Improvements in Railway Signal and Switch Apparatus.
Year: 1896

page_text: Date of Application, 1st Dec.., 1896-Accepted, 19th June, 1897
COMPLETE SPECIFICATION.
Improvements in Railway Signal and Switch Apparatus.
A communication by BENJAMIN BOOMER MORGAN, of Ypsilanti, in the County of
Washtenaw and State of Michigan, United States of America, Mechanic and
Artist.
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, 118 New Street, Birmingham in
the County of Warwick, and 322 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 :-
In the drawings,
Figure 1 is a perspective view of a block signal constructed according to this
system, showing its relation to a railway as an appliance therefor.
Figure 2 is an elevation, showing the details of a signal post, time and block
signals elevated thereon.
Figure 3 is a sectional view of the releasing mechanism of a block signal.
Figure 4 is a side view of the same.
Figure 5 is a sectional view of the transmitting and air releasing apparatus for
operating the signal.
Figure 6 is a sectional view of the tripping apparatus.
Figure 7 is a sectional view of a hand tripping apparatus.
Figure 8 is a detailed view of a portion of Figure 6.
Figure 9 is a detail figure showing the diaphragm and valve with its small
perforation, as shown in Figure 5.
Figure 10 is a detail sectional view of the valve in the flexible pipe illustrated in
Figure 6.
Figure 11 is a perspective view of an apparatus on the same principle, adapted to
operate an electric signal, one rail of a railway being omitted for the purpose of
showing it more clearly.
Figure 12 is a diagrammatic view of the bell cranks and stop blocks.
Figure 13 is a track lever connection of the same, showing a pneumatic dash pot
in combination with an electrical connection, also illustrating one method of
preventing the ends of the spring rail F¹ from being withdrawn from the supporting
blocks.
Figure 14 is an enlarged view of the dash pot and an electrical connection, with
the wires omitted, showing the mechanical manner of making the connection.
Figure 15 shows in section the air pan or bellows, adapted to be actuated by the
passage of a train, and in turn to actuate a signal either close beside it or at a
distance from it.
Figure 16 is a detail (on a larger scale than Figure 15) of a part of the mechanism
shown in Figure 17.
Figure 17 shows in sectional elevation the signal and the mechanism immediately
connected with it.
Figure 18 is a detail of the upper end of the arm 9 of Figure 17.
Figure 19 is a detail (in section and on a large scale) of the adjustable apparatus
shown in Figure 15.

page_text: Figure 20 is an elevation of a semaphore and the mechanism or bellows, intended
to operate the same.
Figure 21 is a perspective of the outside casing of the bellows apparatus used as
the motive power to control the semaphore signal shown in Figure 20, together with
an interlocking switch device operated in connection therewith.
Figure 22 is a sectional elevation of the apparatus shown in Figure 21.
Figures 23, 24 and 25 represent the details of a time signal which may be used
in connection with the invention.
In the drawings, A represents a signal post which is preferably constructed
hollow as shown, and is secured to a solid foundation at a convenient distance from
the track with which the signal is connected. Qis a sectional drawing of the
operating rail, which may be a portion of the track, or an auxiliary rail located
contiguous to the main rail. Q is a lever attached to the operating rail Q' at
one end and extending substantially at right angles thereto, and pivoted at 7 to
the fulcrum. The other end at g' carries a strong spiral spring q², erected thereon
and firmly attached thereto. The upper end of the spiral spring has firmly attached
thereto a rod or plunger g³, which preferably passes up through the hollow signal post A,
and is guided therein. The lower end of this rod q³ passes through a diaphragm
at the lower end of the signal post at g, which is so adjusted that a collar 2°
attached to the plunger, will impinge against the diaphragm q. The diaphragm q*
thereby prevents the plunger q from being thrown to. a height greater than the
distance between the collar q³ and the diaphragm q. The spring is made
sufficiently stiff so that the movement of the lever will raise the plunger without
sensibly compressing the spring, until the collar comes in contact with the diaphragm
as before mentioned. By this means the unequal action of the rail Q under
varying weights, or due to slight changes in track level, is compensated for and
prevented from producing other than uniform action in the signalling device
hereinafter described. An adjustment consisting of a turnbuckle 7 is provided,
whereby the length of the plunger may be changed. The upper end of the
plunger is enlarged at q, the extreme end being a segment of a sphere with
the convex side uppermost; as shown in the drawings, the top of the post A
containing the same is also enlarged and flanged. Upon this flanged top, rests a
hollow frustum of a cone A8, the lower end of which is flanged and fitted to join
the flange formed on the post A. These flanges are bolted together, but between
them is placed a diaphragm A' of rubber or other suitable elastic material. The
upper end of the conical piece carries a pipe A hermetically sealed therein.
Surrounding this pipe is an air tight casing G2, the cross section being a rectangle,
the wider and opposite sides of which are cut through, forming oblong perpendicular
holes in each side of the casing, one of which is shown in Figure 23, marked glo.
Located in the casing and hermetically sealed therein is a strong glass case Q³,
which is so arranged within the casing as to be opposite to and close the holes
therein. This glass case is hollow and transparent, and unless it is filled with an
opaque substance it virtually closes the orifice go, and forms a window within the
case G2, through which light may be transmitted. The hollow in the glass Q³ is
preferably oblong in cross section, the shorter diameter being very much less than
the longer.
Perpendicularly, the hollow preferably widens out in its shorter
diameter, making the hollow wedge shaped with the apex downward, and
terminating in an opening into the hollow casing G, as more particularly shown in
Figure 24. Communication is had between the interior of the glass case and the
upper portion of the interior of the casing by means of the hole g in the bottom
of the glass case. In the casing S8 is located a diaphragm q" in which there is a very
small perforation 12. Above and below the diaphragm are strainers of fine wire
gauze q, q. The bottom of the case below the diaphragm communicates with
the pipe A by means of the small pipe S. The pipe A extends nearly to the
top of the case and along the edge of and just above the glass case, and is
closed by a flap check valve S which opens opposite a semicircular groove cut in
the lower side of the projection S, which groove leads over into the space in the

page_text: interior of the glass case Q³. Near the upper end of the pipe A10 there is located.
an aperture or apertures So, the office of which is to take off the surplus liquid
hereinafter described, and to reduce to a certain level fixed by the location of
the aperture, and from which the descent of the liquid as hereinafter described, is
measured.
The upper end of the glass case and the space between the walls thereof opens
into an elastic air bag S', the lower edges of this air bag are firmly fixed into the
top of the case so as. to be air tight at that point. Normally, the bag is closed
or collapsed as shown in Figure 23. Opposite the openings g10 g10, there may be
indicated upon the outside of the casing G2 divisions with figures, as shown in
Figure 23. The purpose of the various parts and openings will be understood in
the description of the operation of the improvement of the device. In practice,
the space in the conical piece A above the diaphragm, forming a reservoir, and the
pipes and glass case up to the bottom of the glass casing, are filled with a coloured
non-freezable liquid, preferably wood alcohol coloured red.
The operation of so much of the device is as follows:-
Upon the passage of a locomotive or train over the rail Q', the rail is slightly
depressed, carrying with it at that end the lever, and raising the corresponding end,
and also, through the connections and spiral spring, the plunger, until the collar
comes in contact with the diaphragm q, when any further motion of the lever
compresses the spiral spring. The raising of the plunger brings the head q³ against
the diaphragm A, which, being elastic, is crowded upward and thereby partly
fills the space in the conical reservoir above it. As these spaces are all filled with
the fluid, the fluid is compelled to rise, and as the bore of the pipe is much larger
than the small aperture through the diaphragm in the brass casing S³, an equivalent
mass of the liquid is forced up the pipe A10 past the check valve S' over and
through the groove in the projection S10 where it falls into and fills the space in
the glass casing. As this liquid is coloured, the passage of the train thereby, by
means of the mechanism, injects the fluid into the glass case, which, occupying the
relation it does to the opening in the case, is at once observable to any observer.
The air that is in the glass case and in the pipe, being thus displaced, rises into
and fills the air bag. The aperture in the diaphragm in the casing below the glass
case is so proportioned that the fluid filling the glass case must descend from it
very slowly, and the time which it occupies in descending is indicated by the
properly spaced index imarks heretofore described upon the case G2. Inasmuch as
the fluid exerts considerably more hydrostatic pressure and tends to flow from the
aperture much faster when the glass case is full than it does when it is nearly
empty, the space therein has been preferably so proportioned, by making it of an
inverted wedge shape, as shown in Figure 24, that the larger quantity that will
descend in equal times, is shown on the index marks by equally proportioned spaces.
As the fluid descends, the air bag collapses as the air therein descends to fill the
space in the case vacated by the retreating fluid.
The two fine gauze diaphragms in the brass casing permit the flow of the fluid
freely, yet they prevent any particles of dirt to be carried either way into the
aperture in the diaphragm in the brass casing which would tend to choke the
aperture and prevent the descent of the coloured fluid.
To the side of the signal post A, and preferably constructed integral therewith,
is a block signal bracket chamber A', which is operated by mechanism enclosed in
the case A. Both the time signal and the block signal are actuated simultaneously
by a single spring rail connection F, or any other suitable track connection.
B represents the main line of rails of a railway. B¹ represents a switch and
siding leading therefrom. It is usual in block signals, as is well known, to divide
the main line into sections, each of which is blocked successively by the signal,
until an advancing train passes the block at the beginning of the next section, and
so on continuously. The main object of this device is to make the operation of
setting and releasing signals automatic as the train advances from block to block.
In Figure 1, therefore, C would represent the trip or release point, which is

page_text: supposed to be at the farther end of the block of which the signal post A is the
commencement. This latter trip is also actuated by preferably a spring rail
connection F¹, exactly like that which sets the signal. A train under motion, first
striking the spring rail F, not only sets the time signal in the signal post A, but
also sets the block signal in A. As it advances, the time signal commences to run
down, showing the length of time since the train passed the post A. The block A¹
remains fixed in position, showing a danger signal to any train proceeding in the
same direction and following the one in question until the advancing train has
reached the connection at Fi, when it releases the block signal by means of the
mechanism hereinafter described, and it is at once withdrawn, showing that the
block from the post A to the point F1 is clear.
In Figure 2, A is the case containing the mechanism of the time signal, and
containing in As the operating mechanism. A portion of the case is broken away
to show the discharge pipes, and also to show the reservoir a in the case A¹ for the
block signal. The reservoir in the case A is adjacent to the reservoir A of the
time signal, the capacity of the propelling chamber at A' and the amount of liquid
being sufficient to supply both the time signal A° and the reservoir a for the block
signal.
A passageway at a leading from the overflow pipe from the top of time
chamber A leading to the open top of the block sigual chamber a, enables both to
be filled simultaneously by means of the propelling mechanism in the chamber A
connected with track connections. The case A which surrounds the reservoir
chamber a, is cut out upon either side thereof, and as the chamber a is made of
transparent glass, the coloured liquid thrown therein, as hereinbefore described, is
exhibited to observation precisely the same as that shown in chamber A for the
time signal. Situated in the case A' is a perpendicular central diaphragm a. This
diaphragm is preferably made of opaque white coloured glass, to form a background
for the coloured liquid which is permitted to flow on either side thereof. In the
lower portion of the diaphragm is a semicircular perforation a", the object of
which is to permit rays of light to pass entirely through from side to side of the
case A¹ and the reservoir, for purposes of illumination.
In Figure 3, which is a sectional view of the reservoir and a face view of the
diaphragm a", with the perforation a" described, and also a sectional view of the
mechanism for discharging the liquid and means for controlling the same, the con-
struction is shown to better advantage than in Figure 2. In the bottom of the
reservoir is a perforation a¹8; communicating with this perforation is a depending
plate a having passage ways shaped therein, alo, a", the perforation ao in this
plate coinciding with the perforation a18 in the bottom of the reservoir. The
perforation a is brought to the surface of the rubber covering at a¹. The
perforation a is also brought to the surface of the plate a short distance below
that of a, so that there is a short intervening portion of the plate or bridge a
between the two.
Figure 4 is a side view of the face of the plate, a10, with the hereinafter described
valve omitted, the irregular outlines representing a perforation in the rubber
covering a, and the dark spots, alo, all, representing the openings of the perforations
in the face of the plate. A thin plate of soft, pure rubber, al is firmly fastened
to the perforated face of the plate a¹, by means of a perforated metal plate a,
with appropriate bolts or screws passing through the corners thereof. It is obvious
that so long as the rubber plate a is in close contact with the face of the plate a,
all communication between the two apertures a and that leading into the perfora-
tion a" is closed by the contact of the rubber plate upon the face a of the plate
between the two perforations. It is also obvious that, if the rubber plate be
permitted to spring away from the face of the perforated plate a", communication
will be opened between the perforations a10 and a", over the bridge a and between
the rubber plate and the perforated plate. To provide means for this springing
away, and also for closing the face of the rubber plate a" against the face of the
perforated plate a¹ the apparatus further shown in Figure 3 has been devised, in

page_text: which a" is a hanging and swinging arm pivoted at a¹³ from a lug formed on the
perforated holding plate a. The side of the arın toward the perforated plate a
is formed with a flat surface in a plane corresponding to that of the rubber plate a²,
when the arm is swung in the position shown in Figure 3. It is adapted to be
swung backward therefrom, taking the position shown in the dotted lines, thereby
removing any pressure which it may have theretofore exerted against the rubber
plate a; obviously, if the chamber a be filled with the coloured liquid, the
liquid will permeate through the aperture as the perforation in the plate a¹³,
and. impinge against the rubber plate at a". On the removal of the face
of the swinging arm a", from behind the rubber plate, that pressure will
overcome, if the parts are properly adjusted, the resistance of the rubber
plate a, and cause it to bulge outwardly, thereby opening communication
over the bridge a with the lower aperture a", which communicate with an
eduction pipe a', and which, in turn, communicates with the overflow pipe, as shown
in Figure 2, at a. By this means, the coloured indicating liquid which has
occupied the block signal chamber a, is returned to the chamber A³ in readiness to
be again thrown over by the operation of the mechanism contained in the latter
chamber, and thus refill the block signal chamber.
The mechanism for controlling the operation of the swinging arm a consists of
a toggle joint composed of two bars a' and a, one end of the arm as being pivoted
to the swinging block a", and the other end being pivoted to its fellow arm a.
The opposite end of the arm a is pivoted to an adjustably swinging block a
at a. The object of this is that the pivotal point a may be slightly moved
toward or from the perforated plate al so as to make the pressure against the
rubber plate a adjustable.
At the junction of the arms at and a is pivoted a connecting rod a'. This
descends through but is disconnected from a pipe A³, which pipe forins a case
for it, the upper end of which pipe is attached to the case A' for the block
signal, and the lower end attached to the case A', which contains the tripping
mechanism. The connecting rod a enters the lower case A³, and is therein
connected to the tripping mechanism hereinafter described, and which is more
particularly shown in Figure 5.
My correspondent does not desire to confine himself to the form of release
mechanism herein before described and more particularly illustrated in said
Figure 3, although he prefers that shown, and believes the same to be original
with him; but in the general combination he desires to be understood as
intending to cover any and all forms of mechanism whereby the indicating
liquid in the block signal chamber A¹ may be permitted to escape therefrom at
the proper time, and such escape will be effected by means of the mechanism
hereinafter described. Said mechanism is adapted to operate longitudinally the
reach rod a', and, as it is obvious that the upper end of said rod a', having the
motion shown in Figure 3, might be made to operate any one of a number of common
valves or devices which would permit the release of the liquid from the reservoir
of the block signal, any one of which devices would be an equivalent for the one
shown, the inventor does not wish to confine himself to that forin, although he deems
that the best for the purpose under the circumstances specified.
As the releasing apparatus must not be operated until after the moving train
which set the signal has arrived at the extremity of the block which the signal
guards, a portion of the mechanism by which the releasing apparatus is operated
must be so located that it cannot be set in operation to release the sigual until the
train has reached the distant point, and therefore some means must be provided at
the distant point by which the releasing mechanism at the signal post is operated
to shift the signal. Also, some means of communication between the distant
mechanism and the immediate releasing mechanism must be had. Both of these
objects are attained by the mechanism shown in Figure 1 and Figure 6, in
conjunction with mechanism located at the signal post in Figure 5.
In Figure 6, F' represents a spring rail adapted to operate a lever M. It will

page_text: be understood, however, that any trap connection adapted to operate the lever M
would be within the scope of the invention herein described and claimed, and my
correspondent does not desire to limit himself to the special form of track
connection mentioned, although he prefers it. The location of this rail and its
relation to the signal post is shown in perspective in Figure 1.
Adjacent to the track connection F, and enclosing the outer end of the lever M
is a strong cast iron case L. The upper portion of this case is preferably round,
and is closed by a cover L³, which cover has a central perforation at L. The
under portion of the cover is concave, and firmly clamped between the cover and a
flange surrounding the upper edge of the case L is an elastic diaphragm m².
Attached to the centre of this circular elastic diaphragm m² is a convex plunger
head m', from which depends a stem m³. The lower end of this stem passes loosely
through a hole in the lever M; and is held therein by means of nuts at the extreme
threaded end at me. The shank of the projection m³ is threaded, and upon it is
run the adjusting nuts m. Between this and the lever M is interposed a release
spiral.spring m. It is obvious that, upon the head m¹ meeting a resistance (as, for
instance, the upper concave portion of the cover L³), any further motion of the
lever M would be taken up by the spiral spring m, the spring, however, being
stiff enough, and in this respect being adjustable by means of the nut m', to compel
the movement of the lead' m' against the resistance above the attached elastic
diaphragin m².
Upon the opposite and upper side of the diaphragm m³, concentrically located,
is a round plate m8; this plate is fastened by appropriate fastenings to the plunger
head m, firmly holding the elastic diaphragm m² between the plunger head and
the plate. At m³, the plate, diaphragm and plunger head are perforated to the
exterior of the plunger head. Coinciding with this perforation is a tube m;
this communicates with a valve chest m', containing an ordinary flap valve
adapted to open inwardly. The lower side of the valve chest is perforated,
and a flexible tube n³ continued therefrom. This tube communicating with the
interior of a chest N. The tube n³ by its flexibility permits the movement of the
plunger head m¹ throughout the range of its motion, without disturbing its
connection with the chest N. As shown in section at n, one side of the chest is
perforated, forming a tube which permits the air to enter and pass to the bottom
of the chest N before it is permitted to enter into the chest. The chest N is
partially or wholly filled with lumps of caustic lime, or any other anhydrous
deliquescent material.
It is obvious that the reciprocations of the plunger head m' acting upon the
elastic diaphragm m² in conjunction with a flap valve located above at No, and
-closing off the central opening located in the apex of the cover L³, would operate
to draw air through the valve m and connecting tubes from the chest N, and the
object of the anhydrous material located therein is for the purpose of absorbing
any moisture that might be present in the air drawn through the chest in the
manner specified.
My correspondent has deemed it best to show a means of extracting residual
moisture from the air used to operate the device, as the moisture contained in the
air might freeze and affect the operation of the device at critical points. It will
be understood, however, that he does not confine himself to any specified means,
nor to any means, for extracting such moisture, for the reason that it is not
essential to the operation of the device, except under extraordinary and exceptional
circumstances. He deems it preferable however that the moisture should be
preliminarily extracted before using air for the purpose hereinafter stated.
As hereinbefore stated, the central opening in the apex of the cover L³ is closed
off by a flap valve N opening upwardly. This valve is preferably weighted so
as to insure its closing under proper circumstances. It is obvious that, upon
forcing the elastic diaphragm m2 upwardly, the air, confined between the flap valve
in the valve chamber m and in the space above the diaphragm, would be
compressed, and, as its only mode of egress is through the flap valve No, it raises

page_text: this valve and escapes into a chamber located above it, marked N', and in a.
casting of peculiar shape, L', which forms preferably an annular continuation
surrounding the central open portion of the concave head L. Connected with
this chamber is an air pipe E, through which the air can How freely until it.
reaches the apparatus shown in Figure 5. This pipe E is illustrated up in Figure 1,.
as extending from the trip mechanism at C to the releasing mechanism in the
casing A2 at the block signal, the mechanism in said casing A' being illustrated
in Figure 5. As the diaphragm m² would be forced upwardly very quickly
on the
passage of a train, thereby opening the valve N quickly and forcing the air into.
the chamber contained in the annular casting L', and from thence into the pipe.E,.
and as the valve N would also close quickly on the release of the upward pressure,.
and the consequent descent of the plunger head m' and the diaphragm m2, means
are provided for continuing the pressure upon the air contained in the chamber L¹,,
which means consists in placing above the chamber L' another elastic diaphragm N2,
which diaphragm is controlled by a plunger head N. Located centrally in this
plunger head and between it and the cap L of the casing, is a spiral spring N..
This spring gives a definite pressure upon the diaphragm N2, tending to force it.
into the position as shown in the drawings. The pumping of the air, however,.
past the flap valve No, forces the diaphragm N2 upwardly against the pressure of
the spring N, compelling it and the head N3 to take the position shown in dotte 1
lines. The closing of the valve No fills the chamber between it and the diaphragm N**
with air compressed by the pressure of the spring N, and this gives a constant.
pressure for a short time through the pipe E.
It will be noted that the essential feature of this apparatus is an air pump.
worked by a track connection forcing the air into an elastic chamber past a flap.
valve closing off its return, whereby the air in the elastic chamber, by virtue of
the elasticity of the chamber, is compelled to do work at the extremity of the
tube E, no matter to what distance that tube may be carried. But, owing to the
peculiar difficulties in handling compressed air under such circumstances,
the apparatus is preferred, as a means of handling thereof, over any others that
might be employed in common use.
The air compressing apparatus berein before described is not deemed to be
essential in the operation of this device; it, however, is a convenience, and it.
avoids the necessity of rapid oscillations by the diaphragm m², and also prevents.
excessive pressure in the chamber contained in the casting L'. In order to provide.
a release of the air in the chamber above diaphragm m², the perforation is made.
in the head L at N, which is closed by an air tight pad upon a lever N'..
A handle N5, which is capable of being depressed, permits of the opening of the
valve, at No, by hand. It is obvious that in such case the air would be permitted:
to escape, instead of being compressed into the chamber above the valve N, and
therefore that a train would be permitted to pass over the track connection F
without operating the trip to release the block signal at the beginning of a block.
This would be frequently desirable, in case two or more trains should happen to
be located within the block, as the release of the block signal would not be desired.
until the rearmost train had passed out from the block.
Provision for operating this device by hand is also made by means of the
lever P. As shown in the drawings, this is bell cranked upon a pivot, and an
arm P is pivotally connected to a yoke P2, which encircles and engages the
lever M. By throwing the lever P down, the lever M would be raised by means
of the yoke connection, carrying with it the plunger head m', the attached
diaphragm m², and thereby forcing the air into the chamber above in the same.
manner as though it had been done by means of the track connection F.
Figure 8 shows a plan of the yoke and a sectional one of the arm P' and lever M..
When the lever P is thrown into the position shown in the drawings, the yoke
permits the free oscillation of the lever M.
In Figure 7 is shown a trip mechanism communicating with the pipe E, and
located as shown in Figure 1, at a switch D. The construction of this mechanism.

page_text: is in all respects essentially the same as that of Figure 6, and therefore the similar
details are entirely omitted. The pipe E', however, simply communicates as a
branch pipe with the pipe E, so that an impulse of air sent through the pipe E
trips the block signal in the same manner as an impulse sent by means of the train
to the pipe E by means of the mechanism shown in Figure 6. The mechanism
shown in Figure 7 is modified to the extent that the lever R, insteal of being
connected to a yoke like P', carries beyond its pivotal point and on its shorter
end R', a plunger rod R. The plunger head in this device r, is in all respects the
same as that shown at m³ in Figure 6. except that its under side at is hollowed
to receive the upper end of the plunger rod K, the plunger rod moving freely in
the hollow. When the upper end of the plunger rod comes in contact with the
bottom of the hollow r, it compels the plunger head to rise, carrying with it
the diaphragm m³ in exactly the same manner as if it had been forced up by the
lever M. As, however, the diaphragm m² carried by the plunger head descends
somewhat slowly, comparatively, the lever R, by means of the sliding connection
at, can be instantly returned to its original position and locked. As hereinbefore
stated, all of the other parts of the apparatus are duplicates of that shown in
Figure 6, and therefore they are not shown in this figure.
The impulse of air thus generated and forced through the pipe E is transmitted
to the mechanism shown in Figure 5, and passes into a chamber formed by a
casing G at e'. The upper portion of this casing G. is closed off by an elastic
diaphragm g. The connecting rod a', carrying upon its lower end a head al is
shown in its normal position when the signal releasing mechanism is closed, as
shown in Figure 3. The impulse of air arriving in the chamber formed in casing G
underneath the elastic diaphragm g, forces it upward, carrying with it the head a
and the connecting rod A. This raises the toggle joint at a', thereby withdrawing
the swinging block A" and permitting the liquid in the signal chamber to descend
through the pipes a¹o, a". In order to prevent an excessive pressure in the chamber
in the casing G, and thereby a rapture of the diaphragm g, there is provided a
safety valve through which the air may escape out of the passage way g' when
the plunger a arrives at the point shown in the dotted line. The safety valve g
carries upon its under side a long valve stem 98. Upon this stem is an adjustable
yokey made adjustable thereon by means of the nuts g°. This yoke passes through
a guide, is curved over the centre, and loosely embraces the rod a just over the
head ate. Between the lower face of the casing G and the jam nuts g, is interposed
a spiral spring. The motion of the head a upwardly engages the yoke 9, and
raises it, also compelling a raising of the valve stem 98 against the tension of the
spring 9, and also simultaneously raising a safety valve y' and permitting the
escape of the air contained in the chamber in the casing G.
As the compressed air in the chamber in the casing G, forced therein through
the pipe E and aperture e¹, would remain therein and hold the aperture at a open,
or at least permit the liquid that might be thrown into the block signal chamber A¹
to instantly flow through the escape passage ways at a", there must be some means
provided whereby the air from the chamber in the casing G can be permitted to
escape at the time of or before the filling of the block signal chamber A'. This is
attained by means of the releasing mechanism, further shown in Figure 5.
As herein before stated, the time signal is set by means of a track connection F
connected with a lever F2. Intermediately placed between the time signal and the
track, and enclosed in the casing A2, is a subsidiary casing G. The lower portion
of this casing contains a diaphragm 92. This diaphragm is operated by a plunger
head J, which is connected with a track through the means of the spring K and
collar k, so that the lever F2 operates the time signal, fills the block signal, and
also simultaneously operates the air releasing apparatus through the plunger J.
Above the plunger J is an air chamber, the upper portion of which contains a
diaphragm and an upwardly opening air tight valve H' controlled by a spiral
spring upon its under side H. The operation of the air above the diaphragm 92
forces this valve upwardly, and permits it to fill the chamber above it. A second

page_text: elastic diaphragm gl is located above the valve H', closing off the upper portion of
the chamber in the casing G¹. This diaphragm carries a head h³, the stem h² of the
head operating a lever h. Upon the opposite end of this lever, it heing pivoted
at h', is a valve H. The movement upward of the head h, the stem operating
the lever h, opens the valve H. The closing of the valve H¹ would, except for
the means hereinafter specified, prevent the diaphragm g, operating through
intermediate connections or valves H, from descending, and thereby would keep
the valve H entirely open. In order to permit its descent, a small perforation is
made at through the rigid diaphragm, in which is seated the valve H. This
opening is so proportioned that it permits the escape of air somewhat slowly, and
thus retains the valve H in the open position for from half a minute to a minute,
which insures the certainty of the descent of the head a" and the locking of the
valve at a".
The operation is obvious from the foregoing description. It is also obvious that
an engineer of a following train, in approaching the combined time and block
signal, would be informed of the length of time the train preceding his had passed
the time signal within its limits, and also whether it has passed beyond the block or
not. If, for instance, the time signal showed that it had passed at least fifteen:
minutes before, and that the block was still shown, it would appear that it was
probable that some accident had happened, or that the preceding train was detained
on the block for an unusual time.
In order that the block signal may be operated successfully on a single track,
line, the following described mechanism is provided.
F1 is a track
In Figures 11 and 13, B is a railway rail of the usual construction.
connection or spring rail like that already described, and adapted to be depressed
by the passage of a wheel, operating thereby the connecting mechanism. F is a
block operated by the depression of the spring rail. F is a lever to which the
block F³ is connected, which is pivoted at f. Its outer end operates the pneumatic
retarding device, shown in Figure 13. The inner end at f' has pivotally attached
to it a bell crank F, which is journaled at f2 to a fitting upon the side of the
tie F; and from thence runs across the track and underneath the opposite rail to
its outside, where it has a crank fat substantially right angles to the crank f'..
To this crank is connected a connecting rod f, running longitudinally of the rail
and underneath one end of a spring rail F. The end of the spring rail is cut away
for the purpose of showing the mechanism. This spring rail F is attached aud
operates precisely the same as F1 on the opposite side, but is contiguous to the
opposite rail, not shown. It also operates a similar lever to F2, by means of a
similar block. Underneath the spring rail F, and connected to the connecting
rod, is a sliding block F. With the spring rail F at its normal attitude, this
block F is adapted to fill the space between the block F and the spring rail, when
the parts are in their normal position. It thus enables the depression of the spring
rail F to operate upon the block F³, and thereby depress the lever in the same
exactly as though the block F was as much higher as the thickness of the sliding
block F. Obviously, the withdrawal of the sliding block F, in the line of the
arrow, by the rotation of the bell crank would enable the spring rail F to descend
throughout the thickness of the block F, without operating through the block F
the lever F. The sliding block F is controlled by a bearing f attached to the.
under side of the spring rail F. An apparatus of exactly similar construction
is connected with the second lever F2, and operates in combination with the
spring rail F, block F and lever F2, as shown in Figure 11 at F6; and dotted lines:
at F
As shown in Figure 11, the respective spring rails F and F are not directly
opposite each other, but are so placed that their centres would be on a diagonal:
line across the track. There results from this the following described mode of
operation: Assuming that a train is approaching from the direction shown by the
arrow at Y, it is obvious that the first wheel would depress the spring rail F; and,.
if the block F is in position between it and the block F, it would also depress the
B

page_text: lever F2, turning upon the pivot f. The end between the tracks, therefore, at f¹,
would rotate downward the crank F of the rod, and rotate in the direction of the
arrow the crank f³. It would at once, therefore, withdraw the block F from
between the spring rail F and the block F3. As the lever F2 is held downward
during the passage of the train by means hereinafter described, the block F is kept
withdrawn so that the spring rail F, as the advancing train reaches it, does not
operate to depress the lever F, and therefore does not operate the signal connected,
as hereinafter described, with that lever. After the train has passed, the lever F
returns to the position shown, by virtue of its outer end, as shown in Figure 13,
having thereon an overbalancing weight W, which may be adjusted at any point
along the length of the lever F2, and thus cause a slow or quick return, as may be
desired. The block F is therefore returned to the position shown in the drawing;
and, if a train approaches from the opposite .direction, as shown by the arrow
at X, the spring rail F would depress, by means of the interposition of the block F,
the lever F, and this would operate through exactly the same form of mechanism to
withdraw the second block F from between the spring rail F and the block F
and hence the lever F2 would not be operated, and the signal to which it was
attached would also remain unaffected by the passage of the train.
In order to prevent the spring rail F from being thrown out, either intentionally
or by accident, by an excessive lifting in the centre, thus withdrawing the ends
from the supporting blocks V V₁, a third block V2, shown in Fig. 13, and which
is located at a point midway between the two ends of the spring rail, is provided.
This block is bolted to a tie, and is provided at its upper edge with a flange which
extends over the bead Q formed along the lower and outer edge of the spring
rail F. Any excessive lifting of the central portion of the spring rail, as above
stated, would bring the bead Q in contact with the under edge of the flange.on
the block V2, thus limiting the movement and preventing the accidental or
intentional removal of the spring rail. It is obvious that the bead might be
placed upon the other side of the spring rail, provided the same was of sufficient
width to engage, on its rising, with the under-side of the head of the rail, instead
of the underside of the block, and that such construction would be a mers
equivalent for that shown.
As shown in Figures 13 and 14, the signals are shown to be electric, and may
be of any form of electric signal, the only material feature with regard to the
single track mechanism being the manner of making connections.
In Figure 13, the lever F is shown prolonged beyond the bearing f, the
prolongation carrying the weight W until it engages at its outer end, at S, with
the plunger T. This plunger carries upon its upper surface an elastic diaphragm T
which forms one side of an air chamber, which, by means of said diaphragm and
the side walls thereof, is made air tight, and which of course contains the normal
quantity of air. The side walls of this air chamber are formed by two concave
castings T T with central openings. Around the central openings arise, from
each, flanges T T, which are adapted to meet and form an air tight joint at t.
At this point a diaphragm Te is interposed, carrying an ordinary flap valve T
The upper wall is formed by an elastic diaphragm T8, to which is attached
centrally a plunger T, the plungers T and T being attached by means of a
yoke t, so that they operate in unison. A very small aperture 2 exists in the
diaphragm T. The crowding of the plunger T upwardly therefore transfers
the air between the diaphragm T and the lower casting T2, and enclosed in the
chamber, practically through the valve T', to the chamber above the valve, and
raises the diaphragm T carrying with it the plunger T. The moment the
pressure is withdrawn from the plunger T, the weight of the parts tends to
transfer the air backward in the reverse direction to the under side of the
diaphragm T, but as the valve T7 closes airtight, it can only be thus transferred
by passing therethrough the small orifice t2, and this is so proportioned that it
takes several seconds, depending upon the pressure and tendency to pass, to permit
of such transfer of air and the consequent descent of the, plungers T and T

page_text: together with the outer end of the lever F
It is obvious that the smiting
weight W would increase or decrease the time within which the plunger T would
be restored to its normal position.
In order to enable this device to make an electrical connection, apparatus for
that purpose has been shown, especially in Figure 14. From the central portion
of the diaphragm T₁ arises a series of plates S2, which interlock with another
series of plates fixed in the chamber, as shown at S. When the diaphragm T¹ is
withdrawn in a depressed condition, this interlocking is not effected, but, on the
raising of the diaphragm, the interlocking takes place, and the plates are brought
thereby in contact. If, therefore, the plates are insulated by any appropriate
means, as by plates of ebonite, from the surrounding walls; and wires, as shown
in Figure 13, at ZZ, are brought into the interior by means of insulated
connections Z2 Z2, it is obvious that the bringing of the plates together may be
made the means of effecting an electrical connection, and that this connection
will exist so long as the plates are in contact, which, again, is dependent upon the
length of time that the diaphragms will remain in position shown in the figures;
and this again is governed, as herein before stated, by the length of time that the
air is escaping through the small orifice.
The device shown in Figures 15 to 19 inclusive, operates on a circuit in which
there is provision made for the admission of air into, and the escape of air from
the pipes or other hollow parts. The device shown in Figures 20, 21 and 22
operates on a closed circuit in which the same body of air is used repeatedly, and
no provision is made either for the admission of air into the pipes or for the escape
of air therefrom. Either system may be used as a block system, but the apparatus
of the first mentioned figures is more appropriate, to a block system or a system
where the signal is to be set by the train as it passes a given point, and released
by the same train as it passes another given point constituting the end of the
block.
The pipe 8, Figure 15, is supposed to be continuous with the pipe 8 of Figure 17,
although the mechanism shown in Figure 15 may be a long distance from the
mechanism shown in Figure 17, and a force exerted to compress air in the bellows
of the device shown in Figure 15, will be transmitted with great rapidity to the
bellows of the apparatus shown in Figure 17, and will actuate the semaphore arm
so quickly that the application of the force and the action on the semaphore arm
are practically simultaneous.
The force is applied by the tread of the train wheel engaging over a spring
rail 2, and depressing the track end of the lever 2d. The other end of this lever
first acts against a buffer spring 2, through which spring the force is transmitted
to a plunger 2° and a plunger head 2°.. Above the plunger head is a flexible
diaphragm 3, which constitutes one part of a bellows 5. The upper wall of the
bellows is concave, and conforms in shape to the upper convex surface of the
plunger head 2. Through the plunger head is an air inlet pipe 4, terminating at
its outer end with a check valve 4*.
Through the upper wall of the bellows 5 is an opening provided with a check
valve 5; this opening is large, and above it is a chamber closed at its upper side
by a flexible diaphragm 6b; and above the diaphragm is a spring 7, terminated
at its lower end with a plate convex downward and bearing against the diaphragm 6'.
Out from the chamber 6, through one of its walls, leads the pipe 8. The upper
end of the spring 7a bears against the casing A', which guards the entire
structure.
When the lower bellows is distended, as it is normally at all times when the
spring rail 2 is not depressed, air can enter through the inlet pipe 4, as it will find
its way around the check valve 4º, but when the rail 2 is suddenly depressed and
the plunger head 2 thrown upward, the bellows 5 is contracted, and the air forced
quickly past the valve 5" lifts the flexible diaphragm 6 against the force of the
spring 7, and this, reacting, forces the air cut through the pipe 8 and into the
bellows 9 of Figure 17. After the bellows has been contracted by the passage of

page_text: a train over the spring rail 2, the bellows gradually descends to its normal position
by the inflow of air around the check-valve 4".
In Figure 17, 9 indicates a bellows, the lower half of which is inflexible, and
the upper half of which is flexible and bears against a plunger head 9. Above
the plunger head is a rod rising through the semaphore post Bs to the semaphore
arm C. Around the pivot of the semaphore arm 9 are two straps, each of which
is secured at one end to the drum; one of them 9* is wound on the drum with a
right hand wind, and the other 9 is wound thereon with a left wind. The end of
the strap 9x is made fast to the upper end of the semaphore rod 9, the other 9 is
made fast to the same rod at a distance below the end. Whenever the rod 9b is
lifted, the strap 9 is unwound from the drum and the strap 9 is wound on the
drum, and the drum itself is rotated or partly rotated on its axis, and the position
of the semaphore arm correspondingly changed.
The lower part of the semaphore post is large enough to contain within its
interior the bellows 9 and the mechanism connected with it, and also to contain the
hook by which the rod 9b is sustained after it has been lifted by the distension of
the bellows 99. On the rod 9" is a block 98, and on the frame of the post B8 is a
hanging hook 10 (see Figure 16) that engages under the lower edge of the block;
the block is released and set for a second action when the train passes a distant
station (similar to the one shown in Figure 15 and already described) by the
mechanism hereinafter described.
The air entering through the pipe 8 fills the chamber between the fixed,
inflexible wall 10* and the flexible wall 10, and lifts the head 10" and the stem 10°
lifts the joint of the toggle levers 10", 10°, retracts the hook 10, and leaves the
rod 9 free to drop. Through the fixed bellows wall 10k is an opening closed by a
plug 10 that extends downward through a collar D8, past an air outlet 10 through
the coils of a spring 10, and has secured to its end a yoke 10 which reaches
around the bellows and terminates with an eye 10 through which is threaded the
stem 16. The eye 10P is so located that the head 10° will contact it immediately
after the bellows has been expanded and the rod 10° lifted high enough to release
the hook 10; if now the flexible wall continues to expand, the head 10 engaging
the yoke 10 at the eye 10 lifts the yoke and the plug 108 until there is a free
outlet of air through the opening 10h and a by-pass D' in the stem of the plug 10%.
The escaping air soon reduces the internal pressure, the head 10 drops by gravity,
and the yoke 10 and plug 10% are pushed back to their normal position by the
spring 10.
In connection with the bellows 9, 9" is a safety appliance which prevents the rod
from being lifted too high, and also opens a valve to permit the escape of air and
to allow the rod to drop when the hook 10 is disengaged.
From the bottom part 9 of the bellows hang two lugs 14, which support a
lever 15, and to the rod 9b above the bellows is fixed a cross arm 9°; one end of
the cross arm 9° is loosely connected to the long arm of the lever. 15 by a bolt 9,
which is pinned to the long end of the lever 15, and is loosely connected to one end
of the cross arm 9. An opening through the inflexible bellows head 9 is closed by
a valve 9°, and this valve is fixed to the short arm of the lever 15, and is opened
by the action of the cross arın 9, link 9ª, and lever 15. This result is accomplished
whenever the flexible diaphragm is expanded to an extent more than enough to
lift the semaphore rod 9b into holding engagement with the hook 10, and the
surplus air is allowed to escape; the semaphore does not drop, because the hook 10
holds it from dropping, but the bellows is in condition to permit the arm to slowly
descend as soon as the hook is released in the way already described. After the
hook 10 has been released there remains usually a quantity of air confined in the
bellows. This is allowed to escape by opening the same valve 9e by the following
described means:-To the short end of the lever is hinged an arm 9' that reaches
upward and engages the end of the cross arm 9, which at its engaging end
terminates in a hook 9. The upper end of the arm 9' is provided with a wing 19
:

page_text: and is curved so that its extreme upper edge lies outside the hook 9*; but lower
down, the curved face of the wing bends toward the rod 9b and lies in the path of
the arm 9, and, as the rod descends, the arm 9' and the short arm of the lever are
pushed downward. As the rod 9h slowly drops downward, the arm 9' yields outward
and thereby opens the valve 9°, and allows the air to escape until the hook 9* shall
have passed the lower edge of the wing 19m, and the rod 9b has reached its lowest
point; the arm 9' is then retracted by a spring which is arranged to hold the arm
substantially upright with respect to the lever, and the weighted lever will close
the valve 9. When the semaphore arm is again lifted by a fresh impulse given
from some distant station, the arm 9° passes upon the outside of the wing 19
Provision is made for the complete emptying of any air (above normal pressure)
from the bellows 10 (the hook actuating bellows of Figure 17), should a following
train enter upon a block section, before the hook, after having been released from
the semaphore stem, has assumed a position to again engage the collar 98. This is
shown in Figure 15 (detailed in Figure 19). On the main actuating lever 2b is a
plunger 11 which engages with and actuates one of the flexible diaphragms 11° of
a bellows that is located in the same casing A', in which is the main or primary
bellows by which the semaphore arm is set. This bellows is quite similar in
construction to those already described, but may be much smaller.
The upper flexible diaphragm 11° actuates a lever 11, and this lever actuates a
valve in the pipe 8", instantly relieving that pipe and the bellows with which it is
connected from air pressure.
The signal and connected apparatus shown in Figures 20, 21 and 22 are intended
to be used in connection with a switcli lever, and the semaphore arm set by the
switch lever indicates whether the switch is open or closed. In this signal the
transmitted motion is all conveyed through pipes that are in. a closed circuit with
no provision for the entrance or escape of air.
The rod actuating the switch is indicated at 21, and 21" indicates the switch
lever. An extension rod 22" leads to the casing of the bellows by which the
semaphore arm is actuated; this extension locks the lever 11 with the semaphore
arm in a position to indicate one condition of the switch; the lock is reciprocated,
that is, the switch cannot be thrown until the signal has been set, and after the
signal has been set and the switch has been thrown, the signal cannot be changed
so long as the switch remains thrown. Thus, if the switch is open and the signal
indicates danger, the signal cannot be changed until the switch is closed. The
means by which this is accomplished is shown in Figure 21, where 22" indicates a
spur on the frame of the casing L which curves around or partly around the end
of the shaft 11. Through the spur 22b is a hole which registers with a hole
through the shaft. The shaft 11 is provided with a cam rock arm 11", that
engages under a pin or other suitable projection of the stem 12 of the plunger 12ª.
The reciprocation of the lever 11° actuates the plunger 12, contracts the volume
between the flexible wall 12 and the wall 12; the air traversing the pipe 8°
expands the bellows 13, 13", in the signal station to the proper. indication. The
reverse action of the lever 11° changes the signal.
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, 1 declare that what I claim is :-
:
1. In a block signal for railways, the combination with a track, a signal post
and case carrying said signal, a time signal in conjunction with the block signal
and the block signal post, of transparent receptacles adapted to be filled with
coloured liquid, a valve adapted to close the outlet of one of said receptacles,
means for automatically closing said valve by the passing of a train along the
track, means whereby the time signal is set and the block signal displayed
automatically and simultaneously with the closing of said valve and by the passage
of said train, and means for automatically opening said valve whereby the block

page_text: signal is withdrawn by said train passing out at the opposite end of the block,
substantially as described.
2. In a block signal for railways, the combination and arrangement of a
transparent chamber exposed to view, a coloured liquid adapted to be forced
therein, means for automatically forcing said liquid therein by the passing of a
train upon an adjacent track, an air pump located at the opposite end of the block,
means for automatically actuating the same by the passage of the train out from
said block, a communicating pipe connecting said air pump with means for
automatically actuating a discharge valve, whereby a passage way is opened leading
from said indicating chamber and the liquid discharged therefrom, substantially as
described.
3. In a block signal for railways, the combination and arrangement of a
transparent chamber exposed to view, a coloured liquid adapted to be forced
therein, means for automatically forcing said liquid therein by the passing of a
train upon an adjacent track, an air pump located at the opposite end of the block,
means for automatically actuating the same by the passage of the train out from
said block, a communicating pipe connecting said air pump with means for
automatically actuating a discharge valve, whereby a passage way is opened
leading from said indicating chamber and the liquid is discharged therefrom, and a
relief valve operating to automatically release the air from the receiving chamber
of said air pump, whereby the air is continually being forced into the apparatus
and discharged therefrom after doing its work, substantially as and for the purpose
described.
4. In a block signal for railways, the combination and arrangement of a
transparent chamber exposed to view, a coloured liquid adapted to be forced
therein, means for automatically forcing said liquid therein by the passing of a
train upon an adjacent track, an air pump located at the opposite end of the block,
means for automatically actuating the same by the passage of the train out from
said block, a communicating pipe connecting said air pump with means for
automatically actuating a discharge valve, whereby a passage way is opened leading
from said indicating chamber and the liquid discharged therefrom, a relief valve
operating to automatically release the air from the receiving chamber of said air
pump, whereby the air is continually being forced into the apparatus and discharged
therefrom after doing its work, and means connected with the track whereby the
air is positively discharged from the operating trip chamber simultaneously with
the setting of the signal, substantially as described.
5. In a block signal for railways, the combination and arrangement of a
transparent chamber exposed to view, a coloured liquid adapted to he forced
therein, means for automatically forcing said liquid therein by the passing of a
train upon an adjacent track, an air pump located at the opposite end of the block,
means for automatically actuating the same by the passage of the train out from
said block, a communicating pipe connecting said air pump with means for
automatically actuating a discharge valve, whereby a passage way is opened leading
from said indicating chamber and the liquid discharged therefrom, an intermediate
air pump connected with said communicating pipe and adapted to be operated by
hand, whereby air may be forced into said pipe and withdraw said signal in the
manner hereinbefore set forth, substantially as described.
6. The combination of a railway track, a track connection, an air pump suitably
connected thereto and operated thereby, two compression sub-chambers connected
by communicating pipe E, one sub-chamber having a movable wall connected to
and adapted to operate a signal apparatus, and containing means for discharging
the air therefrom after performing work, substantially as described.
7. In an apparatus for actuating a signal, and analogous purposes in connection
with railways, the combination of said railway, a track connection adapted to be
actuated by the passage of a train, an air compressing apparatus consisting of two
elastic diaphragms g¹g enclosing a chamber having a centrally fixed diaphragm H',

page_text: a check valve located in an aperture in said fixed diaphragm to permit the rapid
passage of air from one side thereof to the other, and means to permit the air to
return slowly from the compression chamber, an air compression chamber located
contiguous thereto, a valve located in the walls of said chamber, and means
connecting the opposite diaphragm from that actuated by the track connection with
the valve in said compression chamber in such manner that the motion of the
diaphragm upon the compression of the air behind it shall open said valve in the
compression chamber, and retain the same open during the time of the slow
withdrawal of the air from behind the diaphragm operating said valve, substantially
as described.
8. In a liquid block signal for railways, the combination of a transparent chamber
open to observation upon each side, a coloured liquid adapted to be placed within
said chamber, means leading from said chamber to the source of supply of said
coloured liquid whereby the same may be withdrawn, and means controlling the
discharge of said coloured liquid, consisting of a plate containing two apertures,
one aperture connected with said signal reservoir and opening out into the surface
of said plate, the other aperture connecting with a discharge pipe and also opening
into the face of said discharge plate contiguous to the opening of the first named
aperture, an elastic diaphragm covering both apertures and rigidly secured at its
edges to said plate, and means whereby the diaphragm is controlled and held or
withdrawn against the pressure of the liquid in the indicating signal chamber,
substantially as described..
9. In a liquid block signal for railways, the combination of a transparent chamber
open to observation upon each side, a coloured liquid adapted to be placed within
said chamber, means leading from said chamber to the source of supply of said
coloured liquid whereby the same may be withdrawn, and means controlling the
discharge of said coloured liquid, consisting of a plate containing two apertures,
one aperture connected with said signal reservoir and opening out into the surface
of said plate, the other aperture connecting with the discharge pipe and also:
opening into the face of said discharge plate contiguous to the opening of the
first named aperture, an elastic diaphragm covering both apertures, and rigidly:
secured at its edges to said plate, means whereby the diaphragm is controlled and.
held or withdrawn against the pressure of the liquid in the indicating signal
chamber, consisting of a swinging biock impinging against the outer face of said.
elastic diaphragm and controlled by a toggle joint, and means for operating said
toggle joint upon the passage of a moving train, substantially as described.
10. In a liquid block signal for railways, the combination with a transparent
indicating chamber, of a central opaque diaphragm located therein, the lower edge
of said diaphragm being cut out to permit the transmission of light and the free
communication between the liquid upon either side thereof, substantially as
described.
.11. In an apparatus for actuating a signal, and analogous purposes in connection
with railways, the combination of a railway, a track connection adapted to be
actuated by the passage of a train, an apparatus consisting of two clastic diaphragms.
enclosing a chamber having an interposed centrally fixed diaphragm, a check valve
located in an aperture in said fixed diaphragm to permit the passage of air from
one side thereof to the other, and means to permit the air to return slowly from
the compression side of said diaphragm to the initial pressure side, substantially as
described.
12. In a track signal device, the combination of a track consisting of two rails,
a spring rail in connection with each rail thereof, not adjacent but successive one
to the other, block connections adapted to be operated by the spring rails
respectively, connections between the blocks arranged in such manner that the.
depression of one block on one side operates to withdraw the other block from
operative contact with the outside spring rail, and means to hold it in an inoperative:
position, substantially as described.
13. In a combined track and signal device for railways, the combination of a

page_text: single track and a rail connection with each rail thereof, the two rail connections
not being adjacent but successive in their relative positions, means whereby the
operation by a passing train of one rail connection disconnects the other rail
connection, whereby the same is prevented from operating, a pneumatic retarding
device adapted to hold said latter connections in an operative position, and
means whereby the length of time it is so held is controlled, substantially as
described.
14. In a signal device for railways, the combination of a track, a rail connection
with each rail thereof, the two connections not being adjacent but successive in
their relative positions longitudinal with the track, means whereby the operation
by a passing train of the rail connection first reached disconnects the other rail
connection and prevents the same from operating, an electric connection consisting
of a pneumatic retarding device operated by said track connection and carrying
therein electrical contacts adapted to engage fixed electrical contacts in such
manner that the electric connections are successively operated by the separate
track connections, and also successively disconnected from operating and held in
an inoperative position by the retarding device, substantially as described.
15. A combined track and signal connection consisting of the combination of a
pneumatic retarding device composed of a lower movable diaphragm carrying
thereon an electrical connection, an upper movable diaphragm T2, means whereby
the lower diaphragm is operated by a track cnnection actuated by a passing train,
an interposed fixed diaphragm containing a valved aperture for the quick passage
of enclosed air, and a small aperture for the return thereof, substantially as
described.
16. In a combined track and signal connection, the combination of a pneumatic
retarding device composed of a lower movable diaphragm, an upper movable
diaphragm, means whereby the lower diaphragm is operated by a track connection,
a fixed diaphragm interposed between the two movable diaphragms containing a
valved aperture for a quick passage of enclosed air from below to the upper side
of said interposed diaphragm, a small aperture for the slow return of air, and an
unyielding connection between the upper and the lower diaphragm compelling a
simultaneous movement of the two diaphragms with reference to each other.
17. In a pneumatic railway signal, the combination of a signal and signal rod,
a bellows adapted to actuate the signal rod, and provided with a valve stopped
vent, a lever adapted to actuate the valve, and means actuated by the signal rod
whereby the valve is opened whenever the rod passes prescribed limits in either
direction, substantially as described.
18. In a pneumatic signal for railways, in combination with the signal and the
rod, a catch adapted to engage with and sustain the same, a link adapted to
actuate the catch, and a pneumatic bellows adapted to actuate the link, substantially
as described.
19. In a pneumatic signal for railways, the combination of a train actuated
lever, an actuating station and a sigual station, both provided with bellows, means
of communication between the two bellows, a catch adapted to engage with and
sustain the signal, a link adapted to actuate the catch, and a pneumatic bellows
adapted to actuate the link, substantially as set forth.
20. In a pneumatic railway signal, the combination of a signal and signal rod,
bellows adapted to operate the signal rod, and provided with a valve stopped vent,
a lever adapted to actuate the valve, and means actuated by the signal rod
whereby the valve is opened whenever the rod passes prescribed limits, and means
for retaining the valve open until the signal rod has returned to another
prescribed limit, and thence closing said valve, thereby cushioning the further
passage of said signal rod, substantially as described.
21. In a combined switch and signal apparatus, the combination of a switch, a
rod and lever operating the same, an extension rod connecting with the rod
operating said switch, means consisting of a rotating lever, an intermediate
mechanism for operating, a semaphore, a casing surrounding the journal of said

page_text: lever, the perforation therein forming a bearing for an extension rod, and locking.
means upon said lever whereby the extension rod is adapted to lock the lever in a.
predetermined position when the switch is thrown, substantially as described.
Dated this 30th day of November 1896.
WM. P. THOMPSON & Co.,.
Agents.