Improvements in Railway Signals.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in Railway Signals.
I, WASHINGTON HUME, of 278, Dashwood House, 9, New Broad Street, Lon-
don, E.C., Civil Engineer, do hereby declare the nature of this invention to be
as follows:-
This invention of improvements in railway signals has reference to means
whereby railway trains or engines can cause their approach to be indicated at
signal boxes or stations and whereby those in charge of signal boxes or stations
can cause indications to be conveyed to those in charge of trains or engines.
The means I employ as hereinafter explained are such that in an automatic
manner by means of an appliance carried by an engine or some vehicle of a
train a signal or indicator will be electrically operated in suchwise as to convey
to those in charge of a signal box or station not only the fact that a train is
approaching but also which train it is according to its train number, the object
being to obviate or greatly lessen the liability to mistake one train or engine
for another even when the train signalled is behind time and out of its order
on the service timetable, and the system is such as to be especially useful in
dark and foggy weather. The arrangement furthermore comprises means whereby
those in charge of signal box or station upon receiving notice of the approach
of a train or locomotive, can, from the signal box or station, switch on audible
signals (for example bells) that are located alongside the track at the point
where the signals are to be received by those in charge of the train or locomotive,
the arrangement being such as to produce in an automatic manner any combina-
tion of sounds which may have been set by the signaller and which would con-
vey definite information to those in charge of the train or engine.
In describing the nature of my invention I will assume that the audible
signals are to be produced by bells but it will he understood that the word
bell" is to be taken to include any other equivalent and suitable sound pro-
ducing device.
16
Firstly For causing the approach of a train or of an engine to be indicated
at a signal box or station I provide a number (conveniently ten) of pairs of
bars of material that is a good conductor of electricity; the two bars of each
pair are arranged parallel to one another, but are insulated from one another;
and the several pairs of bars are arranged side by side (but insulated one pair
from another) in the space between the two rails of the track and parallel with
such rails; each pair of bars is connected with a signal bell common to the
entire set and also with a separate train number indicator located in the signal
box or station and with an attention bell which is common to all the pairs of
bars and is located outside the tracks opposite the bars, these bars being for
the purpose of signalling to the person in charge of the signal box or station.
On the locomotive, or on some other one of the vehicles of a train, I provide
an adjustable brush or equivalent whereby to bridge the space between the
two bars of a pair when that part of the train carrying such device is passing

page_text: over the particular pair of bars connected with the indicating devices above
mentioned intended to indicate the approach of the particular train or locomotive.
Secondly. For the purpose of communicating instructions or information from
the signal box or station to those in charge of a train or engine I provide two
or more pairs of bars similar to those just above mentioned, but whereas the
two bars constituting each pair are arranged (as before) parallel to one another;
the several pairs are placed in line one pair after the other, and to one side of
the first mentioned set of 10 or other number of bars (that is to say) parallel
to the one rail, but nearer to it than is the nearest of the first mentioned set of
bars and the said secondly mentioned pairs of bars are arranged with suitable
spaces between the adjacent ends of each and every two pairs and are connected
with two sound producing devices such as bells of different tones (as described
below) placed outside the track, close to the bars and also to a battery and
switches placed and adapted to be actuated in the signal box or station.
In carrying out my invention, each pair of bars whether of the first mentioned
set or of the secondly mentioned set, may conveniently be supported on and
secured to two or more cast-iron brackets bolted to the sleepers; and in order to
insulate from one another the two bars constituting a pair, the heads of the
brackets and the bolts securing the bars to them might be dipped in or coated
with some non-conducting substance; or, alternatively, loose liners for the
bracket heads or sleeves for the bolts of any suitable non-conducting material
might be used.
An arrangement according to this invention is illustrated by way of example
in the accompanying two sheets of drawings.
Fig. 1 shows diagrammatically a cross section through ten pairs of bars (1, 2,
3, 4, 5, 6, 7, 8, 9, 10), such as above first mentioned, and through the railway
rails, and it also shows the connections by wires with the attention and call bells,
batteries and train indicators, as well as an end elevation of part of a vehicle
with brush carrier applied thereto.
Fig. 2 is a diagrammatic plan of the same arrangements drawn to a smaller
scale.
Fig. 3 is a diagrammatic plan shewing an arrangement of the secondly men-
tioned sets of bars and signalling devices in connection therewith.
Fig. 4 is a partial end elevation partly in section showing a portion of a buffer
beam with carrier contact brush a pair of conducting bars and their support,
and Fig. 5 is an elevation partly in section of the like parts in a plane at right
angles to Fig. 4.
Referring to Figs. 1 and 2, it will be seen that one bar of each of the ten
pairs marked respectively, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, is connected up to a
common single wire W which passes through the attention bell" which is indi-
cated at N, and is located immediately alongside the track, in front of the bars,
for the purpose of calling the attention of those in charge of a train or locomo-
tive during foggy weather, or at night, to the arrival of the train or locomotive
at the bars and to warn them to be ready for the hell signals the wire W
passes through battery A* and call bell B* and is connected with ten train indi-
cators T, T2, T³, T, T³, T6, T7, T³, T, T, (all situated in the signal box or
cabin).
The remaining bar of each of the ten pairs is connected by a separate and
independent wire with its corresponding indicator in the signal box. The ten
wires are marked respectively X', X², X³, X4, X5, X, X, X, X, X10
The object of the call bell 13* is to advise the signalman of the approach of a
train so that he may be able after he hears the call bell, to set the necessary
answering bell signals before the arrival of the locomotive or train at the
secondly mentioned set of bars.
The pairs of bars and their corresponding indicators are intended to be used
consecutively by the trains, beginning with No. 1 and proceeding onward up
to No. 10, after which the operation can be repeated as often as necessary,

page_text: beginning again at No. 1. Conveniently, the pair of bars marked 1 might be
used to signal trains Nos. 1, 11, 21 and so on, (each such train carrying a cor-
respondingly located brush) while bar 2 would be used to signal trains Nos. 2,
12, 22 and so on, up to any required number of trains, the brushes being cor-
respondingly arranged on the trains.
In the second part of the system (see Fig. 3) one bar of each of those pairs
of bars which are marked C1, C2, C3 is connected with a wire Y common to them
all which passes through a high toned bell indicated at C, and thence through
a battery F to the switches S1, S2, S3 to each of which it is connected the remain-
ing bar of each of the said pairs marked C1 C2, C3 is connected by a separate
wire (Y, Y, Y³) of its own, direct to its corresponding switch S, S³, S³, in the
signal box or station. In like manner one bar of each of those pairs of bars
which are marked D1, D2, D3 and which alternate with the pairs marked C¹, C², C³
is joined to another wire Z common to them all passing through a deep-toned
bell indicated at 1* (placed alongside or over the gong indicated at C*) and then
passes on through a battery E to the switches S4, S5, S6, to each of which it is
connected. The remaining bar of each of the pairs marked D1, D2, D is con-
nected, each by a separate wire 2, 72, 73 of its own, direct to its corresponding
switch S*, S5, S6.
The bars C1, C2, C³, and D¹, D², 1)³ are placed between the rails at a distance
in advance of the set of bars marked 1 to 10 inclusive sufficient to give the
signalman ample time to set the switches S1, S2, S3 and S4, S5, S6 before the
arrival of the train or engine at the said second series of bars.
Each engine would be provided with two brush carriers, one of them fixed
permanently upon every engine alike in such a position as to clear the pair of
bars 1 but to register with and make contact successively with the several pairs
of bars C, D, C², D2, C3, D3 in its passage, and so enable instructions to be
received from the signalman.
The bells C and D)* are placed outside the track opposite the bars C¹, C², C³
and D1, D2, D3 at any convenient point where they can be clearly heard by a
driver.
More than two bells might be used if though desirable, and the bars C, C², C¹³
and D1, D2, D3 might be connected up to them to form any desired combination;
furthermore the bars might be increased or diminished in number or placed in
two parallel rows instead of in one row.
The buffer beam A of the locomotive (Fig. 4) is drilled to template to take the
holding bolts for securing a vertical brush carrier B at will in either of ten
different lateral positions corresponding to those of the pairs of bars mounted 1
to 10 inclusive; so that the brush can be placed in the proper position corres-
ponding to the number of the particular train the engine is to draw. The
brush (which may be of brass gun metal or other suitable metal) is carried
at the lower end of the carrier B. Thus it will be understood that with the
holes spaced as above stated, the carrier B can, practically at a moments notice
be fixed in or shifted into the position that will correspond with any particular
pair of bars the number of which will agree with the number which the parti-
cular train bears in the service timetable, and it is not needful to always use a
given locomotive to draw a given train. It is to be noted that the upper sur-
faces of the pairs of contact bars are downwardly inclined at those ends the brush
is intended to first touch in order that the brush may make contact and gradually
rise up the inclines in a manner to close the circuit without shock. When the
brush D by touching both bars of any pair of the set first mentioned at once,
closes the circuit, the attention and call bells are caused to ring, and the cor-
responding indicator flap is opened in the signal box or station, thus facilitating
recognition of any particular train, and obviating or mitigating liability to error.
In like manner when the corresponding brush, touching both bars of any pair
of the set of bars secondly mentioned at once closes the circuit, the corresponding
bell will be rung alongside the track if the signalman has closed the other end

page_text: of the circuit by one or other of the switches S or S¹, otherwise the bell will
remain silent.
If a locomotive should be brought to a stand still at the bells C* or D*, it
could receive no further automatic signal by means of the pairs of bars 1 to 10
inclusive, owing to the absence of motion, but the signalman could give the
further necessary signals by means of the wires that connect the batteries E
and F and the bells D* and C*, and an additional wire and sending key to each
bell.
Referring to Figs. 4 and 5 it will be seen that the brush D is shown hinged
to the lower end of the carrier B and provided with a spiral spring to ensure
contact. The brush carrier comprises a couple of angle bars B,. B (of suitable
material such as steel) with an interposed filling piece C, and that E E are rivets
that fasten B B and C together, F F are holes for the bolts whereby to fasten
the brush carrier to the buffer beam A. From the description already given it
will be understood that such holes are to be equally spaced across the buffer
plate A so as to correspond with the spacing and number of the pairs of bars on
the track and with the distance centre to centre of bolts F F; part may be on
one side of the draw-gear and the remainder on the other side, provided the pairs
of bars be correspondingly arranged. The lower portions 13 of the angle
bars B, B have their side flanges gradually tapered off (see Fig. 4). G is one
of several rivets at intervals to hold the portions B¹ of the bars together. I is
a block on trunnions to receive the thrust of the spring K which is adapted to
cause the lever L, which is movable about a pin M and to which the brush D
is secured by bolts N, to press the brush against the contacts. O is a washer
with knife edge like base to allow of the radial movement of the lever L.
Instead of the spiral spring K, the trunnion-block H and the bolt J a V-shaped
spring might be arranged between the angle bars so that one end bears against
an abutment carried thereby and the other against the lever L so as to cause
the brush to be pressed against the contact; or instead of either of the before
described arrangements, the brush may be carried by a flat spring suitably
fastened to the angle-bars.
Figs. 5 and 5" illustrate these modifications. In Fig. 4 a pair of contact
bars is shown in cross section, the bars being marked respectively P and P¹;
their ends are tapered as shown or they may be downwardly bent. Q is a
cast iron pedestal or bracket bolted to the sleeper of the track for carrying the
bars which are held to the pedestal Q by bolts R. The thick heavy black lines
at the top of the pedestal Q and around the ends of the bolt R represent the
non-conducting material necessary to insulate the bar P from the bar P¹.
a
In connection with each up and each down line there would be provided
signalling arrangement such as above described, the respective indicators of
which at the signal box or station being distinctively marked and grouped; at
junctions each independent line would be similarly provided and the separate
signalling arrangements would be marked so as to avoid confusion.
Dated this 27th day of August 1898.
Dated this 27th day of August 1898.
For the Applicant,
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C.,
Chartered Patent Agent.

page_text: what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:
This invention of improvements in railway signals has reference to means
whereby railway trains or locomotives can cause their approach to be indicated
at signal boxes or stations, and whereby those in charge of signal boxes or
stations can cause indications to be conveyed to those in charge of trains or
locomotives. The means employed for these purposes, as hereinafter explained,
are such that, in an automatic manner, by means of an appliance carried by a
locomotive or some vehicle of a train, a signal or indicator will be electrically
operated in such wise as to convey to those in charge of a signal box or station
not only the fact that a train or locomotive is approaching, but, also the official
number of the train or locomotive so that the liability of mistaking one train
or locomotive for another, even when the train or locomotive signalled is behind
time and out of its order on the service timetable, is obviated or greatly lessened,
the system being such as to be especially useful in dark and foggy weather.
The arrangement furthermore comprises means whereby those in charge of a
signal box or station upon receiving notice of the approach of a train or locomo-
tive can, from the signal box or station, switch on audible signals (for example
bells) that are located alongside the track at the point where the signals are to
be received by those in charge of the train or locomotive, the arrangement being
such as to produce in an automatic manner any combination of sounds which may
have been set by the signaller and which would convey definite information or
instructions to those in charge of the train or locomotive.
In describing the nature of this invention it is assumed that the audible
signals are to be produced by bells but it is to be understood that the word
"bell" is to be taken to include any other equivalent and suitable sound-pro-
ducing device.
Firstly For causing the approach of a train or of a locomotive to be indicated
at a signal box or station a number, conveniently ten, of pairs of bars are pro-
vided of material that is a good conductor of electricity; the two bars of each
pair being arranged parallel to, but insulated from, one another; and the several
pairs of bars being arranged side by side (but insulated one pair from another)
in the space between the two rails of the track and parallel with such rails.
Each pair of bars is connected with a signal bell common to the entire set, and
also with a separate train number indicator located at the signal box or station,
and also with an attention bell and battery common to all the pairs of bars,
the attention bell being located outside the track opposite the pairs of bars, these
bars being for the purpose of signalling to the person in charge of the signal box
or station.
On the locomotive, or on some other one of the vehicles of a train, an adjust-
able brush or equivalent circuit closer is provided whereby the space between
the two bars of a pair is electrically bridged when that part of the train carry-
ing such device is passing over the particular pair of bars connected with the
indicating devices above mentioned and intended to indicate the approach of
the particular train or locomotive.
or information
Secondly For the purpose of communicating instructions
from the signal box or station to those in charge of a train or locomotive there
are provided between the rails of the track two or more pairs of bars similar to
those just above mentioned, but whereas the two bars constituting each pair are
arranged (as before) parallel to one another the several pairs are placed in
line, one pair after the other, a suitable distance being left between adjacent
pair. The pairs of bars are placed to one side of the first mentioned set of 10
or other number of bars (that is to say) parallel to the one rail, but nearer to
it than is the nearest of the first mentioned set of bars-so that the adjustable
brush or equivalent for giving indications at the signal box or station of the
approach of a train will not come in contact with them. The pairs of bars are
electrically connected with two sound producing devices, such as bells of different

page_text: tones, arranged outside the track, close to the bars, and also to a battery and
switching or circuit closing apparatus placed and adapted to be actuated in the
signal box or station.
In carrying out the invention, each pair of 'bars whether of the first mentioned
set, or of the secondly mentioned set, may conveniently be supported on, and
secured to, two or more cast-iron brackets bolted to the sleepers. In order to
insulate the two bars, constituting a pair, from one another the heads of the
brackets and the bolts securing the bars to them, may be dipped in or coated
with some non-conducting substance; or, alternatively, loose liners for the
bracket heads, or sleeves for the bolts, of any suitable non-conducting material
may be used.
An arrangement according to this invention, is illustrated, by way of example,
in the drawings filed with the Provisional Specification to which reference is
now made.
Fig. 1 shows diagrammatically a cross section through ten pairs of bars (1, 2,
3, 4, 5, 6, 7, 8, 9, 10) of the hercinabove first mentioned set of bars, and through
the railway rails, and it also shows the connections by wires with the attention
and call bells, batteries and train indicators, as well as an end elevation of part
of a vehicle with brush carrier applied thereto.
Fig. 2 is a diagrammatic plan of the same arrangement, drawn to a smaller
scale.
Fig. 3 is a diagrammatic plan, showing an arrangement of the secondly men-
tioned sets of bars and signalling devices in connection therewith, and
Fig. 4 is a partial end elevation, partly in section, showing to a larger scale
than Figs. 1, 2 and 3, a portion of a buffer beam with carrier and contact brush
and a pair of conducting bars and their support, and Fig. 5 is an elevation,
partly in section, of the like parts in a plane at right angles to Fig. 4.
Figs. 5 and 5* are detail views showing modifications.
Referring to Figs. 1 and 2, it will be seen that one bar of each of the ten
pairs of bars which are marked respectively, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 is con-
nected up to a common wire W which passes through the attention bell"
which is indicated at N, and is located immediately outside the track, opposite
or near the pairs of bars, for the purpose of calling the attention of those in
charge of a train or locomotive during foggy weather, or at night, to the arrival
of the train or locomotive at the bars and also to warn them to be ready for the
bell signals controlled by the secondly mentioned sets of bars; the wire W is
connected through a battery A* and call bell B* to one of the terminals of each
of the ten train indicators T, T²³, T³, T³, T³, Tº, T7, T³, T³, T10, all situated in
the signal box or station.
The remaining bar of each of the ten pairs is connected by a separate and
independent wire with the other terminal of its corresponding indicator in the
signal box or station. The ten wires are marked, respectively, X', X2, X³, X',
X5, X, X, X8, X2, X10.
The object of the call bell B* is to advise the signalman of the approach of
a train so that he may be able, after he hears the call bell, to set the necessary
answering bell signals before the arrival of the train or locomotive at the secondly
mentioned set of bars.
The pairs of bars and their corresponding indicators are intended to be used
consecutively by the trains, beginning with No. 1 and proceeding onward up
to No. 10, after which the operation can be repeated as often as necessary,
beginning again at No. 1. Conveniently, the pair of bars marked 1 might be
used to signal trains Nos. 1, 11, 21 and so on, (each such train carrying a corres-
pondingly located brush) while bar 2 would be used to signal trains Nos. 2, 12, 22
and so on, up to any required number of trains, the brushes being correspondingly
arranged on the trains.
According to the second part of the system (Fig. 3) one bar of each of those
pairs of bars which are marked C¹, C³, C³ is connected with a wire Y common

page_text: to them all which passes through a high toned bell indicated at C, and thence
to a battery F and to suitable switches S1, S2, S3 to each of which it is connected.
The remaining bar of each of the said pairs of bars C1, C2, C3 is connected by a
separate wire Y', Y or Y of its own, direct to its corresponding switch S1, S2, S³
located in the signal box or station. In like manner, one bar of each of those
pairs of bars marked D1, D2, D3 which alternate with the pairs marked C1, C2, C3
is joined to another wire Z, common to them all, passing through a deep-toned
bell indicated at D* (placed alongside or over the gong indicated at C*) and is
connected through a battery E to switches S4, S5, S. The remaining bar of each
of the pairs of bars D1, D2, D3 is connected, each by a separate wire 7, 72, 73
of its own, direct to its corresponding switch S, S³, 8º.
The bars C1, C2, C3, and D1, D2, D3 are placed between the rails at a suitable
distance in advance of the set of bars marked 1 to 10 inclusive so that when the
signalman has been warned of the approach of a train or locomotive he will have
ample time to set the switches S1, S2, S3 and St, S. Se for conveying any desired
information or instructions by means of the bells D*, C* to the person in charge
of the train or locomotive before such train or locomotive shall have arrived at
the said second sets of bars.
Each locomotive would be provided with two brush carriers, one of them fixed
permanently upon every locomotive alike in such a position as to clear the
pairs of bars 1 to 10 but to register with and make contact successively with
the several pairs of bars C, D₁, C², D², C D in its passage, and so enable
information or instructions to be received from the signalman.
The bells C and D* are placed outside the track opposite the bars C, 02, 0³
and D, D3, D3 at any convenient point where they can be clearly heard by a
driver.
More than two bells might be used if thought desirable, and the bars C1, C2, C3
and D1, D2, D3 might be connected up to them to form any desired combina-
tion; furthermore, the bars might be increased or diminished in number or
placed in two parallel rows instead of in one row.
The buffer beam A of the locomotive (Fig. 4) is drilled to template to take
the holding bolts for securing a vertical brush carrier B at will in either of ten
different lateral positions corresponding to those of the pairs of bars marked I
to 10 inclusive; so that the brush can be placed in the proper position corres-
ponding to the number of the particular train the locomotive is to draw. The
brush D which may be of brass, gun metal, or other suitable metal, is carried
at the lower end of the carrier B. Thus it will be understood that with the
holes in the buffer beam spaced as above stated, the carrier B can, practically
at a moment's notice be fixed in, or shifted into, the position that will corres-
pond with any particular pair of bars the number of which will agree with the
number which the particular train bears in the service timetable, and it is not
needful to always use a given locomotive to draw a given train. It is to be noted
that the upper surfaces of the pairs of contact bars are downwardly inclined at
those ends the brush is intended to first touch in order that the brush may make
contact and gradually rise up the inclines in a manner to close the circuit with-
out shock. When the brush D by touching, both bars of any pair of the set first
mentioned (Figs 1 and 2) at once closes the circuit, the attention and call bells N
and B* are caused to ring and the corresponding indicator flap is opened in
the signal box or station, thus facilitating recognition of any particular train,
and obviating or mitigating liability to error. In like manner when the cor-
responding brush, touching both bars of any pair of the set of bars secondly
mentioned (Fig. 3) at once closes the circuit, the corresponding bell C* or *
or both of these bells will be rung alongside the track if the signalman has closed
the other end of the circuit by one or other or two or more of the switches St
to S6, otherwise the said bell or bells will remain silent.
In order that the signalman may be sure that his signals have been reproduced
by the bells C* D*, there may as shown in the drawing filed with this specifica-

page_text: tion, be arranged in the circuit of the said bells, and within the signal box, two
other bells Co, Dº, the tones of which correspond to those of C* and D*. By
this means when the bell C* or D* or both these bells are sounded by the train
or locomotive running over the second set of contact bars, the corresponding
bell or bells Co, 1º in the signal box or station will be sounded, thus indicating
to the signalman whether the proper signal had been given to the driver and
whether the apparatus is in proper working order.
If a train or locomotive should be brought to a standstill at the bells C* D* it
could receive no further automatic signal by means of the pairs of bars, C, C³, 03,
D1, D2, D3 and connections, owing to its having passed such bars but by provid-
ing in connection with each bell an additional wire S (see the drawing filed
with this specification) adapted to be placed in connection with the corresponding
battery E or F by a switch or circuit closer T in the signal box, the signalman
is enabled to give the driver any further necessary signals for starting or other-
wise. In the same way to enable the driver to signal to the signalman an addi-
tional wire S with circuit-closer or switch T¹ may connect each of the conduc-
tors Y and Z with a portion of the corresponding conductor that is within the
signal box and on the opposite side of the corresponding battery E or F and
bell C or Dº.
A special gong signal may be arranged near the second set of bars and be
connected up to the first pair of insulated bars C and a battery so as to be
sounded by every passing train or locomotive and call the driver's attention to
the fact that he had just passed the second set of bars in case neither of the
bells C or D✶ had, from any cause been sounded.
In this event his instructions may have been to retire past the second set of
bars and communicate with the signal-man by means of the switch or circuit
closer T, or again run over the said second set of bars with a view of getting some
indication or information by the bells C* D*.
The contact brush on the locomotive must in this case be suitably arranged
to admit of its passing backward over the pairs of contact bars.
Referring to Figs. 4 and 5 of the provisional drawings it will be seen that the
brush D is shown hinged to the lower end portions B₁ of the carrier B and pro-
vided with a spiral spring K to ensure contact. The brush carrier comprises a
couple of angle bars B B of suitable material, such as steel with an interposed
filling piece C. EE are rivets that fasten the angle bars B B and filling piece C
together. FF are holes for the bolts which fasten the brush carrier to the
buffer beam A. From the description already given it will be understood that
such holes are to be spaced across the buffer plate A so as to correspond with the
spacing and number of the pairs of bars marked 1 to 10 on the track and with
the distance centre to centre of the bolts F F; part of the holes may be on one
side of the draw gear and the remainder on the other side, provided the said
pairs of bars 1 to 10 be correspondingly arranged. The lower portions B of
the angle bars B B, have their side flanges gradually tapered off (see Fig. 4).
G is one of several rivets fitted with sleeves and arranged at intervals to hold
the portions B₁ of the bars together. H is a block mounted on trunnions to
receive the thrust of the spring K which is adapted to cause the lever L, which
is movable about an axis M and to which the brush D is secured by bolts N,
to press the brush against the corresponding pair of contact bars. O is a washer
with knife-edge like base to allow of the radial movement of the lever L.
Instead of the spiral spring K, the trunnion block H and the bolt J, a V-shaped
spring may be arranged between the angle bars so that one end bears against
an abutment carried thereby and the other against the lever L so as to cause
the brush to be pressed against the contacts; or instead of either of the before
described arrangements, the brush I may be carried by a flat spring suitably
fastened to the angle bars. Figs. 5 and 5 illustrate these modifications.
In Fig. 4 a pair of contact bars is shown in cross section, the bars being
marked respectively P and P¹; their ends are tapered as shown, in Fig. 5, or

page_text: they may be downwardly bent. Q is a cast iron pedestal or bracket bolted to
the sleeper of the track for carrying the bars which are held to the pedestal Q
by bolts R. The thick heavy black lines at the top of the pedestal Q and around
the ends of the bolt R represent the non-conducting material necessary to insu-
late the bar P from the bar P¹.
In connection with each up and each down line there would be provided a
signalling arrangement such as above described, the respective indicators of
which at the signal box or station are distinctively marked and grouped; at
junctions, each independent line would be similarly provided and the separate
signalling arrangements would be marked so as to avoid confusion.
In each case the indicators, bells and the like are as described and shown in
circuits that are normally open and are temporarily closed by a contact piece
carried by the locomotive or other vehicle of a train.
Having now particularly described and ascertained the nature of the said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1. Railway signalling apparatus arranged and operating substantially as
hereinbefore described whereby a circuit closing device carried by a locomotive
or some other vehicle of a train will close one of a number of normally open
electric circuits and operate a signal or indicator in suchwise as to convey to
those in charge of a signal box or station not only the fact that a locomotive or
train is approaching but also which locomotive or train it is according to its
train number and those in charge of the station box or station can switch on
audible signalling devices of different tones that are located alongside the track
at the points where the signals are to be received by those in charge of the train
and are brought into action by the closing of an electrical circuit between succes-
sive pairs of contacts by a second circuit closing device on the locomotive or
other vehicle of a train as set forth.
2. Railway signalling apparatus constructed arranged and operating substan-
tially as herein before described with reference to Figs. 1 and 2.
3. Railway signalling apparatus constructed, arranged and operating substan-
tially as herein before described with reference to Fig. 3, whether modified
according to the accompanying drawing or not.
Dated
this oth way of pray
1000.
For the Applicant,
W. LLOYD WISE,
46, Lincoln's Inn Fields, London, W.C.,
Chartered Patent Agent.