Improvements in or relating to Indicating Apparatus for Giving Notice of the Burning or Sagging of a Bridge or Snowshed, Caving of a Tunnel or an Embankment, Misplacing of a Switch, or other Danger in Connection with Railway Lines; and in Means whereby
Year: 1887

page_text: Date of Application, 28th Dec., 1887
Complete Left, 26th May, 1888
Complete Accepted, 6th July, 1888.
Improvements in or relating to Indicating Apparatus for Giving
Notice of the Burning or Sagging of a Bridge or Snowshed,
Caving of a Tunnel or an Embankment, Misplacing of a Switch,
or other Danger in Connection with Railway Lines; and in Means
whereby the Engineer of an Approaching Train is Notified of
the Danger, the Steam Shut Off, and Brakes Applied!.
A communication from abroad by ADELARD
BAPTISTE AMEDE MONGENAIS, of Rigaud, Canada, and TOUSSAINT. BROSSEAU and
MARIE M. PHILOMIENE CRAIG, of Montreal, Canada.
I, WILLIAM PHILLIPS THOMPSON, F..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 to be as follows:-
This invention is designed to indicate any of the threatened dangers specifically. set
forth in the title or others, such as the movable section of a drawbridge being open,
the burning of the track when made in large part of wood etcetera.
An electric circuit is employed by which any of the disasters above mentioned are
It is
indicated, the signal not only being a visible one, but being an audible one:
also arranged so as to be able to give notice to the engine driver on board the train,
of there being an accident ahead.
.
Furthermore a special contrivance is arranged alongside the line, by which the
continuous brakes can be applied, and steam shut off automatically when' the signal is
displayed.
obstruction
The mechanism by which the alarm is given in case there should be any
upon the track, or in case the safety of the train should be endangered by: fire, or from
other causes, will be first described.
Upon one or both sides of the track are placed at suitable distances apart, posts
which support a cord or fusible or combustible connection, the cord or connection
being stretched tight and connected at one or both ends with a circuit closer, which
will preferably be encased in a strong box and fixed securely upon the ground or upou
a post adjacent to the track.
The circuit closer may consist simply of an elbow lever pivoted at the angle or bend,
and comprising two arms.

page_text: The upright arm is connected with the cord or connection, while the lower or
horizontal arm is weighted or provided with a weight at its outer end.
Connected with the upright arm is a strong wire or rod which is connected with the
arm of a semaphore signal, which may be located at any desired distance from either
end of the track or bridge protected. This rod, which is connected to the semaphore
arm, will be carried in posts having small rollers as is now commonly done, and as
the semaphore per se, forms no part of the present invention, its construction need not
be described.
Directly beneath the horizontal arm of the elbow lever or circuit closer, are two
contact arms or springs, which are electrically insulated from each other. A wire
extends from one arm to the earth, while a wire extends from the other arm to a
station at any suitable distance away from the track or bridge.
The latter wire is provided with a battery, and with an electric bell.
The semaphore signal is located in proximity to the track so that when its arm is
operated or thrown out at an angle to the post to which it is pivoted, it shall be in
position so as to strike the upturned end of a rock shaft, journaled in the cab of the
engine.
The rock shaft is provided with an arm adapted to ring the bell in the cab. and is
further provided with an arm, which is adapted to close the throttle valve and at the
same time to apply the air brakes.
From this construction it will be seen that as soon as the arm is thrown outward to
indicate danger, the train will be brought to a standstill, whether or not there are any
persons on the locomotive.
A cord or connection will advisably be placed upon both sides of the track, and
where a single track is used, the cords are attached at both ends to a circuit closer, so
as to give a warning at each side of the point at which the fire takes place.
In order to prevent the cord from being affected by water or being broken accidentally,
it is seated in a groove in the lower face or edge of a board carried by the posts, and if
desired the cord may be coated with a highly inflammable substance to render its
burning more certain.
The invention can be applied to a bridge, the same constraction and arrangement of
circuit closer being employed in this case as in the case of a track.
A number of cords may be employed upon a bridge and connected one with the
other, so that should the bridge burn or sag unduly at any point, it will cause an
alarm to be given, not only by means of the audible signal at the station and the
semaphore, but will also operate the mechanism upon the locomotive, so as to bring
the train to a standstill.
The operation of this system is as follows:
:-
Suppose that the underbrush, or the country upon either side of the track, should
be on fire, as soon as the fire reaches the cords which are set at a greater or less
distance away from the track, the cord or connection will be burnt or severed. As
soon as the cord is thus severed, the weighted arm of the elbow lever or circuit closer,
strikes against the plate or contact finger, and throws the same into contact with the
arm or finger, thereby establishing a circuit through the wires, arms, battery, and bell;
the bell which is located at some distance from the bridge, being rung as soon as the
circuit is completed, thereby gives notice to the station master that there is fire adjacent
to the track. At the same time that the circuit is completed, and the elbow lever or
circuit swings upon its pivot, the rod which is connected to the semaphore armi also
moves longitudinally, thereby permitting the said arm to swing down horizontally
from the post or standard.
The post or standard, which carries the semaphore arm, may be located at either side
of the signal bell, so that in case there should be no one at the station at the time
that the alarm is given, the engineer will see the semaphore arm in such position as
indicates danger.
In case, however, the engineer should be asleep, or there should be no one upon the
engine to observe the position of the semaphore arm, this arm, striking against the
upwardly turned end of the rockshaft, will not only operate the gong within the cab

page_text: of the locomotive, but will also shut off the steam and apply the brakes, and thereby
bring the train to a standstill at a suitable distance from the point upon the track at
which the fire has occurred.
The same operation should take place if the bridge should burn, or fall or sag.
From the foregoing construction it will be seen that every feature of the system is
perfectly automatic, and in case the electric or audible alarm or signal should not be
observed, the mechanical signal will be positively actuated.
If by constant travel over the bridge the latter should wear gradually so as to
weaken sufficiently to render the bridge unsafe, it will cause such a strain upon the
cord or connections as to give an alarm the same as if the cord were burnt.
To guard against the burning of the track, a cord or connection is placed along
between the rails, and resting upon the ties, and also, if desired, upon the ties outside
of the rails.
Snow sheds, which are also liable to be set afire by sparks or coals from the loco-
motive may be effectually protected.
Where the invention is designed to give a signal in case the bridge should sag or
fall, it may bo found desirable in some instances to dispense with the circuit closer, and
in such case another arrangement is adopted, in which the cord or connection forms a
part of the circuit, which latter is completed through or by means of a contact point
secured to the underside of the bridge, and connected with suitable wires extending
off to the ground.
From the foregoing it will be seen that in case the snow sheds should burn, or land
fall upon the track, or that the tunnel should cave in, the bridge sag or burn, or the
track burn, or the underbrush upon either side of the track should be set on fire, an
alarm will be given not only by means of the semaphore arm, but also by means of
the bell or other signal, located at points at either side of the place where there is
danger, and furthermore, the engineer will be notified of the danger, the steam shut
off, and the air brakes applied.
When the invention is applied to drawbridges, a lever is pivoted upon the inner
face of the abutment so that when the draw or movable section of the bridge swings
around, it will strike said lever, and move the same to position.
When the draw is in this position, and the tracks are in alignment, the lever will
assume a substantially upright position, and by means of the cord or connection
connected with the seinaphore arin, will pull said arm downward, thus indicating that
the track is clear, and that the bridge is closed.
This lever also operates two contact arins, so that when the bridge is open and the
weight upon the end of the semaphore arm throws the said lever over into the inclined
position, the said lever will strike against the movable contact arm, and throw it
against the fixed arm, thereby establishing an electric circuit, and causing the ringing
of the alarm.
Of course the alarm will ring until the lever is thrown upward by the bridge coming
into proper position.
The invention may be applied to a switch, and the mechanism can be adapted to
give an alarm at both sides of the switch, so long as the switch shall remain open, and
to display the semaphore arm in case the switch should be open.
One of the contact arms in this case is connected with the rotary shaft of the switch
stand, or of the semaphore, by means of a link, so as to be actuated positively by the
rotation of either of said shafts, and these contact arms should be arranged so close
together that upon the slightest movement of either of the shafts, contact would be
established, and an alarm sounded.
The construction of the switch and the semaphore are so well known as to require
no further description here.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Agents for the Applicant.

page_text: mprovements in or relating to Indicating Apparatus for Giving
Notice of the Burning or Sagging of a Bridge or Snowshed,
Caving of a Tunnel or an Embankment, Misplacing of a Switch,
or other Danger in Connection with Railway Lines, and in Means
whereby the Engineer of an Approaching Train is Notifled of
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 relates to railway signals, and is designed to warn the engineer of
an approaching train, a station master, or others in charge, of danger where such
exists.
The invention is designed primarily as a fire alarm so that in case the under
brush or trees adjacent to the track, or the track itself, should catch fire, the trainmen
or others shall be notified at a distance at either side of the fire.
While the invention is applicable more particularly to giving an alarm where the
track or underbrush adjacent to the track is liable to burn, it is equally applicable to
bridges, snow-sheds, embankments and tunnels, so that whether they burn or sag, or
fall through defective workmanship, an alarm may be sounded at suitable distances at
each side of the point at which there is danger.
The invention also consists in a novel arrangement of devices by which, in
addition to the signals or alarms heretofore referred to, the engineer of an approach-
ing train is notified of the danger, the steam shut off, and the air brakes applied
to the train.
In the drawings :
==
Figure 1 represents a perspective view of a portion of a railway track showing the
manner in which the track is protected from fire.
Figure 2 represents a bridge provided with the improvements.
Figure 3 represents a switch having the improved signaling apparatus connected
therewith.
Figures 4 and 5 show its application to a draw-bridge

page_text: Figure o represents a show shed protected in accordance wren
invention.
C
principi
Figure 7, a view showing a section of a track protectod against land slides.
Figures 8 and 9 illustrate the method or manner of applying the invention to
tunnels.
Figure 10 represents the mechanism by which the audible signal is given to the
engineer, and
Figure 11 illustrates the form of circuit closer which is employed in some cases.
Referring to Figures 1, 2, 6, 7, 8 and 9, the mechanism by which the alarm is given
in case there should be any obstruction upon the track, or in case the safety of the
train would be endangered by fire, or from other causes, will be first described.
A indicates a track upon one or both sides of which is placed at suitable distances
apart, posts B, which support a cord or fusible or combustible connection C, the cord
or connection being stretched tight and connected at one or both ends with a circuit
closer, which will preferably be encased in a strong box and fixed securely upon the
ground, or upon a post adjacent to the track.
The circuit closer may consist simply of an elbow lever D pivoted at the angle or
bend, and comprising two arms E and F. The upright arm E is connected with the
cord or connection C, while the lower or horizontal arm F is weighted, or provided
with a weight at its outer end.
Connected with the upright arm E, is a strong wire or rod G, which is connected
with the arm H of a semaphore signal which may be located at any desired distance
from either end of the track or bridge protected. This rod G which is connected
to the semaphore. arm, will be carried in posts having small rollers as is now
commonly done, and as the semaphore per se forms no part of the present invention,
its construction need not be described.
Directly beneath the horizontal arm F of the elbow lever or circuit closer D, are
two contact arms or springs I, J, which are electrically insulated from each other.
A wire K extends from arm J to the earth, while a wire L extends from arm I to a
station at any suitable distance away from the track or bridge.
The wire is provided with a battery M and with an electric bell N.
The semaphore signal is located in proximity to the track, so that when its arm H
is operated or thrown out at an angle to the post to which it is pivoted, it shall be in
position so as to strike the upturned end 0 of a rock shaft P journaled in the cab of
the engine as shown in Figure 10.
The rock shaft P is provided with an arm Qadapted to ring the hell E in the cab
and is further provided with an arm S, which is adapted to close the throttle valve and
at the same time to apply the air brakes.
From this construction it will be seen that as soon as the arm H is thrown outward
to indicate danger, the train will be brought to a standstill, whether or not there is
any persons upon the locomotive.
The cord or connection C will advisably be placed upon both sides of the track as
shown, and where a single track is used, the cords are attached at both ends to a
circuit closer, so as to give a warning at each side of the point at which the fire takes
place.
In order to prevent the cord C from being affected by water, or being broken
accidentally, it is seated in a groove in the lower face or edge of a board T carried by
the posts Bas shown in Figure 1, and if desired, the cord may be coated with a highly
inflammable substance to render its burning more certain.
In Figure 2, the invention is shown as applied to a bridge, the same construction
and arrangement of circuit closer being employed in this case as in the case of a
track.
A number of cords C may be employed upon a bridge and connected one with the
other so that should the bridge burn or sag unduly at any point, it will cause an
alarm to be given, not ouly by means of the audible signal at the station and the
semaphore, but will also operate the mechanism upon the locomotive so as to bring
the train to a standstill.

page_text: The operation of this system is as follows:-
Suppose that the underbrush, or the country upon either side of the track, should be
on fire, as soon as the fire reaches the cords which are set at a greater or less distance
away from the track, the cord or connection will be burnt or severed. As soon as the
cord is thus severed the weighted arm F of the elbow lever or circuit closer D, strikes
against the plate or contact finger J and throws the same into contact with the arm or
finger and thereby establishing a circuit through the wire K, arms J, I, wire L,
battery M and bell N, the bell, which is located at some distance from the bridge
being rung as soon as the circuit is completed, thereby giving notice to the station
master that there is fire adjacent to the track. At the same time that the circuit is
completed, and the elbow fever or circuit D swings upon its pivot, the rod G which is
connected to the semaphore arm H also moves longitudinally, thereby permitting
arm Hio swing down horizontally from the post or standard.
The post or standard which carries the semaphore arm may be located at either side
of the signal bell, so that in case there should be no one at the station at the time that
the alarm is given, the engineer will see the semaphore arm in such position as indicates
danger.
In case, however, the engineer should be asleep, or there should be no one upon
the engine to observe the position of the semaphore arm, this arm, striking against
the upwardly turned end O of the rock shaft P, will not only operate the gong within the
cab of the locomotive, but will also shut off the steam and apply the brakes, and thereby
bring the train to a standstill at a suitable distance from the point upon the track at
which the fire has occurred.
The same operation should take place if the bridge should burn, or fall or sag.
From the foregoing construction, it will be seen that every feature of the system is
perfectly automatic, and in case the electric or audible alarm or signal should not be
observed, the mechanical signal will be positively actuated.
If by constant travel over the bridge the latter should wear gradually so as to
weaken sufficiently to render the bridge unsafe, it will cause such a strain upon the
cord or connections C as to give an alarm the same as if the cord were burnt.
To guard against the burning of the track, a cord or connection C is placed along
between the rails and resting upon the ties, and also, if desired, upon the ties outside
of the rails.
Snow sheds, which are also liable to be set afire by sparks or coals from the
locomotive may be effectually protected, as shown in Figure 6.
Where the invention is designed to give a signal in case the bridge should sag or
fall, it may be found desirable in some instances to dispense with the circuit closer D,
and in such case the arrangement shown in Figure 2 is adopted, in which the cord or
connection C forms a part of the circuit, which latter is completed through or by
means of a contact point secured to the underside of the bridge, and connected with
suitable wires extending off to the ground.
From the foregoing it will be seen that in case the snow-sheds should burn, or land
fall upon the track, or that the tunnel should cave in, the bridge sag or burn, or the
track burn or the underbrush upon either side of the track should be set on fire, an
alarm will be given, not only by means of the semaphore arm, but also by means of
the bell or other signal located at points at either side of the place where there is
danger, and furthermore the engineer will be notified of the danger, the steam shut off,
and the air brakes applied.
When the invention is applied to draw bridges, as shown in Figures 4 and 5, a
lever A² is pivoted upon the inner face of the abutment so that when the draw or
movable section of the bridge swings around it will strike said lever A² and move
the same to the position shown in Figure 4.
When the draw is in this position and, the tracks are in alignment, the lever A² will
assume a substantially upright position, and by means of the cord or connection A²
connected with the semaphore arm A will pull said arm downward, thus indicating
that the track is clear and that the bridge is closed.
The lever A² also operates two contact arms as shown in Figure 5, so that when the

page_text: bridge
open, and the weight upon the end of the semaphore arm throws the said
lever A over into the inclined position, the said lever will strike against the movable
contact arm and throw it against the fixed arm thereby establishing an electric circuit,
and causing the ringing of the alarm.
Of course the alarm will ring until the lever A² is thrown upward by the bridge
coming into proper position.
In figure 8 the invention is applied to a switch, the mechanism therein shown being
adapted to give an alarm at both sides of the switch so long as the switch shall remain
open, and to display the semaphore arm in case the switch should be open.
One of the contact arms in this case is connected with the rotary shaft of the switch
stand or of the semaphore by means of a link, so as to be actuated positively by the
rotation of either of said shafts, and these contact arms should be arranged so close
together that upon the slightest movement of either of the shafts contact would be
established, and an alarm sounded.
The construction of the switch and the semaphore are so well known as to require
no further description here.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed, as communicated to me by my
foreign correspondents, I declare that what I claim is :-
1. In combination with a railway track, bridge, snowshed, tunnel, embankment or
like structure, a cord or connection located in proximity thereto, an electric circuit, a
circuit closer, connected with the cord, and an alarm or signal included in the circuit
all arranged substantially in the manner shown.
2. The employment of a fusible or like cord in connection with railway tracks, snow
sheds and bridges, for giving an alarm in case any of the structures hereinbefore
referred to shall burn or be destroyed.
3. A circuit closer and semaphore arranged to be operated by the movable section
of a draw bridge, all substantially as shown.
4. A. switch and its operating shaft, in combination with an electric circuit, a circuit
closer and alarm or signal.
5. A semaphore provided with a circuit closer, and adapted to complete an electric
circuit by the rotation of its shaft.
6. In combination with a bridge or like structure, a wire or line located in
proximity to the bridge and included in an electric circuit, and a circuit closer
controlled by the movement of the bridge.
7. In combination with a bridge, a snow-shed, a tunnel, embankment or like
structure, an electric circuit provided with an alarm or signal, and a circuit closer
connected with the cord, and adapted to complete the circuit in case the bridge and
embankment or tunnel should burn or cave in.
8. The berein described signalling apparatus for railways which consists in the
combination, with the track, bridge or like structure, of a visual signal, a normally
open electric circuit containing an alarm, and a locomotive provided with means for
applying the brakes and shutting off the steam, and adapted to be operated by the
visual signal, all substantially as shown, whereby when the circuit is completed by
any of the means hereinbefore described, the audible alarm will be sounded, and the
visual signal displaced and thrown into position so as to operate the stop mechanism
carried by the locomotive.
WM. P. THOMPSON & Co.,
Agents for the Applicant.