IMPROVEMENTS IN MEANS AND APPLIANCES FOR OPERATING SAFETY SIGNALS AND OTHER DEVICES .
Year: 1883

page_text: LETTERS PATENT to Theodore Al Burtis Putnam of the City of New York,
United States of America Electrician for an Invention of IMPROVEMENTS IN
MEANS AND APPLIANCES FOR OPERATING SAFETY SIGNALS AND OTHER DEVICES
.
PROVISIONAL SPECIFICATION left by the said Theodore Al Burtis Putnam
at the Office of the Commissioners of Patents on the 11th September 1883.
THEODORE AL BURTIS PUTNAM, of the City of Now York, United States of
America, Electrician "IMPROVEMENTS IN MEANS AND APPLIANCES FOR OPERATING
SAFETY SIGNALS AND OTHER DEVICES ON RAILWAYS ELECTRICALLY AND OTHERWISE,"
My invention relates as to the first part, to a crossing-gate for railways, to be
employed when roads cross the line on a level therewith, and also to semaphores.
The gate or semaphore is actuated automatically by the passing train, partly
mechanically and partly electrically. The gate is mounted on rollers, and the
rollers travel on a lever overhead as a track. This lever is fulcrumed at its
middlo, and by tilting it on this fulcrum the track may be inclined in either
direction. The gate is thus caused to move open and shut by gravity. The lever
is held at both ends, but only at one end (the upper) at a time, by electrical
detents, and the approach of a train serves, by contact devices on the line, to
release the lever and allow the gate to close. The end of the lever is weighted in
order that this shifting may be effected automatically. To again set the gate a
mechanical contrivance is resorted to, actuated by the locomotive wheel. This is
in the nature of a treadle, whereby the lever is turned on its fulcrum and the gate
runs open and is caught by its detent. Special means are employed to adapt the
device to single line and double-line roads, and the gate may be operated by closed
circuit electrical appliances, when the electrical generator is on the locomotive, or
the generator may be arranged at any point along the line of railway. The gate
may be flexible or rigid, that is to say, so as to bar a vehicle from crossing, or only
to present an apparent obstacle to a team. Or it may be constructed so as to open
outward, but not inward so that if a team be caught between the two gates on
opposite sides of the line it will be enabled to escape.

page_text: The second part of my invention relates to the mode of insulating the rail-joint
(which is important for carrying out the first part in its best form) whereby a
perfect insulation is attained, and yet the rails will be free to expand and contract
at the joint. This joint is to be employed in cases where the line forms a part of
a normally closed electric circuit, and the remaining part, together with the
generator is on the locomotive or carriage. In my joint are fish-plates and
reinforce bars arranged to clamp the ends of the rails; these plates and bars, or
the bars alone, are secured to the ties, and they bear pins which engage slots in
the web of the rail. These pins are arranged to serve as guides, but not as
clamping bolts, so that they do not serve as means of electrical communication.
Shields of some non-conducting material are arranged between the rails and the
fish-plates, and also between the adjacent ends of the, rails. Thus the rails aro
insulated from cach other and form the fish plates, and are permitted to expand
and contract properly. At the same time they are held firmly in place on the ties.
The third part of my invention relates to a shunt-relay whereby the locomotive,
which bears a part of the electric-circuit, a generator, and a danger-alarm, is
enabled to automatically set the relay at a signalling point ahead to danger at the
moment it enters the block, whereby collisions are avoided on single-line roads.
My relay may also be employed on double-line roads, and in operating switches
and drawbridges. My relay comprises two electro magnets set face to face and
provided with one armature-lever in cominon. This armature-lever acts on
commutator levers when it is shifted in such a way as to shunt the magnet itself
out of circuit and the other in. One magnet is called the danger magnet, and this
magnet breaks the continuity of the rails at the far signalling point so that when a
locomotive entors the block it will receive an alarm; the other magnet of the
relay is called the safety magnet, and this magnet closes the circuit again when
the locomotive passes out of the block, and an incoming locomotive will receive
no signal. Only three connecting wires are necessary when my relay is employed.
My shunt relay as well as the danger signal on the locomotive, employs my
improved construction of electro-magnet, wherein the wire of the coil is in the
same circuit with the armature or moving part. This enables me to effect a break
in the circuit at the magnet of the danger signal so as to ensure that the signal
shall continue sounding until the engineer sets the armature up again to the core
of same. In the relay the wire of the coil connects with the core, and the contact
of the core and armature short circuits the current.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Theodore Al Burtis, Putnam in the Patent Office on the
11th March 1884.
THEODORE AL BURTIS PUTNAM of the City of New York, United States of
America Electrician "IMPROVEMENTS IN MEANS AND APPLIANCES FOR OPERATING
SAFETY SIGNALS AND OTHER DEVICES ON RAILWAYS ELECTRICALLY AND OTHERWISE
"
My invention relates, as to the first part, to a crossing-gate for railways, to bo
employed when roads cross the line on a level therewith, and also to semaphores.
The gate or semaphore is actuated automatically by the passing train, partly
mechanically and partly electrically. The gate is mounted on rollers, and the
rollers travel on a lover over-head as a track. This lever is fulcrumed at its
middle, and by tilting it on this fulcrum the track may be inclined in either
direction. The gate is thus caused to move open and shut by gravity. The lever
is held at both ends, but only at one end (the upper) at a time,-by clectrical
detents, and the approach of a train serves, by contact devices on the line, to
release the lever and allow the gate to close. The end of tho lever is weighted in
order that this shifting may be effected automatically. To again set the gate a
mechanical contrivance is resorted to actuated by the locomotive wheel. This is
in the nature of a treadle, whereby the lever is turned on its fulcrum and the
gate runs opens and is caught by its detent. Special means are employed to adapt
the device to single line and double line roads, and the gate may be operated by
closed circuit electrical appliances, when the electrical generator is on the locomotive,
or the generator may be arranged at any point along the line of railway. The
gate may be flexible or rigid, that is to say, so as to bar a vehicle from crossing, or
only to present an apparent obstacle to a team. Or it may be constructed so as to
open outward but not inward so that if a team be caught between the two gates
on opposite sides of the line it will be enabled to escape.
The second part of my invention relates to the mode of insulating the rail-joint,
whereby a perfect insulation is attained, and yet the rails will be free to expand
and contract at the joint. This joint is to be employed in cases where the line
forms a part of a normally closed electric circuit, and the remaining part, together
with the generator, is on the locomotive or carriage. In my joint are fish plates
and reinforce bars arranged to clamp the ends of the rails; these plates and bars,
or the bars alone, are secured to the ties, and they bear pins which engage slots in
the web of the rail. These pins are arranged to serve as guides, but not as clamping
bolts, so that they do not servo as means of electrical communication.-Shields of
some non-conducting material are arranged between the rails and the fish-plates
and also between the adjacent ends of the rails. Thus the rails are insulated from
cach other and form the fish-plates, and are permitted to expand and contract
properly. At the same time they are held firmly in place on the ties.
The third part of my invention relates to a shunt relay wheroby the locomotive,
which bears a part of the electric circuit, a generator, and a danger alarm, is
enabled to automatically set the relay at a signalling point ahead to danger at the
moment it enters the block, whereby collisions are avoided on single line roads.
My relay may also be employed on double line roads, and in operating switches
and drawbridges.
My relay comprises two electro-magnets set face to face and provided with one
armature-lever in common. This armature-lever acts on commutator levers when
it is shifted in such a way as to shunt the magnet itself out of circuit and the
other in. One inagnet is called the danger magnet, and this magnet breaks the
continuity of the rails at the far signalling point so that when a locomotive enters

page_text: the block it will receivo an alarm; the other magnet of the relay is called the
safety magnet, and this magnet closes the circuit again when the locomotive passes
out of the block, and an incoming locomotive will receive no signal. Only three
connecting wires are necessary when my relay is employed.
My shunt relay, as well as the danger signal on the locomotive, employs my
improved construction of electro-magnet, wherein the wire of the coil is in the
same circuit with the armature or moving part. This enables me to effect a break
in the circuit at the magnet of the danger signal so as to insure that the signal shall
continue sounding, until the engineer sets the armature up again to the core on
same. In the relay the wire of the coil connects with the core, and the contact of
the core and armature short circuits the current.
The automatically-operated crossing-gate for railways forming the first part of
my invention is illustrated in the first fourteen figures of the drawings on sheet 1,
of which―
Figure 1 is a front elevation of my gate when open. Figure 2 is a horizontal
section of the gate taken on line 2-2 in Fig. 1, showing the track or line in plan.
Figure 3 is a transverse section of the track taken on line 3-3 in Fig. 2. Figure 4
is a transverse section of a portion of the gate taken on line 4-4 in Figure 1.
Figure 5 is an enlarged rear view of a portion of the gate, and an edge view
thereof. Figure 6 is a front view of the electro-magnetic releasing detent.
Figure 7 is a plan of Fig. 6. Figures 8 and 9 are fragmentary views of the gate
while closed in two different positions. Figures 10 to 14 are diagrams showing
the track in plan and illustrating various arrangements of the circuit.
A designates the track or line of rails and B the road or street which crosses it.
C is the vertical framing of the gate, comprising three posts D D D and a cross-bar
over the top to brace them. E is a fence, being part of that extending along the
track and which also extends between the middle and right-hand posts D.
Between the middle and left hand posts is the crossing. To the middle post near
its top is fulcrumed a walking-beam w or vibrating-lever F which extends to the
right and left beyond the outer posts. This lever forms (or bears) a rail on which
rolls a carriage G forming part of the gate. The carriage may be made in many
ways, that shown consisting of an upper bar a, above the lever F, and a bar b
below it and parallel with a and connecting bars cc extending in front of the
lever F, vertically and diagonally to form a rigid frame Grooved wheels d d,
journalled on pins in the bar a, roll on the upper edge of F and another wheel di
rolls against its lower edge. This prevents vertical displacement of the carriage.
From this carriage is suspended the gate proper, which I have shown composed of
a number of strips e e, of some flexible material as canvas leather, or sheet metal,
painted in a conspicuous manner and suspended at their upper ends by flexible
links as shown in Fig. 5. These strips are designed to present an impassable
appearance so that a driver finding the gate closed will not attempt to pass; but
if the gate should be released and closed while a person or team is passing the
strips will yield and not inflict injury. These strips and the carriage, constitute
together, the gate, which I shall refer to hereinafter as a whole by H. Instead of
flexible strips hinged bars might be used, so hung that they will yield to pressure
from the track but are rigid to pressure toward the track, thereby resisting any
effort to get on the track, but yielding to an effort to get off.
The
In Fig. 1 the gate is open and the parts in their normal position. The lever F
is tilted so that the end bearing gate H is uppermost and the gate tends to run
down to the lower end and close of itself. But it is restrained by an electro-
magnetic detent I which engages a pin f on the right-hand end of the bar a.
lever g of the detent is normally pressed forward by a spring h, shown best in
Fig. 7 and continues to engage pins f until drawn back by the attraction of an
electro magnet M, the armature i of which is fixed to the rear side of lever.g. At
the left hand end of the apparatus is another detent 1', like detent I just described,
and operated by a magnet M¹. Directly below detent I is a mechanical detent
or spring-pawl J, and beneath detent-1' is a like mechanical detent J. The

page_text: detents J J' form downward continuations of detents I I¹ and the two might be made
in one piece but for the disadvantage of requiring the magnet to operate so heavy
a part. The detents I' and J¹ engage a pin f' on the left-hand end of bar a. The
two pins ff are beveled on their rear ends so as to wipe past the detents in
engaging them. Or both ends and detents may be beveled.
The beam or lever F is capable of tilting from the position shown in Figure 1
to that shown in Figure 9, but is normally held as in Fig. 1 by a counter-weight F¹.
It is tilted by pulling down on a rod or chain attached to the right of the
fulcrum. The lower end of this rod j is connected to a lever k (see Fig. 3) which
extends thence beneath the track and is acted on by a treadle K which consists
of two levers arranged close alongside of the track rails, and hinged or jointed
together at their abutting ends and there resting on a lever h. When a train
passes its wheels ride over and depress levers 1, bear down lever k, pull down
rod j, and so tilt lever F and lift its weighted end. As soon as the lever assumes
this position (Figure 9) it is caught by a pawl L shown as hanging at its right
hand end, and held until said pawl is withdrawn.
The gate remains in the position shown in Fig. 1 until an approaching train
reaches a signaling point at a suitable distance up the line,-say half a mile from
the crossing. At this point is an electric signaling device in circuit with magnet M.
When a train reaches that point it closes the circuit, magnet M is excited, attracts
its armature, draws back detent I, and releases pin f, whereupon carriage G rolls
down the inclined beam F into the position shown in Fig. 8, and the gate H is
closed. The pin f¹ passes detent J¹ before the gate is checked. The parts remain
in the position until the engine reaches treadle K, when its wheels, acting through
the mechanism described, tilt the beam F to the position shown in Figure 9 thus
lifting the gate bodily. The pin f¹ runs up along the outer edge of the detent J¹
and thence passes onto the detent I which restrains it and hence the gate from
passing down the incline to the right. The magnet M is in circuit with another,
signaling point ahead and at a distance from the crossing preferably equal to the
length of trains ordinarily running. When the engine reaches this point the.
circuit to magnet M' is closed and that magnet attracts detent I' and releases
the gate, which then rolls down to the right and opens the cross-road. When the
carriage G nearly reaches its extreme position its pin f passes detent J and
immediately thereafter the right-hand end of a strikes pawl L with force sufficient
to push it back and release F, which is immediately tilted by weight F¹ into,
the position shown in Fig. 1. In assuming this position it lifts the gate bodily
and pin moves upward along the outer edge of J and thence into engagement
with L.
Figure 10 is a diagram showing one suitable arrangement of circuits for a single.
track railway The track A and cross-road B are shown in plan and posts D D in'
section. The treadle is shown at K. The lever F and rodj are shown in elevation
and M M are the magnets. The other operative parts are omitted. The distant
signaling points from which M is excited to shut the gate, are lettered SS, and
may be supposed to be half a mile away. The nearer signaling points from which
magnet M is excited to open the gate are lettered OO and may be closer to the
gate. At each of the points S SOO is a break or insulation in the track-rails.'
The engines used will each be provided with an electric current generator, electric
alarm, and circuit connections to the wheels. Theso features will be more fully
described with reference to the third part of my invention, with special reference
to Figure 30.
The magnet M connects through one of its terminals with a fixed spring
contact m, and magnet M' with a like contact m¹. The lever F bears two similar
contacts n n on its ends. The breaking and closing of the circuits will be readily'
understood. The lever F is of some conducting material and is connected' by a
wire 1 with the insulated rails 2, 2; another wire 3 extends from the lever to cach
signaling point S, where it connects with rails 4, 4; Both magnets M M' are
connected by their terminals, as shown, to a wire 5, which extends in each direction

page_text: to the points O O, and there connects with rails 6-6. The operation is as
follows: An engine running in either direction first crosses the insulation at S
whereupon it sends a current throgh rail 6 and wire 5 to magnet M; thence
through contacts m n, lever F and wire 3 to rail 4. Thus magnet M is excited
and the gate H closes. When the engine reaches insulation O, it sends a current
through rail 2, wire 1, lever F, contacts m n, magnet M, wire 5, and rail G but
this second excitation of magnet M produces no effect. When the engine reaches
treadle K it tilts lever F to the opposite inclination, breaking contact at mn.,
and establishing connection with magnet M¹ through contacts m¹n Reaching
the second point O it sends a current through rail 6, wire 5, magnet M', contacts
m². n', lever F, wire 1, and rail 2, whereby magnet M' is excited and the gate
allowed to open and set itself for the next operation. In order to prevent the
engine, on reaching the last point S, from sending a current which would excite
magnet M and again shut the gate, I may employ a polarized magnet or a
mechanical device to bridge or short circuit the insulation to a train running in
the receding direction.
Figure 11 is a similar diagram to Figure 10 showing the application of my
invention to a double track railway. The trains run only in the direction of the
arrows. One point S and one point O are on each track, thus avoiding the
necessity of using a polarized magnet M. Wires 3, 3, are shown as joining wires
5, 5, and so passing directly to the inagnets, return connections being made through
wire 1. The operation is nearly the same as that described, except that each
magnet is traversed by a current only when needed. Figure 12 is another
diagram similar to Figuro 11 designed to show how the spring commutator
contacts m nm n¹ may be dispensed with by employing more circuit wires
somewhat differently arranged. Both terminals of magnet M are branched into
two wires, leading to the point S S, as shown. The magnet M¹ is similarly
connected to the points O O.
.
Figure 13 shows a much simplified arrangement adapted to a single track. The
points are omitted, their functions being performed by the points S S. From
cach point S a wire 3 leads from rails 4, 4, to either magnet M or M³, from thence
another wire 7 leads to the other magnet, and from thence the wire 1 leads to the
rail 2. The two magnets are traversed by the same current and excited simul-
taneously although each time only one performs any useful work; but the excitation
of the other produces no derangement.
I have thus far described the invention as applied to my system where the
electric generator is carried on the engine and insulated rails are employed. It is
well adapted however, to constructions where the generator is on the roadway as
shown by the right hand half of Figure 14. In this arrangement a battery P is
interealated in the wire 1, in lieu of the generator on the engine and the track
Tails are not insulated at the points S and O. At each of these points is a spring-
contacts which when touched by the wheels makes connection with the continuous
rail 2. From 88 wires 8, 5, lead to the magnets in a manner similar to the arrange-
ment seen in Figure 10. The circuits to the magnets aro normally broken between
8 and 2, at points S and O and are closed by the passage of the train. A better
plan is shown in Figuro 14 at the left of the crossing; here one rail is insulated at
O and Sas in the previous views, and the opposite terminals of the magnets aro
connected to rails on the opposite sides of the insulators. On the passage of an
engine its wheels and iron frame bridge the insulation and close the circuit.
. I might in some cases omit the electrical apparatus and operate the detents
mechanically through treadles located at the signaling points and connected by
chains, wires or cords to the detents. Instead of a flexible gate I may employ a
rigid one; or I may simply employ a visible signal in lieu of a gate. This signal
is not confined to crossings, but may be used as a block signal on any part of the
line. In this case the rolling part G may move across the track instead of parallel
with it, The improved rail joint for effecting the insulation between two successive.

page_text: rails, which form the second part of my invention, is illustrated on Sheet 2 of the
drawings, by Figures 15 to 24 inclusive, whereof
Figure 15 is a cross-section of the rail and guard rails or stringers of an elevated
railway structure provided with my insulating rail joint on line 15-15 in
Figure 16. Figure 16 is a horizontal section of same on line 16-16 in Figure 15.
Figure 17 is a horizontal section of the fish-plate and reinforce-bar, detached.
Figure 18 is a side and end elevation of one of tho insulating sheaths, removed.
Figure 19 is a transverse section of my rail-joint as applied to a surface road,
taken on line 19-19 in Figures 20 and 21. Figure 20 is a plan of Figure 19.
Figure 21 is a horizontal section on line 21-21 in Figure 19. Figure 22 is a
transverse section of a modification on line 22-22 in Figure 23. Figure 23 is a
plan of Figure 22 partly in horizontal section. Figure 24 is a horizontal section
of a modified form of the fish-plate and reinforce bar.
Referring to Figures 15 to 21, A A are the rails, B B the usual ties or sleepers,.
and C C, in Figs. 15 and 16, the longitudinal guard-rails used on clevated roads.
Two ties are shown under the rail-joint. D D are the usual fish plates of metal,
and between these and the rails are placed sheaths aa (Fig. 18) of vulcanized
fiber or other insulating material. Between the abutting ends of the rails is placed
a plate of insulating material b (Figure 16) which conforms in outline to the ond
of the rail. Thus the rails are perfectly insulated from each other and form the
fish-plates D D.
Against each fish-plate is placed a reinforce-bar E which may be of cast-iron.
These bars are strong and rigid, and their function is in part to keep the fish-plates
pressed firmly against the rails. The bars are insulated from the rails either by
extending the sheaths a a below the fish-plates and down along the rails (Figure 15)
or by leaving a space between the two (Figure 19)
Two pins c c pass through the elongated holes in the rails, and are fixed either in
the fish-plate D or bar E, as preferred; in Fig. 17 these pins are shown as fixed in
the fish-plate, and the reinforce bars are provided with holes or sockets into which
the pins may fit. Thus each pin c projects to one side into the hole in the web
of the rail, and on the other side into the hole or socket in the reinforce bar
whereby the three parts, namely, this one rail and the fish-plate and reinforco
on one side of the joint, are all connected together in such a manner that longi-
tudinal motion of one part relatively to the others is prevented, except that the rail
may move as far as the usual elongation or slotting of its bolt holes will permit.
Thus as shown in Figs. 10 and 21, one rail (lettered A' in these figures) is thus
connected to one fish-plate and one bar (lettered D' and E¹) by the two pins
(lettered c¹ c¹); and the other rail (A2) as in like manner connected by pins c³ c³
to fish-plate D2 and bar E2 on the opposite side. Each sheath a. is pierced with
two holes coinciding with the two pins cc in the adjoining fish-plate, while its
remaining portion is imperforate. The pins c c are not long enough to project
through the web of the rail, but stop at the opposite face of saine, or a little short
of it and hence terminate against or opposite the imperforate portion of the opposite.
sheath, whereby they are insulated from the opposite fish-plate. Each rail is
thus connected electrically with one fish-plate and reinforce only, and as the opposito
fish-plates and reinforces are insulated from each other, the current finds no path
by which to travel from one rail into the other.
It is obvious that some means must be applied to connect the two reinforce bars
or the fish plate together and so prevent their relative movement, and also that the
ineans employed for this purpose must not establish a metallic connection between
the two reinforce bars or fish plates. It is best for economy, that this means shall
also be employed to serve as a fastening for securing the rails to the ties. I have
shown two ways of doing both, one in Figures 15 and 16, and one in Figures 19,
20 and 21 and in both I have adopted the plan of connecting the reinforce bars
together through the medium of the sleeper whereby the desired insulation is
attained.
In Figures 15 and 16 F F are wedges two of which are arranged between each

page_text: bar E and the guard rail C adjacent. The inclined side of each wedge is turned
toward the bar and fits in a recess d, being confined by shoulders e c. Each wedge'
has a vertical hole through it, and a bolt or spike is passed down through said
hole and the sleeper and secures the wedge to the sleeper. As the bolt is tightened
it draws down the wedge and thus forces bar E up to the rail.
In Figures 19, 20, and 21 is shown an attachment best suited to surface roads
where there are no guard-rails C. The reinforce bars have flanges h h, which rest
on the sleepers and they are secured to the latter by diagonally arranged bolts ff.
On tightening these bolts the bars are not only drawn together but are secured
firmly to the ties.
In Figures 15, 16 and 17 is shown another feature of construction, namely the
use of short pins g g which correspond to the pins cc except that they do not enter
the rail. They may be rivetted in the fish-plate D, (Fig. 17) or be cast in bar E
and pass through holes in D. Their only function is to connect D and E more
firmly together. They are omitted in Figs. 19 and 21, the ends of pins c c being
relied upon therein to make this connection. These pins are not essential, as any
other device may be employed to perform like functions. Figure 24 shows the
fish-plate provided with two pins c c which project toward the rail but not toward
the bar E. The latter extends beyond the plate at both ends and embraces the
ends of said plate. This effects the same result as the pins gg. It makes no
difference in what manner the plate D and reinforce bar E are connected together-
so that their relative movement longitudinally is prevented.
Figures 22 and 23 show another modification. The fish-plates D D are of the
usual kind and the diagonal bolts ff pass through notches in their flanges whereby
their longitudinal movement is prevented. The reinforce bars are not continuous,
but are in sections like clips or braces. Various other modes of construction may
be employed to produce like results.
In the construction shown in Figures 15 to 21, the reinforce-bars might be made
to replace the fish-plates entirely. Essentially the fish-plate and reinforce may be
considered as one element in the construction
I will now proceed to describe my automatic electro-magnetic device for railway
signaling which I call an automatic shunt relay, and its application to signaling
circuits on railways, which constitutes the third feature of my invention. This
will also illustrate the mode of equipping the locomotive engines with a generator
partial circuit and alarm for use according to my system of signaling, and my
improved electro magnet for actuating the signal or alarm on this locomotive
whereby that signal is given with greater certainty than has been the caso prior to
my present invention. The third feature of my invention is shown on the sheet 3
of the drawings, in Figures 25 to 33 inclusive, whereof.
Figure 25 is a diagram illustrating the circuit connections for block-signals on a
single track railway. Figure 20 is a diagram showing two signaling points and
their electrical connections complete the said points being provided with my shunt
relays. Figure 27 is a side elevation of the relay on a large scale partly in section on
line 27 27 in Figure 29. Figure 28 is a section of same on line 28-28 in Fig. 27.
Figure 29 is a section on line 29-29 in Figure 27, looking upward. Figure 30 is
a side elevation of a locomotive engine showing the generator, alarm apparatus, and
partial circuit on the same. Figure 31 illustrates my improved electro magnet and
Figure 32 illustrates a modification of the same. Figure 33 shows a detail of the
shunt relay on a large scale.
Referring first to Figure 25, I will briefly describe the system of electrical
connections between signaling points for a single track railway. These points are
lettered A, B, C and D, in this view only four being shown. The points are
connected together in pairs, and there are two points intervening between the
points of each pair thus connected. Thus points A and D are connected together
and points B and C intervene. The connecting circuits are indicated by dotted
lines a a.
At each point is a signaling device for automatically imparting a signal
or alarm to the driver of a passing engine if it be set at "danger"; but if it be set

page_text: at "safety" it imparts no alarm. As each engine passes each signaling point it.
sends an electric current through the signaling device at this point and the one
with which it is electrically connected. The operation is as follows: An engine
passing in the direction of the arrow first reaches point A. If the signaling device
there be set at "danger" some suitable alarm will be sounded on the engine. I
will assume that no signal is received, the device here being set at "safety" and
that at D being also at "safety." In passing the engine sends a current which
sets the devices at A and D to danger an if afterward an engine coming in the
opposite direction passes D it will receive the danger signal and must stop. This
second engine has previously set the device at C to "danger" and when the first
locomotive reaches C it will receive the danger signal and it must also stop. If the.
distance between the points is one mile the approach of each engine will be
heralded always from one to three miles in advance and each will have at least
half a mile to stop in. Thus danger of collision is avoided. The points BC, DE, etc.,
may be advantageously brought closer to each other, than is indicated in Figure 1.
The manner in which the electric current is transmitted and the signal received
is best shown in Figure 30, where L is a locomotive engine G an electric generator,.
as a dynamo for example, mounted thereon, M is an alarm electro-magnet, and bb.
is an incomplete electric circuit commencing at the wheels of the locomotive,
traversing G, the magnet M extending thence to the tender, and terminating at the
wheels of the same
The tender wheels should be insulated in some manner from
the locomotive wheels. When running over an uninterrupted track this circuit is
completed through the rails forming a normally closed circuit; the current from
the generator traverses it and magnet M is excited and retains its armature m
adhering to its poles. But when a break in the rails is crossed, as denoted at c in
Figures 25 and 30, if the rails on opposite sides thereof are not bridged by an
electrical conductor the current b b is broken, and armature m, being no longer
attracted, is drawn by the retracting spring n. In descending it pulls on a rod o
and so tilts a whistle-lever p, which sounds whistlo W. This constitutes the
danger alarm. The whistle will continue to sound until the engineer pushes up
the armature against the poles of the magnet to which it will again attach itself if
the circuit has meanwhile been closed.
As the duration of the interruption in the circuit in passing over an insulation
on the track is very brief and in many cases the armature of magnet M might not
bo withdrawn by the spring beyond the influence of the magnet before it would be.
brought back by the reestablishment of the circuit, thereby either cutting short.
the alarm or failing entirely to sound it. To avoid the possibility of this result
I adopt the construction of magnet shown in Figure 30, but illustrated more
clearly in Figures 31 and 32. This consists in making the moving part of the
magnet (as its armature, or armature-lever, or both) a part of the circuit which.
travers the exciting coil of the magnet, and providing a contact-stop against which
this part rests while attracted to the magnet, and through which the current flows
so that upon the retraction of the armature the circuit is instantly broken at said
stop and the reattraction of the armature is prevented. In Figures 30 and 31 the
armature when attracted rests against the poles of the magnet and the current
passes from the coils into the cores of the magnet and thence into and through the
armature. In Figure 31 the current passes from the coils to a contact screw and
thence into a contact-spring on the armature lever which touches this screw when
the armature is attracted. With either construction the armature is drawn away
by the spring n the instant the current ceases to flow and the circuit is simul-
taneously broken between the armature and the contact-stop so that the current
cannot be again established until the arinature is brought back into contact with
this stop.
The operation of the block-signaling circuits and devices along the railway may
now be understood. In Figure 26 point A is shown at the left and D at the right,
the intervening points being omitted. At each of these points is installed my
improved shunt relay R, and between the two points extend three wires d e and f.

page_text: 7'
At each point the track (or line of rails) has two breaks or insulations c c with an
insulated rail between them, and rails g and i on either side. Two magnets Da
and Sa are opposed to each other with an armature lever 7 playing between them.
The free end of this lever .has considerable movement, and normally makes contact
with one or other of two connecting spring levers jj; but when the armature is in
contact with the cores of either magnet, it makes contact with neither of theso
commutator-levers as denoted by dotted lines at right and left in Figure 27. Two
opposed springs tend to draw the lever to an intermediate position. When
the lever is attracted to magnet Sa a contact-spring 9, which is on lever / but is
insulated therefrom is brought into contact with a stop or screw r.
This spring
and stop are connected by wires q¹ and ¹ (shown in dotted lines) with the rails
g and h, respectively, so that when q touches the insulation between rails y and h
is bridged and a locomotive crossing this insulation receives no alarm. This is the
safety position, and the magnet S which by its excitation, produces this bridging, is
called the "safety" magnet, while magnet Da, which draws the lever over and
breaks the contact between q and 2, is called the "danger" magnet. One terminal
of magnet Sa, is connected by wire 1, to its core s, and thenco to lever j, and the
other terminal connects by wire 2 to a binding post t. One terminal of magnet
Da is likewise connected by wire 3 to its core d and to lever and its other
terminal by wire 4 to t. From t two other wires lead, wire 5 to rail i, and wire d
(at point A) extending to the distant signaling point (D) and there connected to
rail . The other wire, c, extends from rail at point A to the connection t at the
distant point, D, The third wire f connects lever at one point to lever at the
other.
The operation is as follows assuming that both relays at starting are set to
"safety" as shown. A locomotive engine, moving in the direction of the arrow
on reaching point A first bridges rails gh, and receives no alarm. On bridging
rails and it sends a current through rail h, wire c, to point D, wire 4, magnet Da,
wire 3, spring ; lever wire f back to point A, lever there, spring j', wire 3
magnet Da, wire 4, and wire 5 to rail i. This causes magnets Da at both points
to draw the levers 7 over in contact with them thereby separating springs from
buttons and setting the relays to danger. Each lever in flying over, lifts the
lever and passes under it and when its armature touches the poles of the magnet
the current is short circuited through the cores of the magnets so that the armaturo
is held attracted thereto if by that time the current be still flowing over the
circuit from the engine. As soon as the current ceases to flow, the armature lever
is released and is drawn by one of the springs toward the middle until it rests
against the spring whereby the magnet Da is shunted out and the magnet Sa is
shunted into circuit. The parts remain in this position until the locomotive
reaches point D and bridges rail i and h whereupon the current passes through the
magnets Sa Sa and the levers are both drawn back to safety so that when the
locomotive bridges rails and g it does not receive its own danger signal. It will
be observed that a locomotive can receive the danger alarm only when entering
a "block" (or signaling division, as from points A to D) but cannot receive it when
leaving a block.
The distinguishing feature of my relay R is that at each electric impulse only
one of the two magnets Da Sa is in circuit, and at the termination of the impulse
that magnet is automatically switched out of circuit and the other magnet is
switched in The advantage of this relay is that it necessitates the use of only
three line wires between signaling points, whereas with the usual devices six wires
would be necessary. The particular arrangement of commutators levers j¹ in
connection with the lever l, is not material, as many constructions of commutators
may be used. I will now describe in detail the particular construction shown in
Figures 27, 28 and 29 of the drawings.
The levers are delicately pivoted or fulcrumed, and are pressed lightly down
by the spring u, which connects them above. They are thus permitted to play
vertically. Each lever is jointed at vso that its end may play laterally and the

page_text: eud is provided with a retracting spring w.
Thus it will be seen that the ends of
these levers have both a vertical and lateral play and the play is resisted by
springs and w, therefore I have called them spring levers. They might them-
selves be springs instead. The eud of cach lever is bent or curved, both laterally
and vertically, as shown, and their opposed ends are in the same vertical plane, as
best shown in Figures 27 and 29.
The armaturo lever plays in the same plane with the free ends of levers ; j',
but to one side of their body portions, and on its free extremity it is provided
with an insulating tip x best seen in Figure 33 which shows the end of lever l
detached-When the relay R is standing normally at "safety" or "danger" the
metal of the lever is drawn into contact with the metal of one of the commutator
levers at the point where the lateral bend in the lever begins as shown in full lines
in Figures 27 and 29 The pull of spring is not sufficient to displace the
commutator lever laterally, but when the magnet is excited, the attractive force is
sufficient to brush the commutator lever out of the way as the levor swings over.
When the lever passes the first commutator lever (j, for example,) it encounters
the other lover j', but it moves directly under the downwardly curved end of this
lever and lifts it up as clearly shown by dotted lines in Figure 27. No electrical
contact is made with j, in this movement, since the insulating tip x alone comes in
contact with the lever j. The movement of lever is sufficient to free it entirely
from the commutator lever and to keep it free until the circuit is broken by the
forward movement of the locomotive engine, when spring & draws the lever / back
against the lateral curved projections on lever j.
In my improved shunt relay I employ the magnet illustrated in Figures 31
and 32 to short circuit the current and prevent the vibration of the armature-
lever.
What I claim and desire to secure by Letters Patent is :-
First. The improved automatically operating railway gate or signal hereinbefore
set forth constructed and arranged to operate substantially as described with
reference to the illustrations on sheet 1 of the drawings.
Second. The improved railway gate or signal hereinbefore set forth wherein a
tilting lever is employed on which rolls a carriage, the tendency of which to run
down the incline of the lever is restrained by detents, constructed and adapted to
operate substantially as described.
Third. The improved railway gato or signal herein before set forth, wherein a
tilting lever is employed to impart to a rolling carriage a tendency to travel in
either direction, with connection between said lever and a treadle on the railway
track whereupon a passing train is caused to tilt said lever and prepare the gate
or signal to return to its original position constructed to operate substantially as
shown and described
Fourth. The method of actuating from a distance an automatic railway gate or
signal of the character herein before described which consists in the employment
of electro magnetic detents and an electric circuit or circuits arranged in connection
with distant signaling points substantially as described with reference to Figures 10
to 14 of the drawings.
Fifth. The improved insulated rail-joint herein before set forth wherein the end
of each rail is connected mechanically to one fish-plate and insulated electrically
from the other fish-plato and from the other rail, constructed substantially as
described with reference to sheet 2 of the drawings.
Sixth. The improved fish-plate for an insulated rail joint substantially as shown
in Figure 17 being provided with a pin or pins fastened in it and projecting from
it on the side which is designed to fit against the web of the rail, and generally
adapted for use in the insulated joint hereinbefore described with reference, to
Sheet 2 of the drawings.
Seventh. In the insulated rail joint herein before set forth, the construction and
mode of securing the rails and fish-plates to the tios or slcopers whereby the joint

page_text: may may be adapted to railways which have or to those which have not guard
rails or stringers substantially as described and shown
Eighth. The improved arrangement of electric circuits and signaling devices as
applied to block-signaling on a single-track railway, substantially as hereinbefore
described with special reference to Figures 25 and 26 of the drawing.
Ninth. The improved double acting relay herein before described employing two
opposite electro-magnets an armature-lever adapted to be vibrated in opposite
directions by the excitation of the said magnets, and a commutator which acts to
shunt the current to one or other of said magnets, and which is constructed so to
operate that so long as the current remains flowing one magnet remains in circuit
and tlre other is cut out, and upon the cessation of the current the circuit is shunted
to the other magnet, all substantially as and for the purposes described with
reference generally to Figures 26 to 29 inclusive, of the drawings.
Tenth. The particular construction of the shunt relay shown in Figures 27, 28
and 29 of the drawings and especially of the spring commutator levers in
connection with the armature lever substantially as described and for the purposes
set forth.
Eleventh. For electric signaling purposes the improved electro-magnet herein-
before described with special reference to Figures 31 and 32 of the drawings
wherein the moving part of the magnet (as its arinature or arinature lever) forms
part of the circuit so that the circuit is broken upon the retraction of the armature,
substantially as set forth.
Twelfth. A locomotive engine equipped for railway signaling in manner
substantially as shown in Figure 30 by being provided with a partial circuit
terminating at wheels arranged one in advance of the other, and insulated from
each other with a generator and alarm magnet in said circuit and the alarm magnet
constructed substantially as herein before described so as to break the circuit upon
the retraction of its arinature.
In Witness Whereof I the said Theodore Al Burtis Putnam have hereunto set
my haud and seal this 20th day of February in the year of our Lord 1884.
THEODORE AL’BURTIS PUTNAM
(L.S.)