Improvements in and connected with Electrical Signalling Systems for Railroads.
Year: 1899

page_text: Date of Application, 12th Oct., 1899
Complete Specification Left, 13th Aug., 1900 -Accepted, 12th Oct., 1900
PROVISIONAL SPECIFICATION.
Improvements in and connected with Electrical Signalling Systems
for Railroads.
I, GILBERT (dit Alfred) BERRY, of 24, Avenue de Montsouris, Paris, in the
French Republic, Civil Engineer, do hereby declare the nature of this invention
to be as follows:―
This invention relates to a system of electrical communication between trains
while running, and stations, posts or cabins on the railroad, the said communica-
tion being effected without contact between a portion of the train and the
apparatus fixed on the track.
I have shewn on the annexed drawings the various apparatus included in my
system as well as a diagram of the communication and general setting up of the
apparatus.
Figures 1, 2, 3, and 4 represent respectively a plan, an elevation and an end
view of the apparatus on the track forming the basis of the system.
Figure 1 is a plan view. Figure 2 is an elevation. Figure 3 is an end view
shewing a certain position of the commutator. Figure 4 is a similar view
showing another position of the commutator. Figures 5 and 6 shew in front
elevation the side of the indicating apparatus for the driver.
Figure is a general diagram of the line thus fitted.
Figures 8 and 9 show how the various apparatus are arranged under the
locomotive.
My system comprises various apparatus located on the track and upon the
locomotive travelling over the latter. In the subsequent descriptions, the
" electros."
electro-magnets have been referred to, as
APPARATUS ARRANGED ON THE TRACK.
These include; the apparatus which is the subject of Figures 1 to 4 and which
I term apparatus V. Apparatus R constructed as will be presently described,
with the foregoing apparatus V. Electro magnets E F.
APPARATUS PLACED ON THE LOCOMOTIVE.
These in turn include; an apparatus V such as that which is the subject of
Figures 1 to 4. An apparatus R formed within apparatus V. A magnet or
electro magnet.
These annaratus are arranged in such a manner that the electros of the track
These in turn include; an apparatus V such as that which is the subject of
Figures 1 to 4. An apparatus R formed within apparatus V. A magnet or
electro magnet.
These apparatus are arranged in such a manner that the electros of the track
have their poles turned towards the apparatus M of the locomotive, and that
that of the locomotive has its poles turned towards the apparatus V and R of
the track; when the train passes over these apparatus, the electros pass at a
slight distance one from the other but without contact, the electros then setting
up magnetic fields in the apparatus which pass oppositely and producing effects
which will be hereafter mentioned.

page_text: of the track upon its passage over them and the electros of the track are intended
to actuate the apparatus M of the locomotive when it is over them but only in case
of danger, as will presently be explained.
I will now describe these different arrangements.
APPARATUS V FIXED ON THE TRACK.
This apparatus is shewn on Figures 1 to 4 of the drawings. It is completely
enclosed in a water-tight box which latter is sufficiently strong to resist accidental
shocks. On the upper face of this box are fixed soft iron bars or bands B B of
preferably oblong shape; another light band of soft iron L fixed between two
light semi-cylinders, made of aluminium for instance, is exactly balanced so as
to oscillate upon a pivot A A at each end. To one of its ends is fixed a pendulum
also accurately balanced.
This latter is furnished at one end with two flexible spring keys T¹ connected
electrically together and at the other end with two similar keys T2 also connected
together. These keys can assume the following positions.
(1) When the pivoted band or strip L is at its normal position before the
passing of the train (Fig. 3) the keys T¹ electrically bring together the two
insulated contacts C and C+ whilst at the same time the keys T2 electrically bring
together the insulated contacts C7 and 08.
(2). When the strip L is moved by the influence of the magnet or electro-
magnet placed under the locomotive (Figure 4), it draws to its second position
the pendulum b, the keys T¹ of which bear upon the contacts CC2 and the keys T
upon the contacts C5 C6.
An electro-magnet E V acting on the lower face of the strip L is intended to
recall this latter to its normal position after it has been moved by the influence
of the locomotive's magnet, as will be seen later.
The communications are then effected by the contacts C¹ to C8.
A second electro E N can act upon the strip L; this electro is not employed
in the normal working of the apparatus by reason of the passage of a train, but
is only intended to cause the apparatus to work without a train passing, for
instance to block the road, protect a certain movement of a train or engine:
for this purpose, it is mounted on a special circuit under control from the railway
station.
APPARATUS R FIXED ON THE TRACK.
This apparatus like the preceding is enclosed in a water-tight box, and consists
of an apparatus V such as that just described and which works under the influence
of the magnet placed under the locomotive.
The only difference from the apparatus V is that its pendulum instead of
being balanced like that of the apparatus V is slightly heavier on the side of the
keys T2, so that in its normal position these latter are retained by their own
weight upon the contacts C and C8 and the keys T upon the contacts C and C+.
When the plate L is moved by the influence of the locomotive's magnet, the
pendulum is moved and first the keys T¹ are brought upon the contacts C¹
and C2, and secondly, the keys T2 are brought upon the contacts C5 and C6.
But when the magnet of the locomotive ceases to bear upon the strip L, the
pendulum b is brought back by its own weight to its normal position..
Upon the track are fixed electro-magnets E Fi and E F2 over which will pass
the apparatus M, now described, and which is placed under the locomotive.
ADD D A TITO M TLIVED

page_text: and the electro magnets of the track are arranged in such a manner that the
soft-iron bands B and 132 pass exactly above the electros E F of the track and
the bands B B exactly over the electros E F. The plate L' as in the apparatus V
is recalled to its normal position by the electro EV when it has been moved
under the influence of the electro magnet E F of the track.
The plate L (as in the apparatus It) is brought back to its normal position by
the actual weight of its pendulum when it has been moved under the influence
of the electro E 1 of the track. It will be remarked that in this apparatus,
the electro A R of the second apparatus V which forms part thereof, having no
function to perform, does not here exist.
Communications are set up by means of contacts C¹ to C8. Upon the locomotive
is arranged an indicator controlled in the following manner.
function to perform, does not here exist.
Communications are set up by means of contacts C¹ to C8. Upon the locomotive
is arranged an indicator controlled in the following manner.
INDICATOR (Figures 5 and 6).
This apparatus is enclosed within a box whose face is furnished with an
opening through which may be seen a finger or pointer H when a screen "
moves aside.
A light plate F is mounted upon an axis f furnished with a ratchet wheel f¹;
a cranked lever N pivoted on an axis a moved by an electro E I can by means of
a pawl n', cause the axis to rotate to a certain extent; the plate which when
at rest masked the window O formed in the wall of the box, then uncovers and.
shows the indicator H; also, a lever f is keyed upon the axis f and is fitted with
a key T which moves upon the contacts so that when the plate Funmasks the
window, the key puts the contacts CC into communication. These latter allow
the closing of a circuit effecting the ringing of an alarm bell placed at the side
of the indicator. The track is divided into sections the length of which varies
according to the needs of the service.
At the point of junction of each section before any intermediary post on the
track (such as a sigual-post, railway-gate, points-lever etc.) the apparatus of the
track are arranged in the following manner; the arrow indicates the direction
of the train, see Figure 7.
Before each post (in the direction of travel of the train and at a sufficient dis-
tance to afford the train, in case of danger, time to stop before such post) is placed
the apparatus and at some yards farther the electro E F
In front of the post, whether signal-cabin or railway-gate, are arranged the
apparatus R and the electro E 2 in such a manner that at the stop before each
post, the electro of the locomotive is exactly over R and the bands of soft
iron B B of the apparatus M of the locomotive are precisely above the electro
of the track.
1
At the starting point from the post are placed, at some yards farther, the
apparatus of the track V2 and V3.
The apparatus V1 V2 and V³ are situated in such a manner that the electro of
the locomotive passes exactly over them. The electros E F and E 12 of the
track are placed in such a way that the soft-iron bands B' and B2 of the
apparatus M of the locomotive pass exactly over them. Figure 7 shows how I
electrically connect together the track apparatus of one post and in what manner
the track apparatus of two succeeding posts are electrically connected by a line
wire.
A post before and a post beyond each station are arranged beyond the entrance
and exit of the points, and form the two ends of the section wherein the station
is situated.
The system works in the following manner. When the electro E L placed
under the locomotive passes above a track apparatus V, a magnetic field is
developed in the soft iron bands B1 B2; the movable plate L of this apparatus
moves in such a manner as to close the magnetic circuit and the results are that
the edges of the plate L are applied against the bands B and B and that its

page_text: keys T T will bear, the former against the contacts C C and the other against
the contacts 05 06.
Suppose a train passes before the post l' and on towards the post P¹. Under
the innuence of the electro E L of the machine the working is as follows:-
When the train passes the apparatus the key T of this apparatus bears upon
the contacts CC, the key 1 upon the contacts CC and they remain there
so long as the train remains in the section beta. But when the train passes the
post in order to pass from the section beta into section gamma, the key T¹ of
the apparatus V2 (post 1") will bear upon the contacts CC and will close the
circuit in the electros E
of the apparatus V2 V3 of the previous post P; these
electros will then bring back the parts L and the keys T T of these two apparatus
to their normal positions.
This current will flow until the key T of V³ (post 1"¹) is brought back to its
contacts CC2 by the passing of the train, thus setting up a continuous current
in the line wire between the contacts C2C which will no longer be connected by
the key T.
The keys T and T¹ of the apparatus V2 V3 of the previous post I can then
move freely again upon the passing of the following train. In short, each time
a train occupies the section beta, the apparatus V2 V3 (post P) will have their
keys T upon the contacts C' C2 and T¹ upon the contacts CC; when this train
has left the section beta to enter the following section gamma, section beta
being then free, the keys T and T of the apparatus V2 V3 (post P) will be brought
back to their normal situation namely T on the contacts C C and T on the
contacts CC, Figure 7.
Suppose a train occupies the section beta; as stated above, in the apparatus V
(post P) the keys T and T of the apparatus V2 V3 will be on the contacts C' 02
00. Now if a second train in the section alpha advances towards post P, at
its passage over the apparatus V the key T of this latter will bear upon the
contacts CC and will close the circuit in the electro E F1 of the track. This
electro will influence at the time of the passing of the train over it, the parts 13¹
and 12 of the apparatus M fixed under the locomotive and consequently the
part L of this apparatus will be moved and will bring its key T upon the
contacts CC. The circuit will thus be closed in the electro E I of the driver's
indicating apparatus. This electro will attract the lever N whose pawl through
the intermediary of the wheel f¹ will move the screen F from position 1 to 2.
Dependent on this movement;-
(1). The indicator H is uncovered and will be visible at the opening 0.
(2). The key T of the lever L will bear against the contacts CC and will
close the circuit on the alarm bell S adjoining the indicating apparatus. The
driver will then be warned that he must immediately stop. The train will have
to, in such case, pull up at a stopping signal before the post P' in such a manner
that the apparatus M fixed under the locomotive will have-its parts_133 13+
exactly over the electro E F2 of the track and the electro fixed under the
locomotive will be exactly over the track apparatus R.
Its presence over R will effect the attraction of the plate L of this apparatus
on to B and B32 and consequently on to the keys T which will thus connect the
contacts and so long as the train remains over R.
As soon as the first train, leaving the section beta to enter the section gamma,
passes the apparatus V2 of the post 1", as I have shewn previously, the key T
of this apparatus bearing on the contacts CC will close the circuit in the
electros EV of the apparatus V2 V3 (post P) and will bring back the keys T
and T of these apparatus to their normal positions. From this it results;
(1) That the key T of the apparatus V2 (post P) when reassuming its normal
position on the contacts C3 and C will cause the current from the battery to no
longer pass by the electro E F1 but by the electro E F2 of the track and the
electro E of V, the circuit will then be closed in these electros by the keys T
of the apparatus R which has remained on the contacts C¹ and C³.

page_text: (2). That under the influence of the electro EV of the apparatus VI, the
plate L and its key T will re-take their normal position upon the contacts C³ C
(3). That under the influence of the electro E, the plate L' of the apparatus
fixed under the locomotive will be attracted by the parts 13 B, and the key T
will bear against the contacts C and C+ connecting them electrically. The
circuit will then be closed in the electro EV which will bring back to its normal
position the plate L and its key T.
(4). That the key T, leaving the contacts C and C2 of the apparatus M will
cut off the current in the electro E I of the indicating apparatus I and the
screen falling by its own weight will again cover the indicator drawing with
it the levers N and f to their normal position.
(5). Regaining its normal position the key T of lever f2 (indicating apparatus I)
will leave the contacts C and C2 which will no longer be connected and the
alarm bell will stop ringing. When the second train again starts and ceases to
remain over the apparatus R, the plate L of this apparatus falls back to its
original position, leaving the key T, and the current no longer passes, and
so on. In short, the mere presence of any train in any section prevents any
other train passing the previous post without receiving on the indicating apparatus
of the driver, an immediate alarm signal both optical and acoustic which implies
stop-danger," and this signal continues whilst danger remains and only ceases
when the first train has left the section it occupied.
It will be remarked that each time a train passes the apparatus V3 of the
track, Figure 7ª, the key T¹ of this apparatus, as has already been explained,
bears against the contacts C5 and C and then closes the circuit upon a bell-device
placed in the track post; this current only ceases when the train, passing the
apparatus of the succeeding post, has brought back, as just explained, the
key T of V to its normal position; in other words, this ringing ceases only
when the train has passed the following post which indicates to the staff of
the track that the section is again free.
Further, each time that a train passes the apparatus V₁ of a post on entering
an occupied section, the key T2 of this apparatus bearing against the contacts C
and C of this apparatus, closes the circuit on an alarm bell placed in the track
post so that the staff of the track will be warned at the same time as the driver.
This alarm signal, like that of the driver and for the same purposes, continues
for so long as danger exists.
Every station (as shewn on Figure 7) instead of being situated at the inter-
section of two sections, is constructed in a section whose ends are at the two
posts above and below, beyond the manoeuvring lines of such station. Conse-
quent upon this arrangement,—
(1) When a train draws up at a station G, for instance, or performs certain
movements (shunting etc.) there, the apparatus V of the previous post P remain
blocked (at danger) and no other train can pass this post until the first train
starts forward again and has passed the following post P¹.
(2) If a train drawing up at the station G must be detained to allow another
train to pass before it, the station master by means of an electric push can close
the circuit in the electro EV of the apparatus V2 of the previous post P, so
that the second train can pass the first without receiving a signal to stop.
Another push allows the station-master to close the circuit upon the other
electro E of the apparatus V of the post P; this electro is opposed to the
electro EV and allows the plate L to be moved in the same way as would be
effected by a train passing over the apparatus; the key T can also be brought
back on to the contacts C¹ C².
In this manner the station remains protected or closed whenever engines pass
along the principal track.
Similar pushes may be placed at any other points of the line according to
service needs, so that in case of landslips, inundations, running off the rails etc.,
the dangerous portion can be immediately protected above and below.

page_text: This method is certainly the most rapid and more reliable than the use of
detonators (fog-signals) whose working has been shown to be most uncertain.
When a station-master has to send a train behind another which started
previously, he will actuate the electric push or button p and if the section gamma
is free, i.c. if the first train has passed it, and according to the foregoing
description, the key T of the apparatus V2 (post 1") will be at its normal position
on the contacts C and C+; this push will serve to close the circuit in a special
audible signal intended to order the driver of the train on the point of starting,
to proceed.
If on the other hand, the section gamma were not free, i.c. if from any cause
the first train were still there, as previously explained, the key of the
apparatus of post P would be on contacts C and C. The circuit of the
acoustic signal Swould be broken from C³ to C+ and the departure signal could
not be rung.
i
The result of this arrangement is that a station master by reason of mistake
or negligence cannot in any case despatch a train on to an occupied section.
In case, for any reason, a train passed the apparatus V of a post (P¹, for
instance) without acting upon it, the apparatus V of the previous post upon
which it acted in passing would not be recalled to their normal position and no
other train could pass this post without receiving the signal to stop in spite of
the section beta being in reality quite free. The result of this
"
miss" would
be only an ordinary and a short delay but there would be no derangement of
the system nor any incorrect interpretation of such a nature as to lead to an
accident.
On the other hand, the staff of the post P¹ would readily perceive that in spite
of the passage of the train before it, the bell in the post remained silent. The
defective portion would thus be automatically indicated without need of enquiries
or inspection of the line for the purpose of ascertaining the position of the
same.
I may modify certain portions of my apparatus without departing from the
spirit of my invention. For instance, the electros of the track or those of the
locomotive may be simple or multiple; the electros of the locomotive may be
excited by any suitable means c.g. dynamo, primary or secondary batteries, etc.;
it might also be replaced by a permanent magnet.
I wish to point out that the apparatus M placed under the locomotive might,
instead of actuating the driver's indicator, control the brake apparatus and thus
automatically effect the stoppage of the train, and also it might be arranged to
simultaneously operate both these apparatus.
111 1
J
1000
COMPLETE SPECIFICATION.
Improvements in and connected with Electrical Signalling Systems
for Railroads.
I, GILBERT (dit Alfred) BERRY, of 24, Avenue de Montsouris, Paris, in the
French Republic, Civil Engineer, do hereby declare the nature of this invention

page_text: 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 a system of electrical communication between trains
while running, and stations, posts or cabins on the railroad, the said communica-
tion being effected without contact between a portion of the train and the
apparatus fixed on the track.
I have shewn on the drawings filed with my Provisional Specification, apparatus
included in my system as well as a diagram of the communication and general
setting up of the apparatus.
Figures 1, 2, 3, and 4 of such drawings represent respectively a plan, an
elevation and an end view of the apparatus on the track forming the basis of
the system.
Figure 1 is a plan view. Figure 2 is an elevation. Figure 3 is an end view
shewing a certain position of the commutator. Figure is a similar view
showing another position of the commutator. Figures 5 and 6 shew in front
elevation the side of the indicating apparatus for the driver.
Figure 7 is a general diagram of the line thus fitted.
Figures 8 and 9 show how the various apparatus are arranged under the
locomotive.
My system comprises various apparatus located on the track and upon the
locomotive travelling. over the latter. In the subsequent. descriptions, the
electro-magnets have been referred to as " electros."
APPARATUS ARRANGED ON THE TRACK.
These include; the apparatus which is the subject of Figures 1 to 4 and which
I term apparatus V. Apparatus R constructed as will be presently described,
with the foregoing apparatus V. Electro magnets E F.
These in turn
Figures 1 to 4.
electro magnet.
APPARATUS PLACED ON THE LOCOMOTIVE.
include; an apparatus V such as that which is the subject of
An apparatus R formed within apparatus V. A magnet or
These apparatus are arranged in such a manner that the electros of the track.
have their poles turned towards the apparatus M of the locomotive, and that
that of the locomotive has its poles turned towards the apparatus V and R of
the track; when the train passes over these apparatus, the electros pass at a
slight distance one from the other but without contact, the electros then setting
up magnetic fields in the apparatus which pass oppositely and producing effects
which will be hereafter mentioned.
The electro of the locomotive is intended to actuate the apparatus and R
of the track upon its passage over them and the electros of the track are intended
to actuate the apparatus M of the locomotive when it is over them but only in case
of danger, as will presently be explained.
I will now describe these different arrangements.
APPARATUS V FIXED ON THE TRACK.
This apparatus is shewn on Figures 1 to 4 of the drawings. It is completely
enclosed in a water-tight box which latter is sufficiently strong to resist accidental
shocks. On the upper face of this box are fixed soft iron bars or bands B B of
preferably oblong shape; another light band of soft iron L fixed between two
light semi-cylinders, made of aluminium for instance, is exactly balanced so as
to oscillate upon a pivot A A at each end. To one of its ends is fixed a pendulum
also accurately balanced..
This latter is furnished at one end with two flexible spring keys T¹ connected

page_text: electrically together and at the other end with two similar keys T2 also connected
together. These keys can assume the following positions.
(1) When the pivoted band or strip L is at its normal position before the
passing of the train (Fig. 3) the keys T electrically bring together the two
insulated contacts C and C+ whilst at the same time the keys T electrically bring
together the insulated contacts C7 and 08.
(2). When the strip L is moved by the influence of the magnet or electro-
magnet placed under the locomotive (Figure 4), it draws to its second position
the pendulum b, the keys T of which bear upon the contacts C¹ C and the keys T
upon the contacts C5 Co.
An electro-magnet E V acting on the lower face of the strip L is intended to
recall this latter to its normal position after it has been moved by the influence
of the locomotive's magnet, as will be seen later.
The communications are then effected by the contacts C' to C8.
A second electro E N can act upon the strip L; this electro is not employed
in the normal working of the apparatus by reason of the passage of a train, but
is only intended to cause the apparatus to work without a train passing, for
instance to block the road, protect a certain movement of a train or engine:
for this purpose, it is mounted on a special circuit under control from the railway
station.
APPARATUS R FIXED ON THE TRACK.
This apparatus like the preceding is enclosed in a water-tight box, and consists
of an apparatus V such as that just described and which works under the influence
of the magnet placed under the locomotive.
The only difference from the apparatus V is that its pendulum instead of
being balanced like that of the apparatus V is slightly heavier on the side of the
keys T, so that in its normal position these latter are retained by their own
weight upon the contacts C7 and C and the keys T¹ upon the contacts C and C+
When the plate L is moved by the influence of the locomotive's magnet, the
pendulum is moved and first the keys T¹ are brought upon the contacts C¹
and C, and secondly, the keys T2 are brought upon the contacts C³ and Co.
But when the magnet of the locomotive ceases to bear upon the strip L, the
pendulum is brought back by its own weight to its normal position.
Upon the track are fixed electro-magnets E F1 and E F2 over which will pass
the apparatus M, now described, and which is placed under the locomotive.
APPARATUS M. FIXED UNDER THE LOCOMOTIVE.
This apparatus is enclosed like the previous ones, in a weather-proof box and
is composed of two apparatus V placed side by side. It thus includes four bands
of iron B designated B1 B2 B3 B4 and the plates L by L' and L². The apparatus M
and the electro magnets of the track are arranged in such a manner that the
soft-iron bands B1 and B2 pass exactly over the electros E F1 of the track and
the bands B3 B exactly over the electros E F2. The plate L' as in the apparatus V
is recalled to its normal position by the electro EV when it has been moved

page_text: opening through which may be seen a finger or pointer H when a screen F
moves aside.
A light plate F is mounted upon an axis f furnished with a ratchet wheel f¹;
a cranked lever N pivoted on an axis moved by an electro E I can by means of
a pawl n', cause the axis f¹ to rotate to a certain extent; the plate F which when
at rest masked the window O formed in the wall of the box, then uncovers and
shows the indicator H; also, a lever f is keyed upon the axis f and is fitted with
a key T which moves upon the contacts so that when the plate F unmasks the
window, the key puts the contacts C' C into communication. These latter allow
the closing of a circuit effecting the ringing of an alarm bell placed at the side
of the indicator. The track is divided into sections the length of which varies
according to the needs of the service.
At the point of junction of each section before any intermediary post on the
track (such as a signal-post, railway-gate, points-lever etc.) the apparatus of the
track are arranged in the following manner; the arrow indicates the direction
of the train, see Figure 7.
Before each post (in the direction of travel of the train and at a sufficient dis-
tance to afford the train in case of danger, time to stop before such post) is placed
the apparatus V₁ and at some yards farther the electro E F
In front of the post, whether signal-cabin or railway-gate, are arranged the
apparatus R and the electro E Fein such a manner that at the stop before each
post, the electro of the locomotive is exactly over R and the bands of soft
iron B3 1 of the apparatus M of the locomotive are precisely above the electro
F2 of the track.
At the starting point from the post are placed, at some yards farther, the
apparatus of the track V2 and V.
The apparatus V1 V2 and V³ are situated in such a manner that the electro of
the locomotive passes exactly over them. The electros E F¹ of the
track are placed in such a manner that the soft-iron bands 131 and B2 of the
apparatus M of the locomotive pass exactly over them. Figure 7 shows how I
electrically connect together the track apparatus of one post and in what manner
the track apparatus of two succeeding posts are electrically connected by
wire.
a line
A post before and a post beyond each station are arranged beyond the entrance
and exit points and form the two ends of the section wherein the station is
situated.
The system works in the following manner. When the electro E L placed
under the locomotive passes above a track apparatus V, a magnetic field is
developed in the soft iron bands B1 B2; the movable plate L of this apparatus
moves in such a manner as to close the magnetic circuit and the results are that
the edges of the plate L are applied against the bands B and B and that its
keys TT will bear, the former against the contacts C1 C2 and the other against
the contacts C5 C6.
Suppose a train passes before the post P and on towards the post P¹. Under
the influence of the electro E L of the machine the working is as follows;-
When the train passes the apparatus V2 the key T of this apparatus bears upon
the contacts CC, the key T₁ upon the contacts C5 C6 and they remain there
so long as the train remains in the section beta. But when the train passes the
post P in order to pass from the section beta into section gamma, the key T¹ of
the apparatus 2 (post P¹) will bear upon the contacts C C and will close the
circuit in the electros EV of the apparatus V2 V3 of the previous post P; these
electros will then bring back the parts L and the keys T T of these two apparatus
to their normal positions.
This current will flow until the kev T of V³ (post P¹) is brought back to its
contacts CC by the passing of the train, thus setting up a continuous current
in the line wire between the contacts C2 C3 which will no
be connected by
the box T
longer

page_text: The Keys T and T¹ of the apparatus V2 V3 of the previous post P can then
move freely again upon the passing of the following train. In short, each time
a train occupies the section beta, the apparatus V³ (post 1) will have their
keys Tupon the contacts CC2 and T upon the contacts C³ C; when this train
has left the section beta to enter the following section gamma, section beta
being then free, the keys T and T of the apparatus V2 V3 (post 1') will be brought
back to their normal situation namely T on the contacts C and T on the
contacts CC, Figure 7.
Suppose a train occupies the section beta; as stated above, in the apparatus V
(post) the keys T and T of the apparatus V2 V3 will be on the contacts CC
CC. Now it a second train in the section alpha advances towards post P', at
its passage over the apparatus V the key T of this latter will bear upon the
contacts C1 C2 and will close the circuit in the electro E F of the track. This
electro will influence at the time of the passing of the train over it, the parts B
and B2 of the apparatus M fixed under the locomotive and consequently the
part L of this apparatus will be moved and will bring its key T upon the
contacts C¹². The circuit will thus be closed in the electro E 1 of the driver's
indicating apparatus. This electro will attract the lever N whose pawl through
the intermediary of the wheel f' will move the screen F from position 1 to 2.
Dependent on this movement:-
(1). The indicator H is uncovered and will be visible at the opening O.
(2). The key T of the lever L will bear against the contacts C₁ C and will
close the circuit on the alarm bell S adjoining the indicating apparatus. The
driver will then be warned that he must immediately stop. The train will have
to, in such case, pull up at a stopping signal before the post P in such a manner
that the apparatus M fixed under the locomotive will have; its parts B³ 1+
exactly over the electro E 12 of the track and the electro fixed under the
locomotive will be exactly over the track apparatus R.
Its presence over R will effect the attraction of the plate L of this apparatus
on to B¹ and 132 and consequently on to the keys T which will thus connect the
contacts C¹ and C2 so long as the train remains over R.
As soon as the first train, leaving the section beta to enter the section gamma,
passes the apparatus V2 of the post 1", as I have shown previously, the key T
of this apparatus bearing on the contacts C5 C6 will close the circuit in the
electros EV of the apparatus V2 V3 (post P) and will bring back the keys T
and T of these apparatus to their normal positions. From this it results;
(1) That the key T of the apparatus V2 (post P) when reassuming its normal
position on the contacts C and C will cause the current from the battery to
pass no longer by the electro EFI but by the electro E F of the track and the
electro EV of V, the circuit will then be closed in those electros by the key T
of the apparatus R which has remained on the contacts C₁ and C².
(2). That under the influence of the electro E V of the apparatus V₁, the
plate L and its key T will retake their normal positions upon the contacts C³ 04.
(3). That under the influence of the electro E F3, the plate L of the apparatus
fixed under the locomotive will be attracted by the parts B3 B+, and the key T
will bear against the contacts C3 and C+ connecting them electrically. The
circuit will then be placed in the electro E V which will bring back to its normal
position the plate L and its key T.
(4). That the key T, leaving the contacts C and C2 of the apparatus M will
cut off the current in the electro E I of the indicating apparatus I and the
screen F falling by its own weight will again cover the indicator drawing with
it the levers N and 2 to their normal position.
(5). Regaining its normal position the key T of lever f (indicating apparatus I)
will leave the contacts and C2 which will no longer be connected and the
alarm bell will stop ringing. When the second train again starts and ceases to
remain over the apparatus R, the plate L of this apparatus falls back to its

page_text: normal position, leaving the key T, and the current no longer passes, and
So on. In short, the mere presence of any train in any section prevents any
other train passing the previous post without receiving on the indicating apparatus
of the driver, an immediate alarm signal both optical and acoustic which implies
Stop--Danger." and this signal continues whilst danger remains and only ceases
when the first train has left the section it occupied.
It will be remarked that each time a train passes the apparatus of the
track, Figure 7", the key T of this apparatus, as has already been explained,
bears against the contacts C and C and then closes the circuit upon a bell-device
placed in the track post; this current only ceases when the train, passing the
apparatus V2 of the succeeding post, has brought back, as just explained, the
key T of V to its normal position; in other words, this ringing ceases only
when the train has passed the following post which indicates to the staff of
the track that the section is again clear.
Further, each time that a train passes the apparatus V₁ of a post on entering
an occupied section, the key T2 of this apparatus bearing against the contacts C
and C of this apparatus, closes the circuit on an alarm bell placed in the track
post so that the staff of the track will be warned at the same time as the driver.
This alarm signal, like that of the driver and for the same purposes, continues
for so long as danger exists.
Every station (as shewn on Figure 7) instead of being situated at the inter-
section of two sections, is constructed in a section whose ends are at the two
posts above and below, beyond the manoeuvring lines of such station. Conse-
quent upon this arrangement,―
(1) When a train draws up at a station G, for instance, or performs certain
movements (shunting etc.) there, the apparatus V of the previous post l' remain
blocked (at danger) and no other train can pass this post until the first train
starts forward again and has passed the following post ".
(2) If a train drawing up at station G must be detained to allow another
train to pass before it, the station master by means of an electric push can close
the circuit in the electro E V of the apparatus V2 of the previous post l', so
that the second train can pass the first without receiving a signal to stop.
Another push allows the station-master to close the circuit upon the other
electro E of the apparatus V2 of the post P; this electro is opposed to the
electro EV and allows the plate L to be moved in the same way as would be
effected by a train passing over the apparatus; the key T can also be brought
back on to the contacts C¹ 02.
In this manner the station remains protected or closed whenever engines pass
along the principal track.
Similar pushes may be placed at any other points of the line according to
service needs, so that in case of landslips, inundations, running off the rails etc.,
the dangerous portion can be immediately protected above and below.
This method is certainly the most rapid and more reliable than the use of
detonators (fog-signals) whose working has been shown to be most uncertain.
When a station-master has to send a train behind another which started
previously, he will actuate the electric push er button p and if the section gamma
is free, ie. if the first train has passed it, and according to the foregoing
description, the key T of the apparatus V2 (post P¹) will be at its normal position
on the contacts C3 and C; this push will serve to close the circuit in a special
audible signal intended to order the driver of the train on the point of starting,
to proceed.
If on the other hand, the section gamma were not clear, i.e. if from any cause
the first train were still there, as previously explained, the key T of the
apparatus of post P¹ would be on contacts C¹ and C2. The circuit of the
acoustic signal S would be broken from C³ to C and the departure signal could
not be rung.

page_text: The result of this arrangement is that a station master by reason of mistake
or negligence cannot in any case despatch a train on to an occupied section.
In case, for any reason, a train passed the apparatus V of a post (P, for
instance) without acting upon it, the apparatus of the previous post upon
which it acted in passing would not be recalled to their normal position and no
other train could pass this post without receiving the signal to stop in spite of
the section beta being in reality quite free. The result of this
miss" would
be, only an ordinary and a short delay but there would be no derangement of
the system nor any incorrect interpretation of such a nature as to lead to an
accident..
On the other hand, the staff of the post P¹ would readily perceive that in spite
of the passage, of the train before it, the bell in the post remained silent. The
defective portion would thus be indicated automatically without need of enquiries
or inspection of the line for the purpose of ascertaining the position of the
same.
1
I may modify certain portions of my apparatus without departing from the
spirit of my invention. For instance, the electros of the track or those of the
locomotive may be simple or multiple; the electro of the locomotive may be
excited by any suitable means e.g. dynamo, primary or secondary batteries, etc.;
it might also be replaced by a permanent magnet.
I wish to point out that the apparatus M placed under the locomotive might,
instead of actuating the driver's indicator, control the brake apparatus and thus
automatically effect the stoppage of the train, and it also might be arranged to
operate both these apparatus simultaneously.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
(1) A system of electrical communication between trains while running, and
posts on the track to afford automatically signals at these posts and to the engine
driver characterised by the arrangement upon the track:-on the one hand, of
apparatus actuated by the passing in proximity of a magnetised body located
upon the train and on the other hand of electro-magnets, and upon the train,
on the one hand, of apparatus connected with an indicating arrangement which
are to be actuated by the passing in proximity of the electro-magnets of the
track, and on the other hand, of a magnetised body for acting upon the apparatus
of the track which are connected with the indicating apparatus of the posts of
the track, substantially as above described with regard to the drawings.
(2). In the system of electrical signalling, set forth in Claim 1, the arrange-
ment of the apparatus of the track and of the train intended to be actuated by a
magnet or electro passing in proximity, consisting essentially of pieces of soft-iron
which becoming magnetised by the passing in proximity of a magnetised portion,
attract a plate or strip of soft-iron which carries spring arms operating the
necessary contacts, this plate being at the desired moment brought back to its first
position by a special electro, substantially as above described with reference. to
the drawings.
(3) In the system set forth in Claim 1, the arrangement of indicating apparatus
of the train, consisting essentially of a lever which put in motion by an electro
gives rise to an optical signal and at the same time closes the circuit of a bell,
substantially as above described with reference to the drawings.
(4) In the system which is claimed in Claims 1, 2 and 3, replacing the control
of an indicating apparatus for the driver by the brake control which is thus
automatically operated or by the simultaneous control of the brake and of the
signal, substantially as described.
(5) In electrical signalling systems for railroads, the installation of the
different apparatus and of the electrical communications, the whole substantially

page_text: the drawings.
Datod this Thirteenth day of August 1900
For the Applicant,
GEDGE & FEENY,
Chartered Patent Agents,
60, Queen Victoria Street, London, E.C.
For the Applicant,
GEDGE & FEENY,
Chartered Patent Agents,
60, Queen Victoria Street, London, E.C.