Improvements in Apparatus for Operating Railway Switches and Signals.
Year: 1888

page_text: Date of Application, 26th Jan., 1888
Specification Accepted, 1st June, 1888
Improvements in Apparatus for Operating Railway Switches
and Signals.
We, ANTONIO JOSÉ MARTINS, Carpenter, and ALFREDO COELHO DA ROCHA,
Gentleman, both of the firm of Messrs. Martins and Rocha, of Barra-Mansa, in the
Province of Rio de Janeiro, in the Empire of Brazil, do hereby declare the nature of
our invention, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
Our system of automatic switches has the great advantage of opening and closing
the switches of single or double railway tracks, for branch lines and sidings at stations
having the proper signals for ensuring, both in the day time and at night, certainty
of their movements, without the intervention of pointsmen or others, thus effecting an
important saving in the staff and consequently of working expenses, while at the
same time ensuring perfect control over the traffic without having to fear accidents
which might occur from mistakes or through the negligence of pointsmen.
Our apparatus consists of a lever arm movable round an axis, such lever being
actuated by the train itself, and being connected with four distinet apparatus of which
the following is a brief description :-
Supposing a train to be travelling in the direction of the arrows upon the double line
shown in Fig. 1, and that such double line is made single at the point where it has
to pass through a tunnel or over a long viaduct, it is evident that the following
conditions must be fulfilled in order to avoid collisions.
1. The train travelling from the north must actuate a lever at about one kilometre
from the junction of the lines at one end of the single track, so as to cause a signal
to appear at the other end of the tunnel or viaduct where the other junction is
situated, thus indicating that the single line is occupied and that a train coming from
the south must wait.
2. The train when about 50 metres from the junction must actuate the switch, so
that it can follow the track without hinderance, and keep the switch in position until
the whole train has cleared the points.
3. On leaving the tunnel or viaduct the train must lower the danger signal.

page_text: In order to carry out the different movements with the necessary safety we
proceed as follows:-
At about 800 or 1000 metres from the mouth of the tunnel or from the viaduct the
train from the north comes in contact with a lever a of the apparatus A, Fig. 1,
which transmits its movement to the signal at signal post B, situated at about 150 or
200 metres beyond the junction at the opposite end of the tunnel or viaduct, so as to
warn the driver of a train coming from the south that he must at once stop his train
to allow the other train to pass.
At 50 metres from the switch of the junction the train meets the lever a¹ of
apparatus C, which transmits its movement, through cranks and connecting rods, to
an eccentric moving beneath. the tranverse bar connecting the two rails. of the switch,
and causes it to move transversely in the direction to allow the train to pass.
The movement of this switch causes the advance of a longitudinal sleeper D, which
serves as a break or retaining device, in as much as it is caught and held in position
by the wheels of the carriages, and it is only when the last wheel has passed that the
sleeper carried back by a counterweight, returns to its original position, as well as
the switch and its lever a¹, thus leaving the passage open to the train from the south.
On leaving the tunnel or viaduct the train passes over the lever of apparatus E,
which lowers the danger signal and raises the line clear signal. It is evident that in
the case of two trains arriving at the same or nearly at the same time in sight of the
danger signals, one of such trains must have the precedence, and pass without stopping,
according to an established rule, which the authorities must provide.
The above description applies when it is a question of double lines with branches,
or single lines with sidings, as represented in Fig. 1, but when a train has to pass
from a single line with branches, sometimes to the right and sometimes to the left,
although always in the same direction, as in Fig. 6, instead of employing a
single
lever arm, as in the first case, two lever arms must be arranged in the centre of the
track, each actuating a crank to impart to the switch the necessary movement to the
right or to the left, according to the track the train is to pass on to.
In this case the driver has under his control a lever actuating a crank provided
with rollers, Figs. 8 and 8ª, by means of which he acts upon the double apparatus in
the desired direction. As soon as this has been effected the signal L, which is actuated
by the movement of the switch, indicates same.
In the case whero, as in a terminus, a train or engine must travel on the lines in
either direction, as shown in Fig. 7, the double levers actuating the switches will no
longer be sufficient, and it is necessary to add levers connected with the switches on
each branch line for the return, with the requisite longitudinal sleeper. Then if the
engine is travelling from the side of the double apparatus, the driver acts as above
described to direct the train according to signal or to the order he receives; when
the train is returning from the side of the single levers the operation is automatic as
described in the first instance.
It will be readily understood that when the driver acts upon one of the double
levers so as to press same down, the other lever is raised, as it is actuated in the reverse
direction by the movement of their common axis, and the single lever, corresponding
to this arrangement of the switch on the branch line, will also be depressed to allow
the train to pass, after which it will resume its normal position.
The working of the switch is always confirmed by the corresponding signals
actuated by the switch itself, either at night or in the day time.
Further, these signals may be actuated from the station by means of counter-
weighted levers, by a servant appointed to indicate the tracks to the drivers, and at a
. certain distance from the entrance to terminii a number of these signals carrying
corresponding numbers, made luminous by any suitable means, indicate to the
drivers the tracks they are to follow, and consequently the operation they have to
perform.
For this purpose at the entrance to terininii at a short distance in advance of
branch lines and crossings, a post or tower is situated and carries a series of numbers,
movable on an axis and actuated from the station by a servant having under his

page_text: charge as many counterweighted levers as there are signals to be made. To these
levers the arms which actuate the signal lights are connected by rigid metallic rods,
and such arms being also connected to the corresponding numbers by the same rods
or by supplementary metallic wires, cause them to follow their movement, thus
indicating to the drivers the track on which they are to travel by actuating the
corresponding switch.
At night time the numbers may be exposed behind luminous discs, but the opera-
tions from the station are intended principally for day time.
The means of communicating a lateral movement to the switches of a central
station are well known and have been in use for many years, but such system is
both costly and complicated, and it is much more simple for the daily working of a
large central station to employ a system of levers and metallic rods to actuate the
signal lights and numbered discs which indicate the track on which a train is to be
directed.
By these means we effect the automatic working of the switches and place same
entirely under the control of the drivers who will be responsible; it follows that a
greater certainty of action is ensured, and a large economy of time and of workmen
effected, and there will no longer be cause to fear accidents, which unfortunately
still occur pretty frequently on railroads and more particularly at stations.
Having thus described our system of apparatus for opening and closing railway
switches automatically, we will now proceed to describe the operation of the
apparatus, for effecting the movements referred to, in connection with Figs. 2, 3, 4, 5
and S.
Fig. 2 represents the apparatus A controlling the danger signal B. The train
passing over lever a, causes it to turn on its axis o, thus depressing connecting rod b,
which actuates the arm c of the toothed sector d, gearing with wheel f, and so actuates
rack which pushes the metallic wire h of the danger signal, as shown in Fig. 3, and
through a bell crank, of which arm is connected to the metallic wire, and the arm j
pushes rod, displays the red disc Q', while causing the green disc Q to be hidden in
the upper part of the signal post.
The arm has one end rounded off, and when lowered this acts upon a catch K
with a counterweight p², which thus retains the danger signal raised until the train
passing over the lever, causes arm m to raise the catch K, and allow the red disc to
fall and the green disc Q to reappear, while Q' is in its turn concealed.
Returning to Fig. 2 it will be seen that when the train has passed over lever
a the
counterweight p causes it to resume its normal position, and the sector d leaves the
toothed wheel, which is also provided with a counterweight pl, of which the object
is to exert pressure on the rack g, so that the metallic wire is always stretched taut,
no matter how such wire may expand during the heat of the day, and which without
such compensation would suffice to cause the movement transmitted to the danger
signal to fail to act.
This rack actuated by a counterweighted wheel is a simple and effectual com-
pensator which suffices to obviate the inconveniences arising from expansion.
At any moment when the train passes over the lever a, the sector gears with the
wheel which actuates the rack and raises the danger signal.
This signal cannot fail owing to expansion, and the collision of trains is, therefore,
completely prevented.
We will now proceed to describe the automatic operation which controls the
switch.
When the train
Fig. 4 shows the means by which such operation is effected.
passes over and depresses lever a', the connecting rod acts upon the counter weighted
lever e, and through the double crank and the connecting rod el, actuates the
arm f¹ on axis g, carrying the eccentric plate h', which works in a recess in the
transverse bar connecting the two rails of the switch, and opens the track for the
passage of the train.
At the same time the connecting rod j¹ moves the longitudinal
girder or retaining device D, and the train in its passage keeps it in such position,
and secures the switch, thus acting as a brake until the last wheel of the last carriage

page_text: has passed over it, when the counterweight p³ carries the system back to its original
position, and the switch is then open again for the passage of a train in the opposito
direction.
It will be seen that nothing can be more simple and more perfectly certain in its
action, than our automatic system for operating switches on single and double lines
with branch lines for the same direction.
The double lever shown in plan in Fig. 6 and in elevation in Fig. 6" operates in the
following manner.
The driver placing his operating lever so as to actuate one of the automatic levers,
the latter is depressed and immediately the other lever rises (as they are connected to
two cranks keyed on opposite sides of the same axis); lever a² in moving downward
imparts movement to the crank through connecting rod 2; the arm d² acts upon
crank through the long connecting rod e²; the axis g2 turns, and the double
lever 2 actuates the eccentric K, which causes the switch to move transversely to the
right or to the left, as the driver of the train is directed.
The mechanical movement employed by the driver to actuate one or other of the
automatic levers is as simple as possible, as will be seen in side elevation in Fig. 8,
and in end elevation in Fig. 8". On the front of the engine and by the side of the
reversing lever is a similar operating lever r, which actuates a crank s, a connecting
rod t, and an axis u on which is fixed a beam or bar V carrying a movable roller a
and at each extremity.
According to the manipulation of the upper lever the beam presents one or other of
the rollers corresponding with one of the automatic levers, and causes the switch to
be actuated so as to direct the train on to the track it should follow.
As this switching movement always controls the signal L, it will be readily under-
stood that no possible mistake can occur in working, because such signal must
indicate if the switching has been properly effected in the direction required.
Such arrangement entails no complications.
Fig. 7 shows part of a terminus where the trains run upon the tracks in all
directions.
In this case double levers cause the switch to move to the right or to the left, as
above described, but the eccentric plate is connected to single levers by means of
small chains and metallic rods 2, so as to make such levers solid with and to ensure
the operation of the switch in one direction or the other without the least difficulty.
In the latter application of our automatic system it will be easy to see the saving
in expense that it will effect as compared with all other systems, the working of the
signals being carried out by one man only, thus leaving the staff of pointsmen to be
profitably employed in the goods depôt, loading or unloading wagons, or other work.
Having now particularly described and ascertained the nature of
Invention, and in what manner the same is to be performed, we declare that what
we claim is :-
our said
1. In a single or double line of railway with branch lines or sidings, our system of
automatic switching operated by the train itself when the traffic is always in the same
direction, and by the engine driver when the direction varies, without the aid of
special workmen and without fear of mistakes in the working causing accidents, sub-
stantially as described and shown.
2. The arrangement at 800 or 1000 metres from a bridge, tunnel, or other junction
of a double track of rails becoming a single track, of a lever operated by the train and
causing the display of a danger signal at a suitable distance in order to prevent the
passage of a train in the opposite direction, such apparatus being shown at A and B in
the drawings.
3. The arrangement at a suitable distance from the entrance to a branch line of
rails, of a lever operated by the train to automatically actuate the switch of such
branch so as to permit the passage of the train, such apparatus being shown at C in
the drawings.
4. The combination with the apparatus referred to in the preceding claim of a safety

page_text: sleeper serving as a brake to the switch, and keeping it in position during the whole
duration of the passage of a train, and which returns to its original position when the
last wheel of the last wagon has passed over it, such apparatus being shown at D in
the drawing.
5. The arrangement at the end of the bridge, viaduct or tunnel referred to in
claim 2, and near the signal post, of a lever operated by the train, for the purpose of
causing the "danger" signal to be lowered, and the "line clear" signal to appear,
substantially as described and shown in Fig. 3 of the drawings.
6. The employment on lines branching to the right and to the left, but on which
the traffic is always in the same direction, of a system of double levers which can be
actuated from a suitable distance by the driver of a train by means of the movement
of a lever placed on the engine, substantially as described and shown in Figs. 8 and 6
of the drawings.
7. The employment on the tracks of terminii with branch lines which may be run
over in any direction in controlling the traffic, of a double lever in connection with
the single levers of the branches, so as to permit the switching to be effected without
the aid of pointsmen, substantially as described and shown in Fig. 7 of the drawings.
8. The transmission of the movement of the switch to the signals, so as to indicate
to the engine driver that the desired operations have been effected, substantially as
described and shown in Figs. 6 and 7 of the drawings.
9. The transmission of movements by means of metallic rods, to the signals of our
system, and in connection therewith a system of counterweighted levers situated at
the station itself, such signals being repeated at suitable distances by numbered discs
connected to the first signals, and automatically indicating to the drivers the tracks
on which they are to travel, all substantially as herein described and shown.
Dated this 23rd day of January 1888.
ALLISON BROS.,
Agents for the Applicants.