Improvements in Railway Electrical Signalling Devices.
Year: 1893

page_text: Date of Application, 30th Mar, 1893
Complete Specification Left, 30th Jan., 1894-Accepted, 30th June. 1894
PROVISIONAL SPECIFICATION.
Improvements in Railway Electrical Signalling Devices.
I, WALTER GRIMES of Silverlands, St. Margarets, Twickenham, in the County
of Middlesex, Commercial Traveller, do hereby declare the nature of this invention
to be as follows:-
This invention relates to signals intended to impart a visible as well as an audible
signal to the engine-driver while moving past the point at which the signal is to be
given and it includes substantially three signals, 1st, the audible signal, next a
signal indicating a fault in the apparatus should such have occurred, and third the
"danger" or "line clear" signal as the case may be. The apparatus consists
substantially of the following features.
First, any suitable form of contact brush so connected that when it first makes
contact with a special contact rail laid down beside the track at the proper points
an electro-magnet is energised which operates a stop so as to prevent the "fault"
signal from being shown. Should a fault in the apparatus as a broken wire, failure
of battery, or the like have occurred, the first contact of the brush will fail to
move the stop and the result will be that when the brush makes a second contact
which it is adapted to do the circuit of a local battery upon the engine will be
completed and an electro magnet will be energised and will draw the "fault" signal
into view at the same time ringing a hell.
The signalling apparatus independently of the "fault" device already described
is arranged so that when the contact between the brush and the signal rail is made
an electro-magnet through the centre of which passes the spindle which carries the
"danger" signal is energised and according to the direction of the current it turns
the spindle in one direction or the other, in one case disclosing the "danger" signal
and covering up the "line clear" signal, in the other moving the "danger" signal
out of sight and leaving the "line clear" signal (which is a fixture) exposed to
view. I prefer to employ two permanent magnets conveniently of the horseshoe
description adapted to attract one or more armatures upon the spindle of the
"danger" signal the effect of which is that the sigual is retained in either of its
extreme positions notwithstanding the vibration of the engine. By this means the
signal is retained in its proper position without the assistance of a current.
Conveniently the spindle passing through the magnet may not be directly connected
with the danger signal but may operate that by means of a fork or equivalent
device. A suitable push device may be employed for replacing the "fault" signal
to its nornal position.
66
The brush may be made in various ways but I prefer one form with a curved
face adapted to engage with the rail and having the wire which passes the current
on to the engine. Connected with this brush is another contact which only comes
into operation after the current due to the first contact has passed and if everything
is in order places the stop so as to prevent the "fault" signal coming into view.
The brush may be made to rise and fall the second contact being made when it has
risen a certain height; or the brush may be divided substantially into two parts

page_text: the first portion completing the first circuit and the second portion completing the
second circuit.
Dated this 29th day of March 1893.
W. P. THOMPSON & BOULT,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Electrical Signalling Devices.
I, WALTER GRIMES of Silverlands, St. Margarets, Twickenham, in the County
of Middlesex, Commercial Traveller, do hereby declare the nature of this
invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention relates to signals intended to impart a visible as well as an audible
signal to the engine-driver while moving past the point at which the signal is to be
given and it includes substantially three signals, 1st, an audible signal, next a
signal (herein-termed the "fault" signal) indicating a "fault" in the apparatus,
should such have occurred, and third, the "danger or "line clear" signal as the
case may be.
The invention will be best understood by reference to the accompanying drawings
in which
Figure 1 is a front elevation of the signalling device fitted in the signal cabin
for recording the position of the distant and home signals when the last train
passed through, with which signals it is adapted to work in conjunction and
also whether the locomotive engine is on or off a particular bar located adjacent to
said signals.
Figure 2 is a front elevation thereof with the face or dial and other parts
removed.
Figure 3 is a central vertical section of Figure 1.
Figures 4 and 5 are respectively a plan and a sectional front elevation of the
current-reversing device, the battery and conductors in connection with said device
being shown diagrammatically in Figure 4 which latter is also shown diagram-
matically connected with Figure 1.
Figure 6 is an elevation, Figure 7 a plan and Figure 8 a sectional elevation
taken at right angles to the position from which Figure 6 is taken of the brush
contact device mounted on the locomotive engine.
Figure 9 is a front elevation of the signalling device mounted on the locomotive
engine.
Figure 10 is a front elevation of the same with the face or dial and other parts
removed and broken away.
Figure 11 is a view showing the case in transverse vertical section and the
operative parts in side elevation.
Figure 12 is an elevation of the back of the face or dial and indicating and other
devices mounted thereon.
Figure 13 is a diagram indicating the various signalling and contact devices
mounted on the locomotive engine and the connections between them, and
Figure 14 is a diagram illustrating the general arrangement of a complete plant
constructed and arranged according to this invention.
Like letters indicate like parts throughout the drawings.
Referring to Figures 1, 2 and 3 A indicates the case which comprises a back A'.
a cylindrical portion A² secured to the back, and a glass front A³ secured to A³ as
by preferably two or more screws A' only one of which is shown in Figure 3; the
case comprising all these parts as a whole and the instrument of which it, forms a
part are for convenience hereinafter referred to by the letter A. The operative

page_text: 66
66
parts of the device (Figures 1, 2 and 3) are conveniently mounted on a plate B
secured as by screws B₁ to the back A' although they may if desired be mounted
directly on A¹. C is a face or dial mounted in the case A near the front thereof
and having depicted on it a miniature representation C' of a signal post also the
words "engine" and "bar" which latter appear respectively above and below a
wicket opening C' at whose back is adapted to be presented the word "off"
or on to be read in conjunction with the words "engine" and "bar" thus
engine off bar" or "engine on bar" or other desired words. Between the dial C
and glass front A³ are located the suitably counter-weighted miniature semaphore
or signal arm D pivotted to C by a pin C³ and provided with a crank pin D' by
which said arm is raised and lowered through the medium of the forked lever-
arm El secured on the arbor E. This arbor E is preferably of steel or iron and
journalled in the dial C and plate B as shown in Figure 3, and, at its back end, is
provided with the cross-bar or head E2 whose ends are each adapted to swing
between the poles of a permanent magnet F secured as by a screw F, and bar F
to the plate B. The two magnets F are arranged with the like poles diametrically
or diagonally opposite each other as indicated by the N and S signs in Figure 2.
The cross-bar E' is provided with brass or equivalent pins E³ which project
sufficiently to prevent said bar from coming into actual contact with the
magnets F.
G is an electro-magnetic coil wound on a bobbin G₁ secured to the plate B
by a bridge-piece G2 through which freely passes the arbor E and which spans
the cross-bar or arbor head E' so that the latter may freely oscillate between the
poles of the magnet F for which purpose also the arbor E passes freely through the
central opening of the bobbin G' as shown in Figure 3. According to the direction
in which the current is caused to pass through the coil G (which is controllable as
hereinafter described) the head E is converted into a north or south pole so that it
will either approach the south poles of F as indicated in full lines in Figure 2 and
through the forked arm E' and crank pin D¹ raise the signal arm D to its " danger
position or the north poles as indicated by the dotted line E in said figure, and
thereby lower D to the "line clear" position.
"
"
At one end, the coil G is connected by a wire G³ with a binding screw H which,
like the other binding screw H₁, is secured to but insulated, as by a screwed
sleeve H³, from the cylindrical part A² of casing A. The other end of the coil G
is connected by a wire G to one end of the coils of an electro-magnet I (this letter I
for convenience is hereinafter also used in referring to the coils of I) the opposite
end of these latter coils being connected by the wire I' with the binding screw H¹
before mentioned. The electro-magnet I is rigidly secured to the plate Band its
armature 12 is pivotted to it and to a fixed bracket B2 and carries a plate I³ on
which are depicted the words "on and "off" in such position that when the
electro-magnet I is energized and the armature I' thereby attracted to it against
the influence of its controlling spring I, the word "on "will be presented at
the back of the wicket C and when it ceases to be energized the spring 1
will draw the armature into its normal position in which the word "off" is
presented at the back of C this latter being the position in which the apparatus
is represented in the drawings. I is a screw for adjusting the tension of the
spring 1 and 1 is an adjustable stop against which the armature 12 is held by 1*
when in the normal or "off" position.
The circuit through the before described device which is located in the signal
cabin J Fig. 14 wherein said device is marked A is completed by the loco-
motive engine K as hereinafter explained and the direction in which the current
shall pass when the circuit is thus completed is controlled by the signalman.
The particular direction of the passage of the current while causing the signal
arm D to be either raised or lowered as the case may be does not however
interfere with the operation of the electro magnet I which attracts its armature [2
no matter whether the current is passed through its coils in one direction or the
other.

page_text: I may conveniently here mention that instead of operating the signal arm D
through the crank pin D forked arm E¹ and arbor EI may mount D directly
on E though I prefer to employ the arrangement shown in the drawings.
The current reverser shown in Figs. 4 and 5 which as a whole is hereinafter
referred to and in Fig. 14 is indicated by the letter L comprises a preferably cast-
iron box L secured to any suitable part of the signalman's cabin J and connected
by a binding screw and conductor L' to "earth." Secured to and in electrical
contact with the bottom of the box L is a spring contact L2 which is adapted by a
crank pin eccentric or equivalent L³ to be pressed or allowed to come into contact
with either of two contact pins L' L' according to the direction in which it is
desired that the current shall pass through the signalling devices that is to
say whether from the positive or negative pole of the battery. The pins L* L*
are secured to the wall of the box L but insulated therefrom as by screwed
sleeves L and are in electrical connection with the binding screws L7 L8. The
crank pin or equivalent L³ is secured on the shaft L' which is suitably supported
in bearings formed in the walls of the box L and at one end projects outwards
beyond one of said walls and has secured on it a crank arm L⁰ adapted to be
connected by a link L" to the ordinary signal-operating lever J' as shown in
Fig. 14.
The binding screws L' L are connected by conductors L2 L18 with the poles
of a battery L which, at its central part, is connected to the line M leading
to the instrument A. Figs. 1, 2, 3 and 14 and thence to one or more of the
contact rails or bars N laid along the track as shown in Fig. 14. It will thus
be seen that by the last described device according with which of the pins L* L³
the spring L2 is brought into electrical contact either the current from the
positive or negative pole of the battery L¼ will, through said spring, the box L
and binding screw and conductor L be led to "earth" and consequently the
negative or positive current be passed through instrument A and along the line M
to the contact rails N.
In Fig. 4 the binding screws L7 L8 are shown connected respectively to the
positive and negative poles of the battery L" but if desired this arrangement may
be reversed the only indispensable requirement in this respect being that the
connections with the battery and winding of the coils G are such that when the
signal lever J¹ is moved over to mechanically raise or lower the appropriate signal
arm J2 Fig. 14 the temporary adjustment of the current-reverser as effected by the
same operation, will be such that when the circuit is subsequently completed by
the locomotive engine the current will flow in a direction to cause the miniature
semaphores of the signalling devices in the signal cabin J and on the locomotive
engine K to be correspondingly raised or lowered.
The before mentioned contact rails N are laid alongside of the ordinary track or
rails O some preferably adjacent to the existing semaphores and others at suitable
distances apart between them and all conveniently secured to the existing sleepers.
Each of the rails N is formed wholly of or faced with a suitable conductor and
may be say about ninety feet long and preferably inclines downwards towards each
end, the gradients being conveniently at one end one in sixty and at the other end
one in thirty the apex or summit being say sixty feet from the "arrival" end and
thirty feet from the "departure" end; these dimensions however are merely given
as an example and may be varied according to requirements. The contact rails N
as before described are connected to the line wire M but are insulated from
"earth" and the track rails are connected to "earth" in any suitable manner as
by conductors O' Fig. 14. The rails N are laid in such position that a brush or
equivalent contact device secured conveniently to the back of the step carrying
plate K Fig. 14 of the locomotive K will make electrical contact with them.
The requirements of the last named contact device are to first complete the
main circuit which includes the before mentioned battery L" electro magnetic
coils G and current reverser L line wires M rails N and O and locomotive K
and then to complete a circuit which embraces a battery P and a device both

page_text: carried on the locomotive for correcting a fault should such occur in the other or
main circuit. The contact device for fulfilling these requirements may be
constructed in various ways any of which may be used without departing from the
spirit of this invention. One construction of this device found to give satisfactory
results is represented in Figs. 6, 7 and 8 and comprises a vertical bar Q (which
letter for convenience is also hereinafter used for the complete contact device shown
in these figures when referring to it as a whole pivotted by a pin Q₁ between two
lars Q2 secured to the timbers Q which are rigidly attached to the plate K¹
Fig. 14 so as to extend at right angles therefrom. The bar Q is slotted at Q so
that, besides being capable of oscillating on the pivot Q it is also capable of
moving vertically independently thereon. At its upper end the bar Q may be
provided with a cross-bar Q to which are connected the upper ends of two
springs Q whose lower ends may be attached to conveniently the outwardly-
projecting ends of the pivot pin Qas shown; these springs Q tend to hold the
bar Qin or return it to its lowest position and two other springs Q' secured to the
timbers Q and bar Q tend to hold said bar in or return it to its vertical position.
The lower end of the bar Q is forked and has secured to it as by bolts and nuts Q
a brush composed of plates of any suitable metal and which through the
bar pivot pin Q and one of the plates Q3 is in electrical connection with the
binding screw Q10 secured to said plate Q' and through this binding screw
conductor G Figs. 6 and 13 binding screw H and wire G³ Figs. 10 and 13 with
the coil G indicated in those figures.
At its upper part the bar Q is provided with an extension Q conveniently
insulated from Q and adapted to place in electrical connection two conductors RR'
so as to complete the local circuit on the locomotive engine riz. ;-that embracing
the battery P. This may be effected in various ways; one arrangement is
represented diagrammatically in Fig. 6 wherein the two conductors are shown to
extend within the reach of a hinged metal plate Q which is pressed against the
terminii R R by the bar extension Q" whenever the bar is canted over sufficiently
as indicated by the dotted lines in Fig. 6. As the last described apparatus is
required to act in the same manner whether the locomotive is moving forwards or
backwards the terminals R R¹ and plate Q are duplicated so that one set of
terminals and the corresponding plate will be brought into use when the bar Q is
canted in one direction by the forward travel of the locomotive engine and the
other set when the bar is canted in the opposite direction by the backward travel
of the locomotive engine.
"
The device illustrated in Figs. 9, 10, 11 and 12 which as shown in Fig. 14 is
fixed on the locomotive engine conveniently within the view of the driver comprises
all the elements though somewhat differently arranged included in the device
shown in Figs. 1, 2 and 3 and additional apparatus for indicating the "fault" and
operating the audible signal. In this device the words "on and "off" are not
depicted on one and the same plate 13 as in the earlier example but upon two plates
the word "off" on a bracket plate 1' fixed to the back of the face or dial C directly
at the back of the wicket C2 but at a slight distance away from it so that the
"on" plate 18 may be interposed between it and said wicket. The plate 18 consti-
tutes part of the longer arm of a bell crank lever 18 1° pivotted to the back of C
and whose shorter arm is adapted to be engaged by a pin [10 carried by an arm I"
secured to the armature 12 as shown in dotted lines in Fig. 10 but more clearly in
Fig. 12. The arm 18 of lever 18 1º is normally supported on a stop 118 projecting
from the back of the dial C.
The binding screws marked H H in Fig. 10 which in regard to their connection
with the coil G and electro-magnet I exactly correspond with the binding
screws H H shown in Figs. 1 and 2 are respectively connected by conductors G³
and H³ the former with the before mentioned binding screw Q Figs. 6, 7 and 13
and the latter with the binding screw K2 secured to any suitable part of the
locomotive so that the circuit may be completed through the locomotive rails O
from the and "earth."

page_text: 68
The fault" and audible signal operating devices shown in Figs. 9 to 12 comprise
an electro-magnet S fixed to the plate B and whose spring-controlled armature S¹
carries a block or equivalent S2 adapted when no "fault" in the main circuit exists
to engage with an arm I secured to or formed in part with the armature I the
block conveniently having a recess for receiving the pointed end of the arm [12.
When this happens the armature S₁ is prevented from approaching the electro-
magnet S as it would do if such means were not provided when the electro magnet S
is energized by the current of the local battery P.
To the armature S' is also secured an arm S³ which extends forwards and engages
with the lower end S* of a spring controlled latch or detent St S pivotted to the back
of the dial C as shown in Fig. 12. The hook or upper part. S of the detent S* S
is adapted to engage with an arm S of what is virtually a bell-crank lever pivotted
to the back of the dial C and whose other arm $7 carries a plate frame or
quivalent S8 from which projects a pin or arm S' adapted to make electrical
connection with a contact spring So hereinafter referred to. The arm S' of
lever SS also carries a pin S" which projects through a segmental slot C₁ in the
dial to the front of said dial where it is adapted to operate on an extension D³ of
the miniature signal arm D to raise it into its horizontal or "danger" position.
T is a push-rod supported in a bracket T'in which it is capable of being moved
in the direction of its length. This rod extends outwards beyond the case A
where it is conveniently provided with a knob T2 so as to enable it to be pushed
inwards by the engine driver, a spring T3 being provided for returning it to its
normal position after such operation. The bracket T though conveniently nounted
on the block T of insulating material is electrically connected as by screws T
with the plate B which is included in the local circuit that is to say the circuit
comprising the battery P; such a connection is for convenience shown conven-
tionally by a wire To in Fig. 13.
The before mentioned contact spring S10 is secured to an angle-plate S¹² rigidly
attached to the block T' said plate also having secured to it a second contact spring Te
with which the inner end of the push-rod T is adapted to come into contact when
said rod is pushed inwards by the engine driver. The plate S is insulated from
the bracket T and plate B and is electrically connected by the conductor U₁
Figs. 10 and 13 with one end of the electro-magnetic coils of the bell U the
opposite ends of said coils being electrically connected by a conductor U2 with the
binding screw U3 which by conveniently another conductor S13 is also connected
with one end of the coils of the electro-magnet S whose other end is connected as
by a conductor S1 with the binding screw S¹³.
The binding screw B is electrically connected with the plate B by means of the
conductor B and foot B' and the armature pivot 113 and consequently the armature 12
mounted thereon are in electrical connection with said plate. On the free end of
the armature 12 is secured a contact spring I adapted to make electrical connection
with an adjustable contact 115 secured to but insulated from the plate B; this
contact is electrically connected as by a conductor I with the binding
screw [17
The signalling device shown in Figs. 9 to 12 is connected through the binding
screws B3 U3 and wires P1 P2 with the battery P as shown in Fig. 13 and the
binding screws U³ [17 are connected by wires V1 V2 with the usual single stroke
block bell or other audible signal V mounted on the side or at other convenient
part of the locomotive or the tender thereof, and the binding screws B³ and S15
are respectively connected to the contacts or terminals R R by conductors R² R³.
The operation of the before described signalling apparatus so far as regards the
actual work involved upon the signalman is the same as if no such apparatus
existed the mere act of moving over the ordinary signal lever J' into its "danger
or line clear position doing all that is necessary in the way of adjusting the
electrical signalling devices.
.66
"
"
Supposing the line to be blocked the signalman moves over the lever J to the
danger" position and thereby automatically adjusts the current-reverser L Fig. 14

page_text: so that when the main circuit embracing the rails N and O is completed by the
contact device Q of the locomotive engine passing on to the rail N outside the
distant signal Fig. 14 the current will flow through the coils G of the signal cabin.
and locomotive instruments and the arms D will be raised to the "danger" position
while at the same time the local circuit on the locomotive engine including the
battery P "block bell" V binding screws B³ U and I couductors P1 P2 V₁ V
and B and plate B will be completed by the contact spring 1" being brought by
the electro magnet against the contact I so that said "block bell" will be
sounded thus indicating to the engine driver that the locomotive engine has arrived
at one of the bars N.
The main circuit besides embracing the coils G also embraces the coils I as
before explained so that the attraction of the armature I' causes the word "on" to
be presented to the wickets C in place of the word "off" both in the signal cabin
and on the locomotive engine thus indicating to the signalman and engine driver
that the locomotive engine is on the bar.
6.
The signals being then against the engine driver as indicated by the arm D
before him the driver will know that he has to stop the locomotive engine on the
bar N adjacent to the home sigual and then await the lowering of the arm D of
his signalling device which will occur as soon as the signalman by moving the
lever over to the line clear" position also simultaneously by means of the
current-reverser L reverses the direction of the current through the coils G and
thus causes the arms D to be lowered when the driver will know that he is free to
proceed on his journey; this is what occurs when no "fault" in the main circuit
exists the "fault" device including the bell U being prevented from coming into
operation although the local circuit through S is subsequently completed by R R¹
&Q Fig. 6 by the arm 1 arresting the movement of the armature S¹ as before
explained.
Should the driver allow the locomotive engine to over-run the bar N adjacent to
the home signal J2 after receiving the danger signal the device will indicate "engine
off bar" and he must reverse the engine and back on to the bar before he can
receive a further signal.
Should a fault in the main circuit exist, (which may at the time be unknown to
the signalman) the electro-magnet 1 will not be energized when the brush Q
makes contact with the rail N and consequently the arm 12 will not be brought
into the path of the block S2 so that when subsequently the bar Q is sufficiently
canted over by the gradual increase of height of the rail N towards the summit
thereof and the plate Q12 is thereby moved against the terminals R R the local
circuit including the electro-magnet S will be completed and the armature S¹
attracted towards S with the result that through the arm S³ the detent S³ S³ will
be released from S S7 which will then fall into its lowest position and through the
pin S raise the arm D to the "danger" position and at the same time by the
pin S coming into contact with the spring S10 cause the local circuit including
the battery P binding screws B' Us conductors B U1 U2 plate B bell U lever S° S
frame S8 and dial C to be completed and said bell U to be thereby rung which
thus indicates to the driver that a "fault" exists and that therefore he should
proceed onwards with caution and acquaint the signalman controlling that section
of the tract of the fact.
The engine driver by pushing the rod T inwards causes its inner end to act on
the inclined face of the frame S8 and thereby return the lever S° S' to its normal
position in which it will be retained by S until next released by the descent of the
armature S¹ as before explained. By pushing in the rod T and thereby bringing
its end into contact with the spring T the local circuit is completed through the
bell U which is consequently sounded; this may be used as a test to ascertain if
the local circuit is in order, for each time the rod T is pushed in sufficiently far the
bell U will be rung if it does not ring it may be known that some derangement
exists.
By the employment of the permanent magnets F the signal arms D will be.

page_text: retained in the particular position into which they were moved by the last
reversal of the current of the main circuit and notwithstanding the vibrations of
the locomotive engine tending to deflect the arm D thereon from such position,
until positively altered by the next reversal of the current and completion of the
circuit by the locomotive engine. This therefore serves as a record of the
position of the signal arm as adjusted by the signalman and presented to the view
of the driver of the last locomotive engine passing through the section. In case
of collision or other accident the positions of the arms D of the electric signalling
devices in the signal cabin and on the engine will indicate whether such
collision was the fault of the signalınan or the engine driver.
If desired a call bell or other audible signal may be used in conjunction with
the device A mounted in the signal cabin J and as will be apparent instead
of using a number of separate contact rails N I may use one rail extending
continuously from outside the distant signal to the home signal; whether in
this form or in sections said rails may be horizontal throughout their length the
mechanical operation of the bar Q for effecting the closing of the second or
"local" circuit under such an arrangement effected in any suitable manner.
If desired audible signals other than bells may be used instead of U and V
and the before described contact device Q may be mounted on any desired part
of the train instead of as indicated on the locomotive engine; besides this,
various other modifications may be made without departing from the spirit of the
invention.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In electrical signalling apparatus such as described the employment in
combination with a main circuit for operating a signalling device on a locomotive
engine of a second or local circuit for operating said device should the main
circuit fail to fulfil that function.
2. The combination with electrical signalling apparatus of the devices described
for indicating a fault should such occur.
3. In electrical signalling apparatus such as described the employment in combina-
tion with a main circuit completed by the locomotive engine for operating a signalling
device thereon of a second or local circuit contained wholly on the engine and
adapted to be completed subsequently to the completion of the main circuit for
the purpose of operating said device should the main circuit fail to fulfil that
function.
4. In electrical signalling apparatus such as described the combination with a
main circuit for operating a signalling device on a locomotive engine and a
second or local circuit for operating said device should the main circuit fail to
fulfil that function of means controlled by the main circuit for preventing the
operation of the "fault" indicating apparatus when a fault does not exist in
the main circuit.
5. The combination with the semaphore or other indicating part of an electrical
signalling apparatus of one or more permanent magnets for retaining said part
in the position into which it was last moved substantially as described.
6. The combination with one or more contact rails such as N laid along a
railway track of electrical signalling devices such as described in the signal cabin
and on the locomotive engine for indicating when the locomotive is on and off said
rails.
7. In electrical signalling apparatus the combination with a "fault" indicating
device of an electrically connected push-rod such as T and contact To the former
for replacing said device after it has been operated and both the rod and contact
for completing a circuit for operating an audible signal substantially as described
and illustrated in the accompanying drawings.
8. In electrical signalling apparatus the combination with a main circuit for

page_text: operating a signal arm or equivalent and a second or local circuit for adjusting
said arm should the main circuit fail of an audible signal adapted to be operated
when the second circuit is completed substantially as described.
9. In electrical signalling apparatus the combination with a main circuit for-
operating a signal arm or equivalent of a second or local circuit for operating the
said signal arm or equivalent device should the main circuit fail to fulfil that
function the completion of which local circuit is controlled by the main circuit.
10. In electrical signalling apparatus the combination with a main circuit for
operating the signal arm or equivalent and a second or local circuit for operating
the said signal arm or equivalent device should the main circuit fail to fulfil that
function, the completion of which local circuit is controlled by the main circuit of
an audible signal included in the second circuit.
11. In electrical signalling apparatus the combination with a main circuit
including the track rails O and one or more contact rails such as N for operating
the signal arm or equivalent and a second or local circuit for adjusting said
arm should the main circuit fail of a contact device arranged so as to complete first the--
main circuit and afterwards the second or local circuit substantially as described.
12. The combination with electrical signalling apparatus of a contact device
upon the engine or train for successively making and breaking two electric-
circuits.
13. The combination and arrangement of parts constituting the complete
signalling device substantially as described and illustrated in Figs. 1, 2 and 3 of
the accompanying drawings.
14. The combination and arrangement of parts constituting the complete
signalling device substantially as described and illustrated in Figs. 9 to 12 of the
accompanying drawings.
15. The combination and arrangement of parts constituting the signalling apparatus..
as arranged on the locomotive engine comprising the device shown in Figs. 9, 10,
11 and 12 a battery an audible signal V and a contact device adapted to complete
two circuits one after the other the whole connected substantially as described and.
illustrated in Fig. 13 of the accompanying drawings.
16. The combination and arrangement of parts constituting the complete.
signalling apparatus as arranged in the signal cabin on the locomotive engine..
and along the track substantially as described and illustrated in the accompanying:
drawings.
Dated this 30th day of January 1894
WALTER GRIMES..
W. P. Thompson & Boult,
Agents for the Applicant..