An Improved System and Apparatus for Automatically and Electrically Stopping Railway Trains when,.
Year: 1891

page_text: Date of Application, 26th May, 1891-Accepted, 1st Aug., 1891
COMPLETE SPECIFICATION.
An Improved System and Apparatus for Automatically and
Electrically Stopping Railway Trains when within a Pre-
determined Distance of Each Other, or when the Line is
Blocked by Another Train, or it is otherwise Dangerous for
a Train to Proceed.
A communication from abroad by EDWARD DEMING, of Park Row, New York,
in the County and State of New York, United States of America, Electrician.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street, Manchester,
both in the County of Lancaster, and 323, High Holborn, in the County of Middlesex,
Civil Engineer, 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 in general relates to preventing accidents upon railways, and is
designed to provide for the safety of passengers and freight during transportation
by railway trains.
The comprehensive idea of the invention is the automatic action singly or jointly
of the throttle, brake and sand box, for the purpose and in the manner hereinafter
described.
The invention has for its object (inter alia) a device for automatically applying
the brakes of a railway train and closing the throttle valve of the locomotive.
Figure 1 is an elevation partly in section and certain parts broken away.
Figure 2 is an enlarged elevation of a portion of Figure 1.
Figures 3, 4 and 5 are enlarged views of mechanical details of those parts located
within the cab of the locomotive.
The letters below refer only to Figures 1 to 5, inclusive.
The system involving this part of the invention consists of the combination of an
electric motor a, located in a casing b, on top of the boiler of the locomotive;
a crank upon the shaft of the motor; a rod e pivoted at one end to said crank and
at the other end to the handle of the throttle valve; a second rod el pivoted to the
first at its one end and at its other end to the handle of the air brake valve; a
battery g, located in the cow catcher ; and an electric circuit passing from said
battery through said motor and including circuit closers having terminals and
said circuit closers being in parallel which are supposed to be located upon the
respective cars forraing the same train with the locomotive.
20
Y,
The details are as follows: reference being made to the above named figures only,
some letters being common to those in succeeding figures, which however are
numbered differently:
-:
The rods e and e each have a pivot joint m and m² respectively to allow for
flexibility. In order that the throttle may be operated, in practice it must first be
released. The catch must be moved ontward toward the extremity of the
handle The rode has an opening through which pass both the crank lever o
and the handle. When the rod e is pulled to the right it first turns the crank
lever which raises the catch and releases the handle from being locked, and
then it pulls the handle to the right, all being performed in a similar manner and as
effectually as if done by hand. The crank lever, o, corresponds to the crank lever o¹
which is operated by the engineer's hand. The piece y with the teeth r is stationary,
while the catch n has teeth engaging the former teeth and is attached to the
handle which is pivoted at the fulcrum a. The movement of the handle/' to the
right moves the valve rod t which closes the throttle valve, thereby cutting off
the steam from the steam cylinders of the locomotive.
り
The rod e' has a hole u through which passes a projection from the handle

page_text: which is adapted to apply the automatic brake, such as an air brake. Between this
projection and the end of the rod e' is a spring w by which the motion is communi-
cated gradually.
Supposing that, for some important reason, it is desired that the condictor or
brakeman must stop the train in the shortest possible time; instead of signalling to
the engineer and loosing thereby time and risk of the engineer not hearing the
signal or his being incapacitated at the time by sleep, sickness or drunkenness, or
instead of applying the brakes simply by means of the ropes usually provided in
the cars and connected to the brake system, he, the conductor or brakeman or even
a passenger, closes one of the circuit closers, which causes a current to pass from
the battery through the motor u. This motor operates the rods e and e¹ which
respectively turn off the steam and apply the brake. The circuit closer j should be
maintained closed until, either the train stops or until its speed has been slackened
to such an extent as to satisfy the condition of closing it at all. When this circuit
closer is opened again, the engineer may, at the proper time, start the train in the
usual manner.
It is evident that the motor may be provided with a crank to operate the handle
of the sand box, so as to increase the traction and thereby assist in stopping the
train. This construction is shown in Figures 1 and 2. The crank A of the motor
is pivoted to the connecting rod B which in turn is pivoted to the handle C of the
sand box D. When the handle C is pulled to the left, the sand issues from the
pipe E upon the track.
A further object of this invention is a system of electric distribution and
mechanism for use on railways and railway trains for the purpose of preventing
accidents which happen so often by one train running into another while on the
same track and both going either in the same direction with different velocities or in
opposite directions, or one being in motion and the other stationary.
The principle and details of this part of the invention are described with reference
to the accompanying drawings.
Figure 6 shows the complete system partly in diagram, with portions of two trains;
the electric circuits and translating devices being shown under the condition of two
trains going in opposite directions on the same track. The system is necessarily
unproportionally contracted into the small limits of the sheet, since in practice the
locomotive of the two trains would be stopped many train lengths from each other.
Again, details of construction are not visible in this figure.
Figure 7 shows in diagram the railway track and the electric conductors as they
normally exist along the track.
Figure 8 is a view similar to Figure 6 under the condition of three trains
dangerously near each other and adapted to travel in the same direction.
Figure 9 is a vertical view partly in section, and Figure 10 a plan view partly
broken away, of the conduit and one of the rails of the track, Figure 9 showing
particularly the locomotive and rear car-trolley electric contact wheel, which, as
hereinafter described, are in different portions of the conduit and on different
insulated sections of the conductor. In Figure 9 the electric contact wheels of
cach trolley are supposed to be a train length apart although they appear close
together in the figure.
Figures 11 and 12 represent means for giving an alarm in case the trolley of the
rear car jumps the track or becomes broken, the former figure relating to the surface
conduit system and Figure 12 relating to an overhead system. Both figures show
in elevation a car equipped with the alarm system.
The letters of reference below refer only to Figures 6tto 112 inclusive.
1
+
a, b, c, d, and a, b, c, d, represent sectional electric conductors lying respectively
in different apartments e and of a conduit. a and bare electrically connected by
a conductor g; b and c by conductor g¹; c and d by conductor g; and so on
throughout the length of the track. To meet all cases such as heavy trains running
at very high speed, the conductors a, b, c, etcetera, should each be about one quarter
of a mile in length. The rear car of every train carries an electric generator h;

page_text: one of whose poles is connected to a car wheel, while the opposite pole is connected
to one of the wires, such as a in the conduit apartment e, through the trolley electric
contact wheel j. The locomotive is provided with a magnet m, whose terminals are
connected respectively with a locomotive wheel and trolley electric contact wheel
to a conductor section such as a' in Figures 6 and 9. The car and locomotive
wheels serve to form a ground connection through the rails of the track.
22
A
The brush
The trolley consists substantially of an electric contact wheel j¹ carried by a
lever a which is pivoted at the pivot joint o to the under side of the car.
projecting arm n' of the lever n carries a circular brush p which is rotated in an
opposite direction to that of the wheel by means of a crossed belt q.
touches the conduit wire and is for the purpose of cleaning the conduit from snow
or dirt. A spring between the fever and car body presses the trolley upon the
conduit wire. A projection " to the lever n passes through a hole in the bottom
of the car and lics in the path of a circuit closers which when moved to the left
closes the battery through the alarm bell t. If the trolley fall out of the conduit
or break, the lever n falls and the projection " closes the circuit and gives an
alarm. The flagman of the last car hearing the bell, stops the train and replaces
the trolley by a new trolley, it being the rule to carry an extra trolley with each
" to remove
rear car. The projection to the lever a, projects beyond the brush
The
any obstruction of considerable size, such as a stick of wood or gravel stones.
trolleys of the locomotive, rear car, or for the overhead or surface conduit, are
substantially of the same construction.
When
The magnet m governs an armature circuit closer of a local circuit w.
attracted to the magnet it closes the circuit of the battery i located in the cow
catcher, said circuit including a motor located in the box on top of the
locomotive. This circuit is represented by the lines w.
Referring temporarily to Figure 2, the shaft of the motor has two cranks, one
being connected by rods and e' to the handles and respectively of the throttle
valve and automatic brake valve, and the other by rod 13 to the handle of the sand
distributor.
Referring to Figure 8, the case of one train following another on the same track
will now be explained. There are three trains 1, 2, 3, represented in part. Train
No. 2 will stop before it can reach train No. 3, because the current is closed through
magnet m which will close the circuit of the motor v, which will turn off the throttle
valve and apply the brake. The circuit is from battery hon train 3, to the section d',
to the section 6, to the magnet m, on train 2, to the track or ground, to the wheel i
of train 3, to the battery again. In a similar manner the train 1, will be stopped
before it reaches train 2. It will not be stopped on the section it is at in the figure,
but will be stopped when on the next section to the right where trains are going in
the same direction. No train will be stopped by this system unless the trolley of
the rear car of one train is on the next succeeding section to that which is in contact
with the trolley of the locomotive following. In order that train 2 may again start
before train 3 has gone, the flagınan of train 3, first attaches the S-shaped short
circuiting conductor A. so as to connect the conductor section d¹ to the rail or ground,
and the fireman of the train 2 picks it up when he comes to it. The short circuiting
device is preferred to having circuit breakers which employees are apt to forget to
keep normally closed or open as the case may require. The double hook A short-
circuits the battery on train 3 thus demagnetizing the magnet m on train 2.
Referring to Figure 6, two trains on the same section are automatically stopped,
because the battery on either train is in circuit with magnet m on the other train,
thereby producing similar operations of the brake etcetera, as described in reference
to Figure 8.
Whenever the magnet in on any train is energized, it is necessarily somewhat
weak as the batteries h are not powerful, and because much current is lost through
the resistance of the ground. It is always powerful enough however, to operate
the circuit closer which includes the strong storage cells in circuit with the
motor r. This motor is so arranged to rotate in such a direction as to pull the

page_text: throttle and brake handles in the same manner substantially as the cugineer would
do if he wished to stop the train. When the trains come closer together than a
predetermined distance, it makes no difference how dark it is, or what curves or
tunnels may occur, or whether the engineer becomes incapacitated, the trains are
going both at sixty miles an hour, yet both trains will be automatically stopped
before reaching each other, provided the sections are of reasonable length. Most
of the accidents of collision which have occurred have happened simply from the
fault of the engineer although he may not be to blame, but they take place before
ue as a man has time to realize the conditions under which he is placed. He sees
perhaps a train ahead but thinks it is going fast or as perhaps faster than his own
train but in a few seconds he is horrified to discover that it is standing still or
even backing.
A further object of this invention is an electric system adapted to prevent trains
from injury at drawbridges and railway switches.
The object of this part of the invention is to provide a system whereby the train
shall be automatically stopped when arriving within a predetermined distance of an
open drawbridge or open railway switch.
The system is described by reference to the accompanying drawings.
Figure 13 is a plan of a closed drawbridge equipped with the invention. A train
approaching the closed drawbridge will not be automatically stopped, unless there
happens to be another train coming or standing on the same track. Such a con-
dition is illustrated, the train on the bridge carrying an electric generator which
is on every train and has one pole connected to the ground through the car wheels
and rails, and the other to a trolley resting upon a sectional conductor.
Figure 14 is a plan similar to Figure 13, except that the bridge is open and the
circuits are changed accordingly, as hereinafter explained; also, no train is supposed
to be on the bridge nor approaching the same within a dangerous distance. The
figure is contracted in one direction.
Figure 15 is an elevation of the system and conditions shown in Figure 13.
Figure 16 is an elevation of the system and conditions shown in Figure 14, except
that a train is shown within a predetermined distance of the open bridge, and the
circuits are shown in the proper conditions for stopping the train before arriving at
the bridge.
Figures 17 and 18 show the means for controlling the circuit according to the
opening or closing of the bridge, the former figure showing the condition where the
bridge is closed and the circuit open, and the latter, the opposite conditions.
Figures 19, 20 and 21 are plans of a railway switch equipped with the system, the
figures showing a double track. Figure 19 shows the conditions of the branch road
closed to the main or straight track, the main track being continuous. It shows
how trains will be stopped while approaching the switch on the branch track.
Figure 20 shows the condition where trains coming from one direction may pass
upon the branch track from the main track or from the branch upon the main track
with safety, but where trains approaching in the opposite direction on the main
track will be stopped automatically. In all these Figures 19, 20 and 21, the
locomotive is not shown, but the magnet carried by the locomotive is shown and is
sufficient to be able to follow the circuits.
Figure 21 shows one main track open and one closed.
Figure 22 shows the electric conduit and means for electrically opening and closing
the same at a railway switch.
The letters below refer to Figures 13 to 22 inclusive.
The equipment of the drawbridge is described, and consists, in combination with
the bridge, of a pivoted bridge a carrying, on insulator A, electric conductors band b¹,
which are sections of electrical conductors running the whole length of the track as
shown by sections c and c, d and d, at each end of the bridge. Each track is pro-
vided with such sectional conductors and are lettered correspondingly as B and B',
C and C, D and D'. The rear car of each train carries an electric generator e, as
seen in Figure 15. Each locomotive carries a magnet, which acts as a relay

page_text: magnet to introduce a local circuit from battery in electrical connection with a
motor, which is geared to the handles of the throttle valve, automatic brake and
sand distributor, so that when the motor shaft rotates, the said handles will be
operated as if by the engineer and the train will be stopped automatically. The
magnet has an armature, which when attracted closes the local circuit. When the
current through the magnet is open, a retractile spring opens the local circuit, by
pulling the contacts apart. It is evident then that when the magnet is energized
the train will stop, so that it will be convenient hereafter to refer to the magnet and
not each time to state how it is the relay operates for stopping the train. Öne pole
of the battery e being connected through the wheels to the track and thence to the
ground, and the other having a sliding or rolling contact upon a sectional conductor b,
and the train carrying the battery e being on the draw, and the poles of the magnet f
being connected similarly to those of the battery e to the ground and sectional
conductor c; then, a circuit will be closed from the battery e through the magnet,
on the locomotive, and the train will be stopped before reaching the bridge containing
another train.
It should be stated that the conductors c, b, d, are all in such a position that the
wire from the battery will slide along them and that the conductors c¹, and d¹
are in a line for allowing the conductor from the magnet f to slide along them;
also that conductor cis electrically connected to conductor b, and b¹ to d, while
conductors c and bare insulated from each other, and also band d, as well as e¹ and b,
and and d. When the drawbridge open however, means are provided whereby
conductor e will be cut off from conductor b and conductor b¹ from conductor d.
A battery is located at the end of each track before it passes upon the bridge,
there being four such batteries m¹, m", m¹, and m¹. One pole of each battery
is connected to the ground permanently. The opposite pole in each case is connected
with that sectional conductor upon which rests the terminal of the magnet f when
the train comes toward the bridge within the length of said section. In Figure 16
it connects with the sectional conductor e' upon which rests the conductor n extending
from the magnet f. A closed circuit is formed therefore through the magnet f, as
soon as the train arrives at the bridge within the distance of the length of the
sectional conductor e', which in practice would be about a quarter of a mile. The
explanation would be similar if a train arrived on any one of the remaining three
tracks, from either direction, or even if the train were backing instead of travelling
with the engine headed toward the bridge.
When the bridge is opened, the operator raises the levers o at each end of the
bridge, while springs p, attached to circuit closers pull the latter closed at the
contacts q. q is one terminal of the battery m in Figure 17. It is out of contact
with the terminal which is electrically connected with the magnet. When the
switch o is raised, the spring causes these two contacts and to come together,
completing a circuit from the battery m¹ through the magnet when the latter is
within a predetermined distance of the drawbridge. The two contacts 7 and q' are -
shown touching each other in Figure 18.
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Referring particularly to Figures 19, 20 and 21, there is represented a railway
switch and for each track so that trains coming from the left to the right may
either continne on the main track s and s¹ or turn upon the branch tracks s" and s¹
At or near the switch is an electrical generator M, having one pole connected :
permanently to ground, represented by the dotted lines t. The other pole is con-
nected to terminals upon the switches and ¹. In Figure 19, f, as before, represents
the magnets upon the locomotives. When they come upon one of the sections near
the switch, the current from battery M passes through them, because the contacts u
on the switches close the circuits through said sections and said magnets. The
sections of the respective tracks are connected to the contact points ; but when
the switches are moved so as to make the branch tracks continuous with the main
tracks, the contacts 1, open the battery circuits to the sections v. Consequently.
when the branch track is continuous with the main track, trains on the former will
not be stopped, and when cut off they will be automatically stopped.

page_text: This system is also applicable to the case where trains may be coming from the
right on the main track, and be stopped or not stopped according as to whether the
main track is cut off from or continuous with itself. This case is shown in Figure 20.
Contacts and u" are carried respectively by the switches and and are con-
nected electrically to the magnets of trains which are coming from the right on the
main track. The conductors thus making the electrical connections are lettered U.
If only one main track is continuous and the other interrupted, then, a magnet f¹,
Figure 21, approaching on the interrupted track from the right, will come into
circuit with the battery M and the train carrying said magnet will be stopped.
Also will the magnet" on the interrupted branch track sl be put into a closed
circuit with the battery M. But the magnet will not be put into a closed
circuit, because in that position the contact is not closed with any section along
that tracks, but if the switch be moved so as to make the tracks continuous
with the tracks, then the contact ull will come upon the conductor w which is
connected to a sectional conductor w¹ belonging to the said track $1
No one figure represents all the contacts u, u¹, ul, and 11 as the circuits
might be so confusing as to be unintelligible.
The contact from the magnets ff and f" to the sectional conductors v, wl,
etcetera, is made in a conduit, which should be provided with an electric circuit
closer at each railway switch. Such circuit closers and a¹ shown in Figure 22,
represent a portion of a double conduit. The switches are rand as before. To
these are attached the circuit closer handles or levers X and X' pivoted to
the stationary points y. The circuit closers a and are insulated by insulation
from the levers X and X¹. The conductors of the conduit are F, and cach
is surrounded, except on the top, by insulation. These conductors are broken
at the circuit closers, which if closed mend the break so as to form one continuous
conductor. When the bridge is closed, the circuit from magnet f, Figures 13
and 17, is to section C¹, to battery m¹ open from there to the contact 7, to the
rail B, and then through the rail to the other terminal of the magnet f. In
Figure 18, the circuit is the same, except that it is closed by the contact y touching
the lever q¹.
A further object of the invention is an electric safety system for railway crossings
where one railway passes over a second railway.
The object of this part of the invention is to provide a system in which a train
will be automatically stopped within a predetermined distance of the crossing when
another train is at or near the crossing on another track. The invention is
applicable to a double track crossing a double track.
The invention in all its details is represented in the accompanying drawings.
Figure 23 is a plan partly in diagram of two double track railways crossing each
other equipped with the invention. The mechanism for operating the circuit
closers of certain batteries are not visible in this figure as they could not be
represented clearly on such a small scale; but are shown as to location by
the boxes z. The mechanism itself with a portion of the conductors and circuits is
shown in Figure 24, which illustrates how a battery on the ground may be put in
circuit with an electro magnetic device on the locomotive.
Figure 25 is a view partly in diagram of the clectrical connection between the
locomotive and the rest of the system.
Figures 26 and 27 are horizontal sections of a portion of the tracks and of
the levers by which the locomotive may operate certain circuit closers.
Figures 28 and 29 are views of the side of a portion of the rails showing
the cams which come in contact with the locomotive wheels if the train is going
forward, or car wheels if the train is backing.
The letters below refer only to Figures 23 to 29 inclusive.
a represents an electric motor carried in a casing on top of the locomotive, and
provided with cranks which connect respectively the throttle valve and automatic
brake on the one hand and the sand distributor all by means of levers as before
described. The electric motor is in circuit by means of the conductors / with the

page_text: battery i, located conveniently in the cow catcher.
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Referring to Figure 25,
the battery has a circuit closer whose terminals are in circuit with one
of the conductors h. The circuit closer ¹ carries an armature and is pivoted
at m.
A magnet n is within inductive relation to said armature and has one
terminal o in circuit with a locomotive wheel and the other terminal o' in circuit
with the trolley wheel p' which runs upon sectional conductors q, q, q", q¹¹¹, etceteru.
The car wheels necessarily make electric contact with the track which is in circuit
with the ground, therefore the locomotive wheel p is electrically connected to
ground. In order to prevent confusion, the locomotive is omitted from Figure 23,
But the operation of the system can be defined by representing thereon the
magnet n in two positions, the one on one track and the other on the other track of
one of the railways. One pole of the magnet is shown connected to a dotted line
marked ground. The other pole of each magnet is represented as in contact by
means of conductors o' and o" with the sections q" and Q, which are sections
preferably not nearer than one quarter of a mile of the point of crossing.
Let it be assumed that a locomotive is approaching the crossing in the direction
of the arrow X and on that track represented by the arrow. In passing a lever
which is pivoted at the point and which is pivoted to a lever, which is a
circuit closer, the locomotive wheels operate the lever so as to close the circuit of
the battery at the points s, through the magnet or magnets n of the locomotive on
the double track of the other railway. One of the contacts f, is located upon the
lever and the other forms the terminal of the four conductors t, 1, "and
two of which lead to the before mentioned sections 7" and Q, so that a current from
the battery I will pass through the magnets n, which will operate the circuit
closer of each locomotive and consequently the battery I will be closed through
the motor a, which will operate the throttle valve, brake and sand box, in the same
manner as an engineer, and the train in each instance will be brought to a full stop
before reaching the crossing and a probable accident prevented. In Figure 23 the
terminal of the battery is represented by I', that terminal being the one which is
permanently connected to ground, so that the return circuit may be established for
any magnet n.
After the train represented by the arrow X has crossed over and passed by the
lever R and in fact after any wheel of said train has done so, the contacts s
separate and remain separate until other wheels operate said lever. When a train
is approaching in the opposite direction as represented by the arrow Y it operates
the lever R, which is pivoted at the point R¹ Fig. 24, to a lever or circuit closer R
which has contacts S, one of which forms the pole of a battery located on the
opposite side of the crossing from the battery I. The terminals of the battery 1"
are connected by conductors to a magnet, whose armature el is attached to the
circuit closer, so that, when. said battery is closed through the magnet, the
contacts sare closed and circuits formed through the magnets n in the same manner
as when the train X operated the lever .
In Figures 28 and 29, the cam w.projects above the rail so that the wheel on the
track will force it to one side, the cam being pivoted to the lower part of the rail
at the point in each case. The cam w presses upon a projecting pin y in
Figure 29 and Figure 28, so that, when said cam is moved, the lever is turned
upon the pivot, which is seen in Figures 23 and 24.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1. An electric safety system for railway trains substantially as hereinbefore
described, whereby trains are automatically and electrically stopped when within a
predetermined distance in relation to each other on the same track, or an open
switch or an open drawbridge, or a railway crossing about to be crossed by another
train.
2. The combination of an electric motor, a throttle valve of a locomotive, an

page_text: air brake valve, means such as connecting rods engaging said motor with said
valves, and an electric generator in circuit with said motor.
3. The combination of a single railway track, trains thereon relatively
approaching one another, and provided with means, as for example brakes,
for stopping the trains; and an electric generator carried by any train controlling
the brakes of another train when at a predetermined distance from each other.
4. The combination of two or more railway trains upon the same railway track,
electric motors upon said trains, engaged with the handles of the throttle valves,
automatic brakes and sand distributors; and automatic means for including the
said motors, in electric circuits upon the trains coming within a predetermined
distance of one another.
5. The combination of a railway car, a trolley pivoted thereto and controlling a
circuit closer in circuit with an electric alarm bell or signal, and a spring pressing
the trolley upon an electric conductor, said spring being connected to said trolley
and said car.
6. In an electric safety system for railway trains the combination, with an
electric motor engaged with the throttle valve, automatic brake and sand distributor,
of a stationary electric battery circuit controlled by a drawbridge or railway
switch, including an electro magnet which is provided with an armature circuit
closer in circuit with an independent electric generator in circuit with said
motor.
7. In an electric safety system for railway crossings, the combination of loco-
motives provided with electric motors which are engaged with the throttle valves,
automatic brakes and sand distributors; electric batteries in circuit with said
motors and carried by said locomotives; clectro magnets on the locomotives and in
circuit with stationary batteries on one side of the crossing; circuit closers for the
first named batteries controlled by said magnets; and levers projecting above the
tracks and in the paths of the locomotive wheels and engaged with circuit closers
for the stationary batteries.
8. In an electric safety system for a railway crossing, the combination, with any
given track, of batteries located upon opposite sides of said crossing and at or near
said track; a circuit closer for each battery being in circuit with relay magnets
upon the locomotives and the other in circuit with a relay magnet for one of the
said circuit closers; the first named relay magnets controlling local circuits which
include electric motors; and the motors being engaged with means, such as the
throttle valves, for stopping the locomotives within a predetermined distance of said
crossing.
Dated this 25th dor of Nov 1801
WM. P. THOMPSON & Co.,
Agents for the Applicant.