IMPROVEMENTS IN ELECTRICAL AUTOMATIC AND OPTICAL, RAILWAY SIGNALS AND LOCOMOTIVE AND RAIL INSULATION
Year: 1884

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I WILLIAM HENRY BECK, Consulting Engineer, of 115 Cannon Street, London
E.C. in the County of Middlesex do hereby declare the nature of my Invention
for IMPROVEMENTS IN ELECTRICAL AUTOMATIC AND OPTICAL, RAILWAY SIGNALS AND
LOCOMOTIVE AND RAIL INSULATION," a communication to me by Thomas C. Miles,
Colonel, of New York, in the United States of North America and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement :-
"
"
The object of my invention is to enable a train while passing the signal posts or
semaphores to bring the arm of the said posts or semaphores into the required
position to indicate "danger" or "stop with no possibility of changing this
position of the signal before the train has reached a second post or semaphore,
erected at a certain distance from the first. This is done without the use of
mechanical contrivances, such as rail treadles and such like and without employing
local batteries..
As soon as the train reaches the second post or seinaphore the signal arın is also
brought into the "stop" position while at the same time the signal arm of the first
semaphore is released and gives the signal "track free or "safety."
و"
This action will necessarily take place wherever semaphores are erected for this
purpose along the line.
Provision is made to warn the driver of a train approaching a semaphore which
gives the signal "danger" or "stop" at a distance of about 300 metres before
reaching the semaphore. At this point a signal receiver is inserted in the track
operating automatically on the steam whistle of the locomotive and giving thereby
an acoustic signal enabling the engine driver in every case to stop the train before
reaching the semaphore where he must wait until he receives the signal "track
free" or "safety from the train ahead.
This method of controlling and signalling trains running on the line may also be
applied for covering or changing the object glass to the lantern or lanterns and for
trains entering a station or shunting from one line to another,

page_text: My Invention relates further to the isolation of the rails at the signalling points
from whence the acoustic and optical signals are operated and also to the isolation
of the locomotive and the tender or the tender and the next following carriage and
the connecting hook.
.
Figures 1 and 2 are diagrams of the arrangement of this system for secondary
railways or single tracks.
Figure 3 is a like representation of the said system employed in connection with
a double line of rails.
Figures 4, 5, 6, 7 represent a device for automatically operating the steam
whistle.
Figures 8 and 9 represent a semaphore with a new system for operating the
same.
Figures 10, 11 and 12 are details of the operating mechanism.
According to the arrangement shown in Figures 1 and 2 for single lines of rails
the acoustic signal is given by interrupting or breaking the closed-circuit by means
of a pair of isolated rails.
For signalling on single lines of rails (Fig and 2) semaphores are employed in
connection with control devices as described later on in this specification.
Two semaphores are hereby in constant connection with each other and both
occupy a like position when an impulse is received from the locomotive.
The signal receivers are now both outside the signal transmitters within the two
relays or semaphores.
"
"
A train coming either from the right or left must in entering a station pass
a signal receiver and if the driver finds the signal "safety" or
track free" he
will place the transmitting station of both relays or the semaphores on "danger
that is secure himself in advance and to the rear. A locomotive driving in the
direction of the arrow will, on passing the position I a, place both semaphores in
the position; "danger" by sending a current from i through the line 3, relay m,
line 4, m¹, line 5 and.s. The action of the receiving and transmitting apparatus
will be understood by the following:-A current generator is placed on the loco-
motive, one terminal being.connected to the metallic parts of the engine and the
other by an insulated wire to the tender. The latter is of course insulated from
the engine. The circuit is completed by the rails. Now if the locomotive comes
to an insulated rail (Fig. 3) the circuit is broken, and a whistle connected before in
closed circuit, will give a signal to the engine driver. Such said part is called a
receiver. If the locomotive now proceeds it will send a current through the
rails ¿ª s² (Fig. 3) and the electro-magnet m'. The second part is termed a trans-
mitter.
.
For double lines of rails the connections are modified as shown in Fig: 3; an
alteration is in so far made in both systems as the semaphores are not in running
connection but are arranged pair wise in overlapping sections as shown in Fig: 2
where section 1 overlaps the section 2; section 2 the sections 1 and 3 and so on..
The Figures 4, 5, 6 and 7 represent a novel and simple method of applying the
steam whistle by means of electricity in order to give an automatic signal when
the train enters the receiving station.
+1
2° p° are steam service pipes from which the T formed piece to of the service
pipes ° ° lead in the centre of which a cock with conical plug and with stuffing
box is screwed.
To the long conical plug Figure 6, I attach a lever ( on which the armature e
with spring 6° is attached but isolated from d° (Fig: 5 and 6).
"
..
The signal spring m° (Fig: 6) which is wound around the stem to the plug of the
cock and is fixed to a pin on the saine has the tendency to press the lever, do
towards the stop to or in the position shewn by the dotted lines, Figure 4.
The circuit of the electro magnet M (Fig: 4 and 5) is closed, the same is conse-
quently excited, keeps the armature e° and din attracted position i,e in a horizontal
position and the cock closed.

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If however the magnet loses its power for a moment the lever do will be imme-
diately pressed against the stop by means of the spring m° and the steam whistle:
at the end of the tubing 7° set in action.
The whistle remains in: action until the engine driver presses the lever bar do
against the magnet M and thus shuts off the cock.
The precise and accurate repulsion of the armature e° and the correct movement
of the lever dare of the utmost importance for my invention.
As the magnet when acting with closed current accumulates 'a considerable
quantity of remanent magnetism in the cores as well as in the armature and the
iron fittings and, this magnetism being liable to produce disturbances in the opera-
tion of the points this said remanent magnetism must be entirely removed from:
the magnet and other parts which is attained by employing the construction shown
in Fig: 5.
The two electro magnetic bobbins M are screwed to the brass rod or bar gº and
the current runs as follows:-
From E through the line 3, the coils of the electro magnets M, the line 2 brass
bar or rod go, cores f° f°, armature e°, spring 6° contact screw a line 1 and lastly
to
-
E.
All remanent magnetism is removed by employing the brass bar or rod and the
connection as described, and besides this the smallest imaginable period of time
only is necessary for the contact breaking so as to cause the armature e° to fall.
Whereas in other systems one tenth of a second (16") is requisite to break contact
one thirtieth of a second (+) suffices in my system so that the magnetic attractive
force of the electro magnets in no way suffers.
In consideration of the importance of removing all remanent magnetism with
absolute certainty the connection shown in Fig: 7 can be employed.
The main current passes from the dynamo D through the line 1 electro
magnets M, line 2 to the rails and through these back to the dynamo by means of
the line 3.
A shunt circuit is also formed by the line 4 and the resistance W so that the
entire current from the dynamo only goes to the connection and only a part of
the said current passes through the magnets whereas the other part is led off
through the line 4 and the resistance W.
The influence of a faulty insulation will therefore not be concentrated in the
circuit of the magnets so as to eventually produce a release of the armature but be'
distributed over both circuits.*
Fig: 8 and 9 represent an ordinary semaphore in ladder form in order to be able
to readily and safely mount the same in case of repairs being necessary.
The novel and improved device in this semaphore consists in directing or
operating the signal arm by means of a special device arranged at the foot of the
said semaphore.
The signal arm S (Fig: 9) moves around the axis x and is balanced by the
the counterweight y and the guide rod u which latter is moveably hung in the
crank p of the moving or operating device.
The construction of this operating mechanisin is shown in the Fig: 10, 11 and 12
of the accompanying drawings.
:
a a¹ are the bearing brackets in which the journals of the spindle c to the
toothed wheels bb¹ have their bearings and between which two said wheels the
drum & for winding up the rope or its equivalent e is arranged.
The wheel b is in gear with a wheel fon the spindleg which also has its bearings
in the brackets, a a'.
On this spindle g I affix a ratchet wheel or disc h, the cavities ȧ of which are
diametrically opposite to each other in which the nose k of the two armed pawl
lever gears.
The armature, m is attached to the opposite arm of this lever and is attracted
by the electro magnets as soon as the same receive an electric impulse.

page_text: The rope e.wound around the drum d runs over the pulley n. (Fig: 8 and 9) and
is connected to a weight,o which has the tendency to keep the said rope e under
constant tension to draw the same downwards and to turn the druid and the
wheels bb attached to the spindle or shaft c of the same in the direction of the
arrow (Fig: 10 and 11).
"
A movement of the wheel b¹ can however only then ensue when the pawl nose k
of the lever is brought out of gear with the ratchet disc or wheel h and the
toothed wheel thus given free.
This can only occur when the electro magnet M receives an electric impulse and
attracts the armature m so that the opposite end of the two armed lever is
raised and the wheel or disc h put out of gear with the nose k of the said
lever.
The weight o now comes into action and produces a movement of the wheels 6 6¹
wheel, the shaft or spindle g to the same and also the crank p so that the
guide rod u and by means of the same also the signal arm'S are moved.
The movement of the wheel gearing however not more than a semirevolution
as the nose to the two armed lever / catches into the second notch or cavity in
the wheel or disc h, the armature moves away from the core of the magnet and
thus all further rotation of the wheels is prevented. This semi-revolution of the
gear wheels corresponds with the highest and lowest positions of the crank and
the like position of the signal arm S consequently the electric impulse must be
interrupted or excited for each alteration of the signal arm S.
P
As the mechanism must be wound up from time to time without altering the
position of the arm S or placing the electrical current out of action I employ the
following device.
The wheel on the axle q gears with the wheel 6 and is provided with a pro-
jecting stud or pin which does not act during the ordinary operation of the
mechanism but catches in the rope drum d in winding up and causes the same to
rotate with the wheel r and puts the second stud or pin out of gear with the
wheel b¹.
In consequence of this arrangement the signal arm will remain in position
during the winding up of the drum.
The contact spring wis insulated and arranged within the iron or other
casing C.
The line 1 runs from this said spring to the signal. receiving point of the rail s¹
(Fig 3) and the line 2 from the mechanism to the rail ¹.
If the crank p is in contact with the spring w the insulation between the
joints is rendered inactive as a current passes from s¹ through the line 1,
spring w, crank p line 2 to i¹.
In the opposite position of the crank p the contact between s¹ and,i is broken.
Fig: 13 to 18 represent a rail insulation for signalling points from whence the
optical and acoustic signals are set in operation.
Fig: 13 is a sectional elevation of a supported rail joint.
Fig 14 a cross section.
Fig: 15 is an elevation of the fish plate.
Fig: 16 is an elevation.
Fig: 17 the section of the washer or plate of insulating material.
Fig 18 is the elevation of a rail joint.
The ends of the rails (Fig: 13) rest on the bed plates t¹ which are arranged
about 1/4 inches apart and are fixed to the sleeper.
The space between the two ends is filled out with fibrous insulating material, q¹
The fish plate is planed off for about 1th of an inch (Fig: 15) and a plate n' of
fibrous material corresponding to the form of the rail inserted.
In order to insulate the bolts the bolt holes must be enlarged about 3/ths of an
inch or 10 millimetres and lined with fibrous insulating material o'. For the
:

page_text: same purpose i: e: the purpose of insulation, washers p₁of insulating material are
laid under the bolt heads and nuts.
Fig: 19 to 22 represent the insulation of the locomotive tender and carriages.;
The arrangement of the signalling devices require the insulation of the loco-
motive from the tender and the tender from the next following carriage as well
as the insulation of the rails.
For locomotives without special tension device it is the simplest .to employ
insulated coupling hooks.
Fig: 19 is the longitudinal section of a hook of this kind and consists of
the two arms H H₁ through the ball and socket joint K K¹ of which the
bolts I run.
The arms are separated in the middle and weakened by about 6 to 7 millimetre
to receive a thick layer of insulating fibrous material.
The weakened parts are bored to receive the connecting bolts J' after the said
borings have been provided with a suitable lining. The coupling is further
strengthened by two strengthening plates L' which are also lined with suitable
insulating plates.
Figure 22 represents the method of insulating the service pipe from the tender
to the locomotive.
. Figure 21 represents the method of insulating a coupling between locomotive
and tender whereas Figure 20 shows the method of insulating a buffer.
In each case plates made from fibrous insulating material are employed and all
borings are lined with a like material.
Having now particularly described and ascertained the nature of my said
invention, and the manner in which the same is to be performed I declare that what
I claim is
1-The combination and arrangement of the connections for single lines of rails
in such manner that both signal receivers are located outside and both signal
transmitters between or within the relays or semaphores substantially as described
in the foregoing specification and shown in the accompanying drawings.
2 The combination of acoustic signals given by means of a dynamo on the
locomotive with optical signals substantially as described in the foregoing specifica-
tion and shown in the accompanying drawings.
3-The system of and arrangements for adjusting optical signals such as
semaphores, signal discs and other signals substantially as described in the fore-
going specification and shown in the accompanying drawings.
4-The method of operating the steam whistle by means of the spiral springs mo
arranged around the stem of the cone to the cock to which the lever do which
carries the armature e° is attached in combination with the electro magnets M.
(Fig 4 and 6) substantially as described in the foregoing specification and shown
in the accompanying drawings.
:
5 The application of a shunt circuit in order to effect a rapid release of the
armature e and to secure the exact operation of the acoustic signal in case
the insulation should be or have become defective substantially as described in the
foregoing specification and shown in the accompanying drawings.
6-The mechanism for operating the semaphores characterised by the combina-
tion of the guide rod u, crank p with the axle or spindle g, toothed wheels b b¹,
ratchet wheel or disc h with diametrically arranged notches i in which the pawl
gears in such manner that on electrically releasing the gear of the pawl / with the
notch i the signal "halt" or "danger" will be exchanged for "safety" or " track
free" and vice versa and the combination of the toothed wheels b b¹ with two pins
or studs so that the wheel gearing mechanism can be wound up without altering
the position of the signal arm or breaking the circuit substantially as and for the
purposes described in claims 1 and 3.
7 The method of insulating the rails by means of layers of fibrous insulating
material inserted under the fish plates and the heads of the bolts and under the

page_text: nuts, the lining of the borings for bolts with a like insulating material, the
insulation of the tube connection and the coupling between locomotive and tender
and the insulation of the buffers in tender engines by means of inserted plates of
fibrous insulating material and suitable lining of the bolt holes substantially as
described in the foregoing specification and shown in the accompanying drawings.
Dated the 17th day of December 18ed: