2-7, of Fig. 21. Fig. 28, is a section of shuttle arm through
line 28 of Fig. 20. Fig. 29, is a section of shuttle arm through line 29 of Fig. 20.
Fig. 30, is a view partly in section of one of the cam shafts, with cam sleeve and
electric switches for advance signals. Fig. 31, is a side elevation of same showing
releasing magnets. Fig. 32, is a diagram of electrical connections showing also the
mechanical connection of the motor. Fig. 33, is a diagram of electrical connections
for special distant signals. Fig. 34, is a perspective view of nine signal posts
representing two trains moving in one direction and one train moving in the
opposite direction.
Similar letters of reference denote like parts.
The railway track A, is provided at suitable intervals with circuit closers B,
adapted to be closed by a passing train and signal posts C, are located adjacent
thereto.
Each signal post is provided with one or more signal discs (for convenience three
are shown) an electric lamp, a source of electricity and signal devices as follows;-
The magnet D, is in the local track circuit. Its armature is part of an auxiliary
local circuit that includes the magnets D1, D2, the contact E, the movable strip E',
and its contact E³. The armatures of the magnets D1, D2, carry at their free ends
each an insulated flexible strip F³, provided with upper and lower contact and have
each a shoulder formed on their free ends with which the long arms of the
lever FF, are normally engaged. These levers are pivoted at their angle and have
retracting springs F', having a tendency to hold them in their normal positions.
Between them is the shaft G, held in suitable bearings and on it are loosely
mounted a pair of arms carrying the weights H, H', a pair of arms carrying the
weights H2, H2, the two armed lever I and the compound wheel J. There are also
rigidly mounted on this shaft the shuttle arm K, the two armed lever L, and the
insulated strip E¹. Each arm of the lever I, is provided with a pivoted latch I', I²,
adapted to engage and normally engaged with the short arms of the levers F F¹,
respectively and a retracting spring 13. Each arm of this lever is also fitted with a
downward projecting hook I, and a projection Iº, 17. The arms carrying the
lighter weights H2, H3, rest in the paths of these projections and in such position
that one or the other of them will be raised whenever said lever is turned from its
normal position. The lever I, has two bearings upon the shaft G, between which
are mounted the wheel J, and the shuttle arm K. One of these bearings extends
upward and carries the beveled sector 1*. The face of the wheel J, is divided
circumferentially into two parts, one of which J' is a worm wheel and the other a
smooth surface with one or more radially projecting teeth J. This wheel is geared
to a reversible motor P, having no dead centres. The shuttle arm K, carries at one
end the beveled sector Ke. Its other end is hooked and slotted to receive the
shuttle K, shuttle bolt K*, their bearings K³, K, and either of the hooks I. Its
normal position is perpendicular to the horizontal plane of the shaft G, with the
sector K, above and the slotted end below said plane (Figs. 19 to 22).
The ends of the shuttle K¹, are bored, (Figs. 19 to 29) and slotted and on it are
formed studs K2, which slide in slots in the arm K, and projecting beyond its
surface from bearings by which the movement of the shuttle may be controlled.
The shuttle bolt K³, is fitted with two stops between which the spring K³, is
mounted with a washer at each end whereby it is confined between said stops and
within the shuttle. On said bolt are formed studs K, which slide in slots in
the arm K, and projecting beyond its surface form bearings by which its movements
may be controlled. Each arm of the lever L, has a lateral projection and the arms
carrying the weights H, H¹, rest in the paths of these projections and in such
position that one or the other of them will be raised whenever the shaft, is turned
from its normal position. The free end of the strip E¹, normally rests upon an
insulating surface but when moved it makes contact with the conducting surface of
the strip E2, and maintains such contact till restored to its normal position. The
sector I³, meshes with the wheel M³, which is rigidly mounted on the stud N',

page_text: The sector K, meshes with the sector M, which is rigidly mounted on the
shaft N. Fixed to the bed plate of the signal mechanism are the cam plates Q, Q,
each having an eccentric groove Q¹ (Figs. 7 and 9) in which the lugs K³, of the
shuttle are adapted to move and two concentric bearings Q, Q³, on which the
lugs K, of the shuttle bolt are adapted to move. Cam rollers may be used on the
lugs K, K On the stud N¹ at its upper end is rigidly mounted a rag-wheel R,
(Fig. 7.) carrying a chain belt R², connecting it with another rag-wheel R¹, of same
diameter. The rag wheel R, has formed on its upper face two projections Rª.
The shaft N³, of the rear signal is pivotally mounted (Fig. 18.) upon the top of
the stud N¹, and is held in position by any suitable. bearing as at O¹, (Fig. 3.)
Mounted rigidly upon and at the bottom of this shaft is the boss S, with a
downward projection S', in the path of the projection R³, also an eccentric cam T,
the beveled sector U, and the crown sector U¹. The sector U, (Fig. 7.) meshes with
the sector V, which is attached to the inner end of a cam shaft W, that carries at
its outer end the arm with weight H7.
This cam shaft is in its normal position when the weight H7, is at its lowest
point and has a three eighths turn movement more or less in either direction from
that position. Near it are five insulated spring electric switches I, ER, 2 ER;
1 W R, 2 W R, and 2 L, with an upper and lower contact each but normally
resting against the latter.
Around the cam T, passes the eccentric strap X (Figs. 4 and 7) which terminates
in the bolt X passing through the bearing X' in proximity to the wheels Z Z¹, with
both of which it is adapted to engage.
The crown sector U, has two notches U', U³, (Fig. 32) at points nearly opposite
and is adapted to engage with a projection on the armature of the magnet D5, which
projection rests in the path of said notches and midway between them.
On the stud N³, are loosely mounted each having a movement independent of the
other the rag wheel R₁, and the slotted wheels Z, Z, Figs. 7 and 14) On the upper
side of the rag-wheel R¹, is a recess in which pivoted about the stud N2, and having
a reciprocating movement therein, is the loose arm Y, carrying the two upward
projections Y, Y. Around five eighths more or less of the peripheries of the
wheels Z, Z¹, are formed teeth, (Figs. 11 and 12.) The balance is smooth with a
single notch midway in each to receive the bolt X; The wheel Z, (Figs. 12 and 14,)
carries a short downward projection a, in the path of the projection Y³, and a
larger upward one b, that passing through a slot in the wheel Z, projects above its
surface.
The wheel Z', (Figs. 5-11 and 14,) carries a long downward projection a¹, and a
shorter upward one b¹, the former extending downward through a slot in the
wheel Z, and into the path of the projection Y¹. The shaft N of the advance signal
is pivotally mounted on the stud N2, (Fig. 14,) and held in position by any suitable
bearing (see Fig. 3) To it is attached the sector U, carrying the downward
projections c, c¹, in the paths of the projections 6 61, and meshing (Fig. 7,) with the
sector V1 An additional sector mounted on a shaft at,right angles to V'; may also
mesh with the sector U, and to this additional shaft may be attached a signal for
highway crossings to be operated in connection with the advance signal
The sector V, is attached to the inner end of the cam shaft W¹, which carries an
arm with the weight H°.
This cam shaft is in its normal position when the weight H, is, at its lowest
point. Near it is the insulated spring electric switch I L, provided with an upper
and lower contact against the latter of which it normally rests. On either side of
and at right angles to the vertical plane of the shaft W, and in the vertical plane
of the shaft N*, are the cam shafts W, W. To the inner end of the cam shaft W',
is attached the sector d, meshing with the wheel Z. To its outer end is attached
an arm with the weight H, and the locking arm 6, (Figs. 7 and 22) adapted to
engage and normally engaged with a shoulder on the armature f, of the magnet D³.
There is loosely mounted on this shaft a cam sleeve g, carrying an arm with the
weight H³, and an escapement arm h, with four lugs i, 1, 2, 3, two of which 22, 2³,

page_text: .
are short. To the lug ¹, is attached an insulated strip or spring 16 adapted to
make contact with the insulated fixed contact point 17. In the sleeve g, are two
standards j, between which is pivoted the gravity dog k, (Fig. 31) in the path of
which rests the lever . This shaft W2, and sleeve g, are in their normal positions
when the arm e is engaged with the armature f, with the lug i, resting against said
arm the weights H, and H³, being suspended and the spring 16 out of contact.
Near this shaft are six spring electric switches 1 E A to 6 E A, inclusive, each
provided with an upper and lower contact. Of these switches, 4 E A, and 5 E A,
normally rest against their upper contacts and are connected with the lever l, by
a rod n, and cross bar n³, while the others normally rest against their lower
contacts.
The armature f, has a shoulder formed both above and below at its free end which
is extended into the path of the lugs ¹, 3, 3. When the lever, is depressed it
engages with the spring latch m, having a tendency to hold it down, but below the
lever, is the armature o, of the magnet D6, so connected with said lever that the
depression thereof will not change the position of said armature and when
the armature is depressed it releases the lever from the latch m, but said lever
cannot rise to its normal position till the armature be allowed to rise with it. The
cam shaft W³, its cam sleeve g₁ etc. and all their electrical and mechanical
connections are similar except that the sector d', meshes with the wheel Z', and the
switches operated thereby are designated W A, instead of E A. On the shaft N
(Fig. 32.) of the verifying signal is rigidly mounted the double camp in the path
of which rest the insulated spring electric switches q, q', their free ends normally
pressing against the contacts 7, r', and the movable strip of the automatic cut out P³.
The electrical connections of each signal post are as follows:-The local track
circuit includes a source of electricity, the magnet D and the circuit closer which is
the normally open point in the circuit. The auxiliary local circuit includes a source
of electricity, the magnet D, its armature the contact E, movable strip E¹, contact E
and the magnets D¹, D. There are two normally open points in this circuit. One
strip F3 is connected through 1 E, with line to next signal post eastward The
other strip F³ is connected through 1 W, with line to next signal post westward r, is
connected with 1 W R; r with 1 ER 2 E R is connected with q¹, 2 W R with q;
4 ER is connected with 8 EA; 4 WR with 8 WA; 5 ER is connected with 9 E A;
5 W R with 9 WA; 1 EA is connected with 2 E A; 1 WA with 2 WA; 4 EA is
connected with 6 EA; 4 WA with 6 WA; 11EA and 11 WA are connected with
ground 3 E R and 3 WR are connected through magnet D³ to ground, 7 E A is
connected with 3 E A and 16 E A and through maguet D³ with 10 WA; 7 WA is
connected with 3 WA and 16 WA and through magnet D* with 10 E A. 5 EA
is connected through magnet D and a source of electricity to ground, 5 W A. is
connected through magnet D' and a source of electricity to ground, 14 E A and
14 WA are connected through the motor P, and the automatic cut out P¹ with
ground.
15 E is connected with q¹, 15 WA with q.
12 E A is connected with 2 E and with 13 W A.
12 WA is connected with 2 W and with 13 E A.
17 EA and 17 WA are connected with ground, 3 E and 3 W are connected
through source of electricity to ground. The lighting circuit includes a source of
electricity, the armature of the magnet D³, its contact 6 L the contacts 3 L, 4 L,
the switches 1 L, 2 L, and the lamp t. The light controlling circuit is a wire
extending from end to end of the railroad and passing through a magnet D³, and
a cut out at each signal post and through a telegraphic relay at each end to
a movable switch having two contacts one of which is connected directly to ground
and the other through battery to ground. It may also pass through a telegraphic
relay at one or more way stations. By inserting the plug of a portable telegraphic
outfit (with or without battery as required) in the cut out at any signal post
telegraphic communication may be quickly established in cases of emergency. The
terminal stations of each series of signal posts are provided with a movable switch

page_text: the fixed end of which is connected directly with line wire to nearest signal posts.
This switch is provided with two contacts, one connected through gong to ground
and the other through battery to ground against the former of which it normally
rests. To the shaft N, is attached the verifying signal 8 painted red on both sides,
normally displayed (that is, full side view exposed) with a cross disc or strip
(Figs. 1 and 2) one side of which is painted red at right angles to main disc.
To the shaft N, is attached the rear signal 82, painted red on one side. To the
shaft N' is attached the advance signal s¹ painted red on one side. The advance
and rear signals are normally concealed (that is in edge view). With this con-
struction the operation is as follows:-Supposing an east bound train about to
leave the western terminus of the road, The train dispatcher or other official charged
with that duty by manipulating the movable switch, imparts to the line a current
of electricity, and allows the switch to resume its normal position. This current
entering the nearest signal box (Fig. 32) at 1 W will pass thence through F³ 2 W 4 W,
12 W A, 4 WA, 6 WA, 15 WA, q r, 1 WR, 4WR, 8 WA IWA, 2 WA,
10 WA, D³, 3 EA, 11 EA, and thence to ground. The passage of this current
through the magnet D³, will cause it to attract its armature f, the locking arm e,
will be released and impelled by the weight H', the cam shaft W³, will move
forward raising the switches 1 EA, 2 EA and 3 EA, away from their lower and
against their upper contacts and imparting to the wheel Z, a balf turn and to the
shaft N', a quarter turn, leaving the signal displayed with its red side Eastward.
The shaft W will be turned raising the weight H6, the switch 1 L will make
contact with 3 L so that if no current be on the light controlling circuit a lighting
current will pass from a source of electricity as at B, through 5 L, 6 L 7 L, 3 L,
1 L, 8 L lamp t, and 9 L, to ground or return circuit. But it is to be observed
that if a current were on the light controlling circuit, (which would be the case in
day time or when no lights were required) the armature of the magnet Ds would
be attracted breaking contact of 5 L and 6 L, and no lighting current could flow
to lamp. But the locking arm e, having moved forward the cam sleeve q, impelled
by the weight H³ moves forward till the lug i¹, strikes against the shoulder of the
depressed armature. In this position only the insulated spring 16 EA, is resting
on the fixed contact 17 E A and the signalling current that flowed to ground
through 11 E A, now flows to ground through 17 EA. On the cessation of this
current the armature f, rises to its normal position and the sleeve makes a second
forward movement which is terminated by the lug , striking against the shoulder
of the restored armature. In making this movement the dog k passes through and
beyond that portion of its path in which rests the lever l, depressing it and with it
the switches 4 EA, 5 EA, leaving said lever engaged with the latch m, and said
switches pressing against their lower contacts. Supposing the signalling circuit to
be now broken and line connected through gong to ground at initial station
a verifying current will pass from a source of electricity at the signal post as at B³,
through Do, 5 EA, 13 E A, 2 W, F³, 1 W and thence to initial station through gong
to ground giving a verification of the signal just displayed, the armature o of
magnet De, will be attracted and the lever l, thereby released from the latch m, but
held instead by the attraction of the magnet. As soon as the ground connection at
initial station is broken, this armature the lever l, and the switches 4 EA, 5 EA,
all rise to their normal position. If a second current of electricity be now imparted
from the initial station it will enter the first signal post as before at 1 W and pass
thence through F³, 2 W, 4 W, 12 WA, 4 WA, 6 WA, 15 WA q, 1 WR,
4 WR, 8 WA, 1 WA, 2 WA, 10 WA, D³ 7 EA, 1EA, 2EA, 9EA, 5 ER,
2ER, 93, 15 EA, 6 E A, 4 EA, 12 E A, 4 E, 2 E, F³, 1 E and thence to second
signal post, where it will display an east advance signal, and send back a verifying
current just as in the case of first post. But the passage of this second current
through the magnet D³, of first signal post will cause it to attract its armature and
the sleeve q, will make a third forward movement but is quickly stopped by the
lug 3, striking against the shoulder of the depressed armature. As soon as the
current ceases and the armature is allowed to rise to-its normal position the sleeve g,

page_text: will make its fourth and final forward movement which terminates by the lug i
striking against the arm e. This fourth movement of the sleeve g, by means of
a cam formed thereon raises the switch 6 E A away from its lower and against its
upper contact. The verifying current from second post will now enter first post, at
1 E, and pass thence through F³, 2 E, 4 E, 12 EA 4 EA, 6 EA, 14 EA, to
one set of brushes of a reversible electric motor P, through the armature and field
magnets of said motor to the automatic cut out P', and thence to ground. The
motor is thereby caused to rotate in a predetermined direction the wheel J, is
turned, a tooth thereon strikes the shuttle bolt K3 by which means the shuttle arm K,
and the shaft G, are caused to turn with the wheel until the shaft N, has completed
a quarter turn when the verifying current will be broken by the automatic cut
out P¹. By this movement the shuttle K, has been forced outward compressing the
spring K, and the bearings Q' being cut away at the limit of its upward movement
the shuttle bolt K³ is thrown outward out of engagement with the wheel J and
into engagement with the hook I locking the shuttle arm in that position. The
lever L, has also been turned raising the weight H. In this position the verifying
signal is in edge view with red side of cross disc turned eastward, indicating that
the block east is clear and that it signals an east bound train. This first post may
be in view from initial station, and the turning of its verifying signal to safety, may
notify the engineer to proceed on his journey. The train on passing the first signal
post, closes the local track circuit, thus closing one of the normally open points in
the auxiliary local circuit, the other of which has already been closed by the turning
of the shaft G, which carries the strip E¹, with it. The auxiliary local circuit is
thus completed so that a current flowing through it, will cause the magnets D₁ D*
to attract their armatures thereby releasing the levers F F¹. The shuttle arm K,
the verifying signal the shaft G, lever L and strip E' impelled by the weight H,
now resume their normal positions carrying with them one arm of the lever I. In
this movement the shuttle K¹, is forced inward compressing the spring K³, and the
bearing Q, being cut away at the limit of its downward movement the shuttle
bolt K³, is forced out of engagement with the hook I' and into position for
engagement with the wheel J.
The lever I, has thus been forced out of its normal position thereby imparting to
the rag-wheels R, R¹, a half turn. The rag wheel R carries with it the lower arm Y
and its projection Y2, imparts to the wheel Z, a half turn. The cam shaft W and
its cam sleeve g, are thereby restored to their normal position. In making this
return movement the gravity dog k, being so pivoted as to operate in one direction
only does not depress the lever and the advance signal which was held in displayed
position by the wheel Z, actuated by its weight H resumes its normal position.
A projection R³ of the rag wheel R, when it has completed a quarter-turn, strikes
the projection S¹, and imparts to the shaft N³, a quarter turn and leaves it engaged
with the armature of the magnet D³, which rising into a notch of the crown
sector U, locks it in that position with the rear signal displayed red side to west-
ward, the shaft W, is turned raising the switches 1 ER, 2 ER and 2 L, away from
their lower and against their upper contacts, and holding the weight H7, suspended
and the bolt X', is thrown forward into engagement with the wheel Z Z¹.
But the forcing of the lever I out of its normal position has raised the lighter
weight H³, which when the hook I is released from the shuttle bar K³, restores
said lever to its normal position and thereby the rag-wheels R R¹, are restored to
their normal positions. Also while the armatures of the magnets D¹ D' are
attracted the strips F³, are pressing against 3 E and 3 W respectively and currents
will flow from a source of electricity to the lines eastward and westward, till the
auxiliary circuit is broken and these armatures allowed to rise, which will happen
when the strip E' reaches its normal position. The effects of the current eastward
will be similar to those of second current from initial station, except that it will
affect posts 2 and 3 instead of posts 1 and 2. That of the current westward will
be, by passing through gong to ground, to notify the initial station that train has
passed first signal post. The passage of the train by second signal post will be

page_text: similar in its effects, except that the current imparted to line westward will enter
the first signal post, where an east rear signal has been left displayed at 1 E and
pass thence through. F³, 2 E, 4 E, 12 E A, 4 E A, 6 E A, 15 E A, q, ql, 1, 1E R,
3 E R, D³, and thence to ground. The armature of the magnet D³, will be
attracted releasing the rear signal, which actuated by its weight, H', will resume
its normal position leaving the first signal post ready for the signals of another
train and so on throughout the series. On leaving or passing out of such a series
of signal posts there is left behind the train but one rear signal in an abnormal
position, and it will be restored to its normal position by an electric impulse. from
circuit closer at terminal station. To adapt this system to points where it is
frequently necessary to display distant signals to warn off trains during the
existence of an obstruction, I use a special distant signal the construction and
operation of which is as follows: (see Fig 33) B¹º B and B represent circuit
closers located at points from which such signal is to be operated, B' a source of
electricity at each of such points and at the signal post. The signal post is
provided with motor and mechanism as before and with a switching magnet D¹º.
The circuit closers B10 B11 & B¹, are normally out of contact. If B¹º be depressed
till it makes contact with 2 T, a current will pass from the source of electricity
at that point through 2 T, B, and line wire to distant signal post and entering
at 1 D, will pass through 2D, D³, armature of D', 5 D and to ground releasing
the arm e, and causing a signal normally concealed to be displayed.
The signalling current is provided with temporary ground as before. The
turning of the arm e, with its cam shaft W, will raise the free end of 1 D, out of
contact with 2 D, and into contact with 3 D. If the switch B10 be now changed
so as to make contact with 1 T, a current will flow from a source of electricity B¹,
at the distant signal post to and through the motor P, the fixed contact E,
moveable strip E₁, the switching magnet Ď¹º, 3 D, 1D and line to B¹º, 1T D" and
to ground. From D³, this current has a momentary ground connection through
4D and D but it will not affect the proper working of the signal, and is
immediately broken by the magnet D10, attracting its armature away from 4 D.
The action of the motor will as before, store power for concealing the distant
signal and will then be stopped by the strip E' passing off the metal surface and
upon the insulating surface of E. The armature of the magnet D10 rises to its
normal position at cessation of this current and if the switch 1T, at the same or a
different point be depressed a current will pass from a source, B¹, at such point
through 2 TB, 3 D 4 D and D' to ground releasing the stored power by which
the displayed signal and the signal mechanism are at once restored to their normal
positions. The electro magnet D at stations from which distant signals are to be
operated is intended to give audible or visible verification of the distant signal and
the same or similar magnets in same circuit are also intended to be used in
connection with the locking devices of drawbridges, switches etc.
Any of these signals may be both displayed and concealed by direct action of motor
if preferred, and they are all capable of hand as well as electrical manipulation.
Ordinary oil lamps may be used instead of electric lamps. The engineer is to
be guided in the running of his train entirely by the verifying signal and ordinarily
that disc alone is necessary on each post. Initial and terminal impulse may be
transmited either by hand or by circuit closers operated by the moving train and
special distant signals as at railway crossings and junctions may also be operated
in like manner automatically by the moving train. Those for drawbridges
switches etc. are to be operated automatically by the locking mechanism of such
drawbridges etc.
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

page_text: of electricity and with a two-way reciprocating mechanism for actuating the signals
at such posts or stations.
2. An electric signal system for railways consisting of a series of signal stations
in normally independent circuits, each station having an automatically reversible
electric motor and signal actuating mechanism by means of which the setting of
an advance signal at a second advance signal post by an electric impulse, imparted
to the signal circuit by a moving train completes a circuit from a source of
electricity at said second post to and through an electric motor located at the first
post in front of the passing train.
3. An electric signal system for railways in which each station or post is provided
with one or more pivoted two-way reciprocating signals, an electric motor connected
with a source of electricity and signal actuating mechanism having electrical
attachments connected with the motor and source of electricity said motor acting
through electric impulses to store power in said actuating mechanism.
4. An electric signal system for railways each post of which is provided with
one or more signals and actuating mechanism therefor and an automatically
reversible electric motor, the parts being electrically connected, the signal
mechanism and its electrical connections at one post automatically controlling the
signal mechanism and the electrical connections of one rear and two advanced
posts in such manner that one train cannot affect them when another has an
advance or rear signal displayed thereon thus always securing an entire block
between any two trains on the same track whether moving in the same or opposite
directions.
5. An electric railway signal system, in which each advance signal is normally
held at safety and operated by trains moving in either direction through the inter-
vention of electrical connections and signal actuating mechanism in two sets or
parts only one of which operates at one time and so operates that the signal is
thereby turned to the right or left according to the direction of the moving train
with the safety side of said signal in each case turned toward the approaching train.
6. An electric signal system for railways each post of which is provided with one
or more signals and mechanism for actuating the same and electrical connections
and in which each advance signal is adapted to be displayed in either of two
directions according to the direction of approaching train by the release of a
normally and automatically stored power in said mechanism.
7. An electric signal system for railways in which each signal post or station
is provided with one or more signals and actuating mechanism controlled by
an automatically reversible electric motor electrically connected with such
mechanism and a source of electricity, the operation of said motor at each post
being dependent upon the position of the advance signal next beyond it and
the direction of its rotation determined by the direction from which it receives
a current.
8. An electric railway signal system, in which each signal post is provided
with a power receiving and signal actuating mechanism, and an automatically
reversible electric motor which when turned in one direction by an electric impulse
stores power in said mechanism that when released will display an east rear signal
and conceal an east advance signal and turned in the other direction will store
power that when released will display a west rear and conceal a west advance
signal and turned in either direction will turn the verifying signal from its normal
position of danger to safety and vice-versa.
9. An electric signal system for railways in which each signal post is provided
with one or more signals actuating mechanism therefor and an automatically
reversible electric motor, the driving current of which is automatically broken by a
cut-out in the motor circuit as soon as the required power has been stored by
said motor.
10. In an electric railway signal system an automatically reversible electric motor
at each signal post for actuating signals, and electric latching and switching devices
through the intervention of suitable mechanism and electrical connections.

page_text: 11. In an electric signal system for railways an automatically reversible electric
motor at each signal post for storing power that when released electrically will
actuate visual signals and electric latching and switching devices or either through
the intervention of suitable electrical and mechanical connections.
12. A system of electric signals for railways in which each post is provided with
an automatically reversible electric motor, in combination with one or more signals
and suitable electrical and mechanical connections for actuating said signals and
signal mechanism.
13. A system of electric signals for railways in which each signal post is
provided with one or more signals and actuating mechanism therefor and an
electric lamp in a normally open lighting circuit passing through two switches, one
of which is controlled by the movements of one or more of the signals and the other
by an independent light controlling circuit.
14. In electric railway signals a pivoted two-way reciprocating visual signal
provided with electrical and mechanical devices for displaying and concealing
the same.
15. In a system of electric railway signals the combination with an automatically
reversible electric motor and electro-mechanical signal actuating mechanism of an
oscillating verifying signal normally displayed but that may be concealed by an
electric current from either of two distant and opposite points.
16. In a system of electric railway signals an oscillating verifying signal
normally displayed but adapted to turn through an angle of 90 degrees, in either
direction from its normal position and that will be turned in
one direction or the
other according to the direction from which a current is received.
17. In a system of electric railway signals a single oscillating verifying signal at
each post normally displayed but adapted to turn 90 degrees in either direction
from its normal position through the intervention of mechanical and electrical
connections the direction of its movement being determined by the direction from
which a current is received and that when so turned to indicate safety, will also
indicate the direction from which the train that it signals is approaching.
18. In a system of electric railway signals the combination with electro
mechanical signal actuating devices electrically connected forward and rearward
of an oscillating verifying signal at each signal post or station normally displayed
but adapted to turn 90° degrees in either direction from its normal position
which movement can be effected only by the display movement of advance signal
mechanism at a distant post in a direction opposite (with respect to railroad track)
to that from which such advance signal mechanism is operated.
:
19. In a system of electric railway signals comprising an advance and rear signal
and a verifying signal at each post an advance signal mechanism in two sets or
parts each provided with a set of automatic electric switches, one part of which is
operated by an electric current from a distant point in one direction only and the
other by an electric current from a distant point in the opposite direction.
20. In a system of electric railway signals an advance signal mechanism in two
sets or parts each part comprising a normally stored power detained by a locking
arm and an electric latching device, but capable of being released by an electric
impulse from a distant point in combination with a cam shaft for operating
electric switches.
21. In electric railway signals a cam sleeve loosely mounted on each cam shaft
of the advance signal mechanism provided with a separate normally stored power
detained by a locking arm escapement which normally rests against the locking
arm of the cam shaft on which said cam sleeve is mounted but which, when said
locking arm has been released has a step by step movement controlled by the
same electric latching device that controls the forward movement of said cam shaft
and is restored to its normal position by the restoration of the cam shaft to its
normal position.
22. In electric railway signals the combination with a cam sleeve having a step
by step movement, of a gravity dog so pivoted to lugs or standards formed on said

page_text: cain sleeve as to have an independent radial movement with reference to said cam
sleeve, in one direction only and a locking lever pivoted at one end and so
adjusted with reference to said dog as to be depressed by said gravity dog in its
forward movement but not disturbed by it in its return movement.
23. In electric railway signals the combination with a cam sleeve having a step
by step movement and a gravity dog so pivoted thereto as to have an independent
radial movement with reference thereto in one direction only, and a locking lever
pivoted at one end and so adjusted with reference to said gravity dog as to be
depressed by its forward movement but not disturbed by its return movement
of a spring latch by which said locking lever when depressed is detained and a
connecting rod by which said locking lever is rigidly connected with two or more
electric switches that are thereby depressed and so remain till said locking lever is
allowed to rise to its normal position.
24. In electric railway signals a switch controlling magnet and its armature
connected with a local source of electricity, and one or more electric switches in
combination with a spring latching device for locking said switches in a.depressed
position and completing the circuit through said magnet and line conductor to a
distant point rearward, a current through which circuit causes said magnet to
attract its armature which will at once displace said latching device but still hold
the switches depressed until the circuit is broken at the distant point when the
armature and the switches will rise together to their normal position and the
latching device assume its normal position.
25. In a system of electric railway signals, a normally independent circuit
extending from one signal station to the one next adjacent to it, each end
terminating in a switch adapted to move between two fixed contacts one of which
is connected with a source of electricity and the other is normally connected
through electric signal releasing devices to ground or other return circuit and
against the latter of which said switch normally rests, whereby the connection of
the switch with the source of electricity at one post will cause a current to pass to
and through the electric signal releasing devices at the other post.
26. A system of electric signals for railways in which each signal post or station
is provided with one or more signals and actuating mechanism therefor, an electric
lamp, the lighting circuit of which is controlled by an independent circuit and a
cut-out at each post in said independent circuit for the reception of a plug connected
with a telegraphic outfit so that said independent circuit may be used at any time,
for telegraphic purposes without disturbing the signalling circuit.
27. In a system of railway signals a two-way reciprocating power receiving
mechanism and one or more signals adapted to be actuated thereby in combination
with a motor and source of energy whereby power may be stored that when
released will display concealed signals or conceal displayed signals of trains moving
in either direction over a given track and at same time actuate signal mechanism
and electrical appliances.
28. In electric signals for railways the combination of an automatic electro-
mechanical signaling device including advance rear and advance verifying signals,
with a local independent track circuit and circuits to one or more distant points.
29. In electric signals for railways the combination, in one circuit of two or more
signal actuating mechanisms located at different points and each having a local
source of electricity and automatic switching devices whereby a mutual inter-
dependence is established and maintained between the signals displayed and
concealed thereby.
30. In a system of electric signals for railways, consisting of a series of normally
independent circuits, the combination of e'ectro-mechanical signal actuating devices,
at each post with automatic electric switching devices whereby normally independent
circuits without battery are automatically coupled and uncoupled in front and
rear of moving trains and connected with a source or sources of electricity as
required,

page_text: 31. In an electric signal system for railways, an automatically reversible electric
motor in combination with an automatic cut out at each signal post and electric
switching devices whereby said motor may be thrown into either of two normally
independent circuits each of which circuits includes a source of electricity and an
automatic switching device at a distant point.
32. In an electric railway signal system a series of independent circuits
extending from post to post, along the line of railway each provided at either end
with signal actuating mechanism automatic switching devices an automatically
reversible electric motor and a source of electricity said motors and sources of
electricity being normally out of circuit but adapted to be thrown into and out of
circuit automatically by said signal actuating mechanism.
33. In electric signals for railways a series of independent motor circuits, each
circuit extending from a given signal post, to another only and each including a
source of electricity, an automatically reversible electric motor normally out of
circuit, a switch or switches for controlling the action of such motor an automatic
cut out and an electro-magnet and its armature at a distant point and one or more
signals and signal actuating mechanism whereby the action of said motor is
automatically controlled and the cessation of the driving current automatically
couples or unites at a distant point two normally independent signalling circuits.
34. In an electric signal system a series of normally independent signalling
circuits with one or more pivoted two-way reciprocating signals an automatically
reversible electric motor and a source of electricity at each signal post, in combi-
nation with electrical connections and appliances whereby said norinally independent
circuits are automatically utilized as motor circuits or signalling circuits dependent
upon the conditions existing at one or more distant posts.
35. In electric signals for railways the combination with an independent local
track circuit and electro mechanical signal actuating mechanism, of an auxiliary
local circuit normally open at two points one of which is closed by the movement
of the signal actuating mechanism, and the other by the closing of an independent
track circuit.
36. In electric signals for railways a stationary mechanism including a local
source of electricity and an automatically reversible electric motor with one or
more signals electrically connected to two or more distant points whereby an
advance signal may be displayed from a distant point; power stored to conceal
said advance signal, and display a rear signal this stored power then released and
finally a rear signal concealed from a distant point.
37. In electric signals for railways, the combination with electro-mechanical
signal actuating mechanism and electrical connections forward and rearward, of a
verifying signal the position of which at five consecutive posts more or less remote
from each other, may be controlled by a moving train, said signal being displayed
at the two posts next in rear of the train, concealed at the first post in advance
thereof and displayed at the two posts next succeeding this substantially as shown.
38. An electric signal system for railways in which each post is provided with a
verifying signal for indicating to the engineer the danger or safety position of a
distant advance signal, and the position of which with reference to a moving train
is norinally controlled automatically by the movement of said train, at three posts
in advance and two in rear of said train through the intervention of electro-
mechanical signal actuating devices, a source of electricity and electrical connections
forward and rearward.
39. In electric railway signals the combination with a source or sources of
electricity, an electric motor, an electro-mechanical signal actuating mechanism,
and electrical connections to one or more distant points of a special danger signal,
and automatic switching devices whereby said signal may be displayed by an
electric impulse from a distant point and by the movement of which from its
normal position said motor and its source of electricity are thrown into the
signalling circuit the driving current of said motor passing over the signalling
circuit to the operating station verities the distant sigual at that station and by

page_text: the action of the motor itself power is stored in the signal actuating mechanism
which power may afterwards be released by an electric impulse from the same or
another distant point and when so released will restore said signal and signal
mechanism to their normal positions.
40. In a system of electric signals for railways, the combination with an advance
and rear signal mechanism an electric motor and a source of electricity at each
post, of a verifying signal at each post as and for the purpose set forth.
41. In an electric railway signalling system the combination with an electro
mechanically controlled advance signal of an oscillatory signal for highway and
other crossings, secured to the axis of said advance signal and at right angles
thereto and moved upon its horizontal longitudinal axis from "danger" to "safety"
and vice versa by the movements of the advanced signal as set forth.
42. An electric railway signalling system comprising a double set of advance
and rear signals, united and controlled by a single series of normally independent
circuits extending from post to post along the entire line.
43. In an automatic signalling system the combination with electric signal
locking and controlling mechanism an electro magnet for releasing the same a
normally grounded circuit including said magnet and a movable switch in
proximity to said mechanism of an auxiliary or by pass circuit adapted to complete
the ground connection of said magnet during the display movement of the signal
and prior to the severance of the normal ground line thereby interposing a
temporary ground at that point for that impulse and preventing any portion
thereof passing beyond.
44. In an automatic electric railway signalling system, a set of movable switches
adapted to be operated by the movements of signals for breaking one and
completing another circuit.
45. In an electric railway signalling system, an electrically operated verifying
signal normally indicating danger, and included in a circuit passing through the
advance signals of the moving train the circuit of which is adapted to be made and
broken by the movements of said Bignals.
46. In an electric railway signal system, an electrically operated verifying
signal normally indicating danger the circuit of which is adapted to be made and
broken by the movements of other signals forming part of the same system but
located at a distant point in advance.