Improvements in Railway Signals.
Year: 1894

page_text: Date of Application, 24th Aug., 4804
Complete Specification Left, 24th June, 1895-Accepted, 24th Aug., 1895
και οι συμμανακινη, στην πυρ του
Complete Specification Left, 24th June, 1895-Accepted, 24th Aug., 1895
PROVISIONAL SPECIFICATION.
Improvements in Railway Signals.
We, SAMUEL QUINCEY, of 567 Seven Sisters Road, South Tottenham, in the
County of Middlesex, Electrical Engineer, PHILIP BENNS, of 14 Maygrove Road,
Brondesbury, in the County of Middlesex, Builder, and HENRY BELHAM, of
264 City Road, in the County of London, Surveyor, do hereby declare the nature
of this invention to be as follows :-
This invention has reference to improvements in railway signals operated by the
wheels of passing trains, engines or vehicles acting upon the rails or upon train bars
treadles or plates and causing an electric circuit to be closed. Apparatus for this
purpose is described in the Specification of a former Patent granted to one of us,
(the said Philip Benns) No. 12,813 of 1892.
According to the present invention there are used in conjunction with the
semaphore arms or other substituted devices electric switches so that when a
semaphore arm or its equivalent is caused to assume the danger attitude two portions
of electrical conductor which are not in electrical connection when the signal is
down will be placed in electrical connection, with the result that if the corresponding
rail, train bar treadle or other part be depressed the circuit will be closed, and an
audible or visual signal be given not only to those in charge of the train, but also
at any other place or places where there is an audible or visual signalling device
placed in the circuit. The arrangement of the switches may advantageously be such
that in the event of the connections between the semaphore arms or their equivalent
and the levers for operating them becoming broken or rendered inoperative, the
switches will act automatically to connect the said two portions of electrical
conductor. In carrying out this invention some of the bells or other audible or
visual signalling devices are arranged in parallel. Or in some cases these devices
may be arranged in local circuits. A signal cabin bell or other audible indicator
is arranged in series in such a manner that when the current passes through the
coil of its electro-magnet the armature which carries the bell striker or equivalent
part will be attracted, thus closing a short circuit through a spring, which offers
less resistance than the coil, so that the current then goes mostly by the short
circuit and the electro-magnet does not attract the armature, which is forced away
by the spring which on leaving its contact stud breaks the short circuit whereupon
the armature is again attracted by the electro-magnet and so on. In conjunction
with this audible indicator, a visual indicator is provided in the signal cabin. This
indicator may be automatically returned to position to show line clear by the train
or vehicle, when leaving the corresponding section of line, acting upon a rail, treadle
or equivalent part and closing a suitable circuit.
This invention may be applied to give audible and visible indications of the
presence or passage of trains, engines or vehicles whenever and wherever desired.
One or more switches is or are or may be provided in a cabin to enable the audible
and visual signals at the home and distant semaphores or equivalent to be switched
in or out of use, so that if required for use only in foggy weather, they may be put
out of use at a moment's notice. Where several such switches are used they may
advantageously be connected together in such a way that they will be operated
simultaneously so that it will be impossible to omit to operate one or some of the
switches when the other or others is or are operated. To inform those in charge
of a train not only when the train is at a given place but also when a signal is

page_text: against it, we provide in connection with the apparatus actuated by the depressible
rail, train bar, treadle or equivalent part both a localising sounding device such as
a bell, buzzer, or horn, and a device producing a distinguishable sound for giving
an indication when the signal is at danger; such sounding devices are or may be
supplemental to visible signals such as semaphores, lamps, flashes or the like. Such
localising and danger indicating sounding devices we provide near a distant signal
and at or near a home signal. We provide electrical connections between such
sounding or visual devices and the signalman's cabin in order that he may at will
use them to communicate with driver or those in charge of a train or engine as may
be needful for starting or other purposes. The arrangement is such that all or any
of the audible or visible signalling devices at distant or home signals can be sounded
or used together or separately at the will of the signalman in the cabin. In the
cabin we provide an apparatus which may be an indicator of known kind, for
indicating whether the electrical circuits are in or out of order.
Where two or more sets of rails run in a like direction the signalling devices can
be alternately arranged in such positions as to obviate interference of one signal
with another and possible confusion. The audible and visual signals may be
arranged on or near the ground.
Apparatus according to this invention may be applied at level crossings, and in
connection with gates for indicating to the public the approach of trains, and
whether the gates are locked.
Improvements in Railway Signals.
We, SAMUEL QUINCEY, of 567 Seven Sisters Road, South Tottenham, in the
County of Middlesex, Electrical Engineer, PHILIP BENNS, of 14 Maygrove Road,
Brondesbury, in the County of Middlesex, Builder, and HENRY BELHAM, of
264 City Road, in the County of London, Surveyor, do hereby declare the nature
of this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention has reference to improvements in railway signals operated by the
wheels of passing trains, engines or vehicles acting upon the rails or upon train-
bars, treadles or plates and causing an electric circuit to be closed. Apparatus for
this purpose is described in the Specification of a former Patent granted to one of
us (the said Philip Benns) No. 12,813 of 1892.
According to the present invention there are used in conjunction with the
semaphore-arms or other substituted devices, electric switches so that when a
semaphore-arm or its equivalent is caused to assume the danger attitude, two
portions of electrical conductor which are not in electrical connection when the
signal is down, will be placed in electrical connection, with the result that if the
corresponding rail, train-bar, treadle or other part be depressed, the circuit will
be closed, and an audible or visual signal be given, not only to those in charge of
the train, but also at any other place or places where there is an audible or visual
signalling device placed in the circuit. The arrangement of the switches may
advantageously be such that in the event of the connections between the semaphore-
arms or their equivalent and the levers for operating them becoming broken or
rendered inoperative, the switches will act automatically to connect the said two
portions of electrical conductor. In carrying out this invention some of the bells

page_text: or other audible or visual signalling devices are arranged in parallel. Or in some
cases these devices may be arranged in local circuits. A signal-cabin or station
bell or other audible indicator is arranged in series in such a manner that when
the current passes through the coil of its electro-magnet, the armature which
carries the bell striker or equivalent part will be attracted, thus closing a short
circuit through a spring, which offers less resistance than the coil, so that the
current then goes mostly by the short circuit and the electro-magnet does not
attract the armature which is forced away by the spring which on leaving its
contact stud, breaks the short circuit, whereupon the armature is again attracted
by the electro-magnet and so on. In conjunction with this audible indicator, a
visual indicator is provided in the signal cabin. This indicator may be auto-
matically returned to position to show line clear by the train or vehicle, when
leaving the corresponding section of line, acting upon a rail, trendle or equivalent
part and closing a suitable circuit.
This invention may be applied to give audible and visual indications of the
presence or passage of trains, engines or vehicles (hereinafter referred to as trains)
whenever and wherever desired. One or more switches is or are or may be
provided in a cabin to enable the audible and visual siguals at the home and distant
semaphores or equivalent to be switched in or out of use, so that if required for
use only in foggy weather, they may be put out of use at a moment's notice.
Where several such switches are used, they may advantageously be connecte l
together in such a way that they will be operated simultaneously so that it will be
impossible to omit to operate one or some of the switches when the other or others
is or are operated. To inform those in charge of a train not only when the train
is at a given place, but also when a signal is against it, we provide in connection
with the apparatus actuated by the depressible rail, train-bar, treadle or equivalent
part, both a localizing sounding device such as a bell, buzzer, or horn, and a device
producing a distinguishable sound for giving an indication when the signal is at
danger; such sounding devices are or may be supplemental to visual signals such
as semaphores, lamps, flashes or the like. Such localising and danger indicating
sounding devices we provide at or near a distant signal, and at or near a home
signal. We provide electrical connections between such sounding or visual devices
and the signalinan's cabin in order that he may at will use them to communicate
with the driver or those in charge of a train as may be needful for starting or
other purposes. The arrangement is such that all or any of the audible or visual
signalling devices at distant or home signals can be sounded or used together or
separately at the will of the signalman in the cabin. In the cabin we provide an
apparatus, which may be an indicator of known kind, for indicating whether the
electrical circuits are in or out of order.
Where two or more sets of rails run in a like direction, the signalling devices
can be alternately arranged in such positions as to obviate interference of one
signal with another and possible confusion. The audible and visual signals may
be arranged on or near the ground. In some cases they may be arranged
overhead.
Apparatus according to this invention may be applied at level crossings, and in
connection with gates, for indicating to the public the approach of trains, and
whether or not the gates are locked in the proper position for the safe passage of
trains.
And in order that the invention may be clearly understood, we will now
proceed to explain by aid of the accompanying drawings, the best way known
to us of carrying the same into practical effect. In these drawings,
Fig. 1 is a diagrammatic view showing railway signalling apparatus according
to this invention applied in connection with the distant and home signals of a
station. Fig. 2 is a detail view to a larger scale.
1 and 2 are respectively the distant and home semaphore signals for a station 3,
the signal cabin for which is at 4. Upon the distant signal post 1 is fixed an electric
switch 5, the movable contact-arm 5° of which is connected to a slotted lever 6 in

page_text: which works, as shown in Fig. 2, a pin 7 connected to the rod 8 that works the
corresponding semaphore-arm 1, the arrangement being such that whilst this arm
is at danger, the contact-arm 5 will be held in a position to bridge the fixed
contacts 5º, 5º of the switch, and so connect two adjacent portions of a conductor 9,
but when the semaphore-arm is lowered, the switch will be opened so as to
disconnect the two adjacent portions of conductor. As will be seen, the arrange-
ment is such that the switch 5 will act automatically to connect the two portions
of conductor 9 in the event of the connection between the semaphore-arm 1 and
its operating lever being broken or rendered inoperative. The conductor 9 is
arranged as a shunt on a local circuit 10 in which is a battery 10*. In the two
parallel circuits 9 and 10 are arranged a danger sounding device 9*, and a localizing
sounding device 10° respectively.
The opening and closing of the local circuit is effected by a relay 11 of ordinary
construction, the operation of which is controlled by a contact making device 12
that is arranged to be operated by a train passing along the line a in the direction
of the arrow, and adapted to then connect together two conductors 13, 13ª to the
Jatter of which one terminal of the relay is connected by a conductor 11º. The
conductor 13 extends to one pole, say the positive, of a battery 14, and the con-
ductor 13ª extends to a fixed switch contact 15 that is adapted, by a switch lever 15º,
to be placed in connection with the other or negative pole of the said battery by a
conductor 13b. The other terminal of the relay 11 is connected by a conductor 13°
to a second fixed insulated switch contact 15° that is adapted, by moving the switch
lever 15 to the left, to be also placed in connection with the negative pole of the
battery.
16 and 17° are respectively danger and localizing sounding devices for use in
connection with the home signal 2, these devices being arranged in parallel
conductors 16 and 17 respectively. The circuit of the conductor 16 is controlled
by a switch 5 that is arranged on the home signal post 2º, and is constructed and
operated in a similar manner to the switch 5 of the distant signal 1. The
conductor 17, owing to the comparatively short distance between the home signal 2
and the station 3, is not in this case arranged to form a local circuit controlled by
a relay, but is connected with two conductors 18 and 18ª. The conductor 18 is
adapted, by a contact making device 19, arranged to be operated by a train
approaching the home signal 2, to be placed in connection with the positive pole of
the battery 14, through a conductor 18b and part of the conductor 13; or the
conductor 18 may be separately led to the positive pole of the battery, though
obviously this will not be so economical an arraugement. The conductor 18" is led
to the fixed contact 19 of a second switch, the switch-arm 19" of which is adapted,
when moved to the left onto the contact 19, to place the said conductor 18ª in
connection with the negative pole of the battery 14, through the conductor 13b.
The conductor 10 at the distant signal might be connected direct to the
conductors 13 and 13° and the relay 11 be dispensed with, but this arrangement
would obviously not be so advantageous as that shown. Also the circuit of the
conductor 17 might be closed through a local battery by a relay placed between
and in circuit with the conductors 18, 18", but we prefer the arrangement shown.
20 is a signal cabin bell arranged to be sounded when the contact making
devices 12 and 19 are operated by a passing train. For this purpose it may be
placed in series with the positive conductor 13 in which case it should be so
constructed that it will not break the circuit in which it is placed. A suitable
arrangement of series bell for this purpose is represented diagrammatically in
Fig. 3, wherein the coil of the electro-magnet 20 is shown connected between the
bell terminals 20° 20°, to one of which, viz. 20%, is also connected the spring 20
carrying the armature 20° with spring contact 20' and hammer 208, the arrange-
ment being such that when the armature is attracted by the electro-magnet, and
the spring contact 20' is brought to bear against the stud 20 in connection with
terminal 20°, a short circuit will be formed through the spring-contact, armature
and spring 20ª with the result that the spring will move the armature away and

page_text: break the short circuit, whereupon the armature will be again attracted by the
electro-magnet and so on, but the circuit through the bell will never be broken.
"
Or, the said bell 20 may be placed in a local circuit 21 provided with a
battery 22 and adapted to be closed by a relay 23 arranged in series with the
conductor 13. We prefer the latter arrangement, as the bell 20 may then be of
ordinary type. 24 is a visual indicator of known construction, the armature 25 of
which carries a card with indications such as "train on line and train passed,"
one or other of which indications can be seen through an opening in the front of
the indicator, according as the said armature is repelled by an electro-magnet 25",
arranged in series with the conductor 13, or by an electro-magnet 25, arranged in
a local circuit 26 connected with the battery 22 and adapted to be closed by a
contact maker such as a push 27, to be operated by hand or by an advance contact
maker 27° arranged to be operated by the train upon leaving the station or section
of line; or both of these contact makers may be provided, so that the former may
be used if the latter were rendered inoperative at any time. 28 is a key connected
with the positive conductor 13, and by a conductor 28ª with a switch-contact 19,
to which the aforesaid conductor 18 is also connected.
The action of the apparatus is as follows:-In foggy weather, the switch
levers 15 and 19, which are connected together as shown, are moved to the left
so as to rest upon the switch-contacts 15 and 19 respectively. On a train then
running over the contact maker 12, the latter will complete the circuit of the
battery 14 through the conductor 13, visual indicator 24, relay 23, conductors 13ª
and 11, relay 11, conductor 13%, switch lever 15" and conductor 13b, thereby setting
in operation the localizing sounding device 10% of the distant signal 1, and also the
signal cabin bell 20, and the visual indicator 24, to show "train on line." Should
the distant semaphore signal 1 have been previously lowered, the circuit 9 in which
the danger signal 10 is placed, will have been broken by the switch 5, so that this
signal will not be sounded, but should the semaphore signal be at danger, then the
circuit 9 being complete, the danger signal 10 will be sounded to give notice of that
fact to the engine driver. In a similar manner on the train approaching the home
signal 2 it will operate the contact maker 19 which will then complete the circuit of
the battery 14 through conductor 13, with indicator 24 and relay 23, conductors 18b,
18, 17, and 18, switch lever 19% and conductor 13b, thereby setting or maintaining the
cabin signal bell 20 and visual indicator 24 in operation, and also setting the localizing
sounding device 17% of the home signal in operation, to inform the engine driver that
he is approaching this signal. Should this signal have been lowered, the danger
signal 16 will not be sounded, and the train will continue its motion to the station,
but should the home signal not have been lowered, then the circuit of the danger
signal 10 having been completed by the switch 5*, this signal will be sounded to
give notice to the engine driver to stop the train. Whilst the train is over either
contact-maker 12 or 19, such contact-maker will operate to close the circuit of the
battery 14 and keep the corresponding localizing sounding device 10 or 17º, and
the cabin signal bell 20 in operation, as well as the danger signal 9 or 16°, if the
distant or home signal be at danger, and will also maintain the visual indicator in
position to show "train on line." If the train has been stopped at the home signal
after running past the contact-maker 19, then the signalman can, by means of the
key 29 and one or both of the sounding devices 17ª, 16, communicate with the
driver or those in charge of the train, as may be needful for starting or other
purpose. After the train has left the section, a current is sent through the electro-
magnet 25 of the visual indicator 24, by the push 27, or the contact maker 27, or
other suitable means, in order to return the armature 25 to its normal position to
show "train passed."
When it is not required to operate the sounding devices 9, 10, 16° and 17º, the
switch levers 15" and 19ª are moved to the right so as to rest on the contacts 15
and 19 respectively. The only effect of the operation of the contact making
devices 12 and 19 by a passing train, will then be to sound the cabin signal bell 20,
and operate the visual indicator 24 to show "train on line," the key 28 being still

page_text: free to be used, for communicating, as before, with the driver of the train, should
it be brought to rest at the home signal.
The contact making devices 12 and 19 may be of any suitable construction, but
are preferably such that the duration of the contact made thereby can be maintained
for any desired time after the train has left it.
A suitable construction of contact making device that has been found to give
satisfactory results in practice, is shown in Figs. 4, 5 and 6, which are respectively
a side elevation with the box in section, a cross section on the line of Fig. 4,
and a plan with the cover of the box removed.
It comprises a pair of insulated contacts 29 joined to the conductors to be
temporarily connected, and a movable contact 30 that is pivotted at 31 to a lever 32
fulcrummed at 33. The contacts 29 are closer together at their upper parts than
at their lower parts, and the end of the contact 30 between them is of such a width
that when it is in the lowered position shown, it will not connect the contacts 29,
but will do so when raised by the arm of the lever 32 to which it is pivoted. The
lever 32 is connected at one end by a link 34 to a lever 35 pivoted at 36 and
connected by a saddle piece 37 to a spring lever 38 that is fulcrummed at 39 and
provided at its outer end with a vertically adjustable bolt 40 arranged near to or in
contact with the underside of the rail 41 so as to be depressed by the deflection of
the portion of the rail between two adjacent chairs, caused by a passing train.
The other end of the lever 32 is connected to a piston 42 that is arranged to work
in a cylinder 43 having an air inlet valve 43, is provided with a raised air escape
valve 44, and is sealed at its periphery with a liquid, such as glycerine or castor
oil, that is not liable to freeze in winter, and which rests in the bottom of the
cylinder. The box or casing 45 is formed with a stop 45° that serves to limit the
upward movement of the inner end of the lever 38, and consequently the amount of
motion transmitted to the lever 32 and attached parts, notwithstanding excessive
depression of the outer end of the lever 38, which is taken up by the elasticity of
the lever. 46 is a spring that normally holds the various parts in the position
.shown. When the outer end of the lever 38 is depressed by deflection of the
rail 41, the lever 32 forces the contact 30 upward between the upper ends of the
contacts 29, and lifts the piston 42 in the cylinder 43, into which air then enters
by the valve 43. After the rail 41 is relieved of pressure, the spring 46 returns
the parts to their normal positions more or less quickly, according to the adjustment
of the air exit valve 44. As the lever 32 descends, it leaves the contact 3 held
between the contacts 29 until the upper edge of the said lever, by acting upon an
adjustable screw 30ª carried by the contact 30, forces the latter from between the
contacts 29, whereupon it falls by gravity into the position shown in Fig. 3, aided
it may be by a spring 47, whereupon the connection between the contacts 29 is
broken. This action can be caused to take place earlier or later in the motion of
the lever 32, by suitably adjusting the screw 30º.
Figs. 7, 8, and 9 are similar views to Figs. 4, 5, and 6 respectively, showing
another construction of contact making device. In this case the movable contact 30
is in the form of a straight lever pivoted at 31 to a fixed support, and carrying at
one end a weighted tumbler 30*, and at the other end a circular rack 30°. It is
raised between the fixed contact 29, so as to connect them, by the depression of a
lever 32 pivotted at one end and acting at its other end upon the upper end of the
tumbler 30, and is lowered from between the upper ends of the fixed contacts by
the spring 46, the rapidity of descent being controlled by a fly 47 driven by a train
of wheel-work 48 from the rack 30%, and by suitably varying the tension of the
spring 46. The lever 32 is operated, as before, by the deflection of the rail 41
acting through a spring-bar 38, saddle-piece 37, lever 35 and link 34 arranged as
shown. The tumbler 30* is provided with an extension 30%, which, by resting
against a stop 49, holds the said tumbler in position to be acted upon by the
lever 32, and by coming in contact with another stop 49, serves to disengage the
.tumbler from the lever 32 and so prevent excessive movement of this lever being
transmitted to the movable contact 30.

page_text: The said contact-making devices when arranged as shown at 12 and 19 (Fig. 1),
are preferably so timed that it will keep its circuit closed for a sufficient period to
enable a light engine running slowly, to have passed the corresponding danger
signal 9 or 16".
The sounding devices 9", 10°, 16 and 17" may be of various kinds, but should be
such as to ensure their being easily heard, when in use, by the driver of a train
passing them. Satisfactory results have been obtained by the sounding device
shown in Figs. 10 11 and 12 which are respectively a side elevation partly in
section, a part plan, and a detail view. This sounding device, which we call a
motor-bell, comprises two electro-magnets 50 and 51, of which the former is fixed
to a base 52, and the latter to a spindle 53 that carries a hammer 55 for striking
the gong 56, and a commutator consisting of a disc 57 of insulating material and
two platinum contact rings 58, 58 to which the ends of the winding of the electro-
magnet 51 are fixed. The ends of the winding of the electro-magnet 50 are fixed
to the terminals 59, 59ª of the bell, which are also connected to two insulated
spring contacts 60, 60° that are carried by a support 61 mounted to turn about a
centre 62, and are arranged to bear alternately upon the contact rings 58, 58".
The core of each magnet is L-shaped, and the two cores are so arranged that
their free ends project towards each other, and are located in planes that are-
normally at right angles to each other. The winding of each electro-magnet is
so arranged that the free ends of the corresponding core form north and south
poles. The polarity of the core of the magnet 50 remains constant, but that of
the magnet 51 is changed, the arrangement being such that each pole of the fixed
magnet first attracts one pole of the movable magnet and repels the other, and
when the two magnet cores have been in this way brought nearly into the same
plane, the polarity of the movable magnet is changed so that the respective poles
will operate in an opposite sense, as well understood. In this way a rapid
oscillatory motion is imparted to the magnet 51 and attached spindle, commutator,.
and hammer, whereby the latter is caused to forcibly strike the gong 56 and
produce a loud and unmistakeable sound. To change the polarity of the core of
magnet 51, the commutator disc 57 carries a pin 63 that acts alternately on the
one and then on the other of the two spring contacts 60, 60, so that at one time
they bear respectively upon the contacts 58, 58° and at another time on the
contacts 58 and 58, and thereby alternately change the direction of the current in
the winding of magnet 51. To prevent the contacts 60, 60° being left out of
connection with the contacts 58, 58 when the bell is cut out of circuit, there are
provided a locking lever 64 having a shoulder at 64ª to engage one corner of the
support 61 and hold the spring contacts in one extreme position, and a spring 65
that is arranged in compression between the locking lever 64 and the opposite
corner of the pivoted support 61 and acts to move the spring contacts into their
other extreme position when the locking lever is moved by the pin 63 to release
the said support 61.
It is to be understood that we do not limit ourselves to the use of the apparatus
shown in Figs. 4 to 11 inclusive; also that we do not claim such apparatus as
forming part of the present invention, as we contemplate obtaining separate
Letters Patent therefor.
Apparatus such as hereinbefore described and shown in Fig. 1 in connection
with either the distant signal 1, or the home signal 2, may be applied at a level
crossing, the localizing sounding device serving to draw the attention of the driver
to the fact that he is approaching the level crossing, the danger sounding device
that the gates at the level crossing are across the rails or are otherwise not
properly placed for the safe passage of a train, and the bell 20 to indicate to the
public the approach of a train. In this case the switch corresponding to 5 or 5*
(Fig. 1), controlling the circuit in which the danger sounding device is included,
would be arranged to be worked from the gates, the switch being closed when the
gates are open, and open when the gates are closed, that is properly placed for the
safe passage of a train. As will be obvious the sounding devices 9", 10°, 16ª

page_text: and 17ª might be replaced by visual signals arranged to be operated electrically in
the same manner as the sounding devices. Also that the devices 9 and 16ª might
be each arranged to be placed in series with the corresponding device.10° and 17°
by using suitable switches at 5, 5* as will be readily understood.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is :
1. Railway signalling apparatus wherein there is used in conjunction with a
semaphore-arm or its equivalent, or level crossing gates, and an electric circuit
controlled by a contact-maker arranged to be operated by a passing vehicle or
train, an electric switch so connected with the semaphore-arm or its equivalent or
the gates, that when the said arm or equivalent or gates is or are at danger, two
portions of electrical conductor which are not in electric connection when the said
arm or its equivalent or gates is or are in the safety attitude, will be placed in
electrical connection, with the result that if the corresponding contact-maker be
depressed, the circuit will be closed and an audible or visual signal be given to
those in charge of the vehicle or train and also at any other place or places where
there is an audible or visual signalling device placed in the circuit, substantially as
hereinbefore described.
2. Railway signalling apparatus wherein there is used in conjunction with a main
electric circuit including an audible signal at a station, signal-cabin, level crossing
or other place, and a contact making device adapted to close the circuit by the
action of a passing train or vehicle, of audible or visual signalling devices adapted
to be operated by electro-magnetic devices the circuit of one of which is closed
when the main circuit is closed, and the circuit of the other of which is further
controlled by a switch in connection with a semaphore-arm or equivalent, or level
crossing gates, so as to be closed and its corresponding signal operated, only when
the said arm or equivalent or gates is or are in the danger position, substantially
as herein described.
3. Railway signalling apparatus wherein there is provided at or near the distant
signal, and at or near the home signal, a localizing signalling device and also a
danger indicating device, these devices being arranged in parallel or local circuits
controlled by a main circuit including a contact-making device arranged at the
rear of each localizing signalling device so as to be operated by a passing vehicle
or train, audible and visual signals arranged at the signal cabin or station, and
switches for putting such parallel or local circuits in or out of use, each of the
circuits controlling the danger signalling devices being further controlled by a
switch connected with the corresponding distant or home signal so as to be closed
thereby only when such signal is at danger, substantially as herein described.
4. The combination with an electrically controlled sounding or visual signalling
device located at or near the home signal, of electrical connections between such
device and the signalman's cabin whereby he may at will use such signalling device
to communicate with those in charge of a train or engine standing at the home
signal, substantially as hereinbefore described for the purpose specified.
5. Railway signalling apparatus constructed arranged and operating substantially
as hereinbefore described with reference to and shown in Figs. 12 & 3 of the
drawings annexed.
Dated this 24th day of June 1895.
For the Applicants,
W. LLOYD WISE,
46 Lincoln's Inn Fields, London, W.C., Chartered Patent Agent.