System for Railways.
Year: 1886

page_text: System for Railways.
I, ELIAS ELKAN RIES, of 145 South Broadway, in the City of Baltimore and
State of Maryland, United States of America, Electritian, do hereby declare the
nature of my invention for "IMPROVEMENTS IN AN AUTOMATIC ALARM SIGNALLING
AND SAFETY SYSTEM FOR RAILWAYS," and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement
This invention relates to certain improvements in railroad signals, by means of
which the whistle of a locomotive is automatically sounded to give warning of the
approach of a train when nearing grade and highway crossings, way stations,
curves and other points at which it may be desired to give such notice. It
further relates to certain improvements whereby one or more audible alarm
siguals are given on the locomotive whistle in case of the failure of the engineman
to see and obey a danger signal, or in case of danger to the train from a misplaced
switch, open draw-bridge or other source; and it further relates to improvements
in safety devices, by means of which the train is automatically stopped, or its
speed reduced as desired, in case of the failure or neglect of the engineman to
bring his train under control when notified to do so by such warning signals.
The invention consists first, of a signalling apparatus on the locomotive designed
and adapted to give a series of audible signals, differing in form and nature
according to a pre-arranged code, upon the locomotive whistle or other sounding
body, the signalling apparatus being automatically operated to give such signals-
through the medium of a vertically guided bar connecting with said apparatus and
having a friction roller or shoe at its lower end-by means of inclines or elevations
placed adjacent to the track rails at various points along the road.
It consists secondly, in details of construction whereby the alarm mechanism or
signalling apparatus is enabled to give its signals in a uniform and regular manner,
irrespective of the speed of the train or the length of the actuating inclines or
elevations, and whereby the signal mechanisin is protected from shocks due to the
sudden ascent of the alarm inclines by the vertically guided bar. This I accomplish
by causing the act of elevating the bar, not to operate the signal mechanism
directly, but to increase the tension of a coiled or spiral spring, which in turn, in.
the act of unwinding, operates the signal mechanism and at the same time sets

page_text: in motion a suitable governing or speed regulating device which determines the
duration of the several signals.
It consists thirdly, in employing inclines or elevations of different heights to
produce different signals, and in mechanical details, by which the signal mechanism
is enabled to respond to and give the proper signals corresponding to such different
heights.
The invention consists fourthly, of suitable devices operated by a collar or
projection on the vertical bar when said bar is lifted to its highest extent, which,
in the manner hereinafter shown, closes the steam supply valve, applies the brakes
and stops the train. This part of my invention includes details of construction
by which the extent to which the steam is shut off and the brakes applied is
automatically regulated, and whereby the respective parts are held in the position
in which they are placed until released by the engineer.
The invention consists fifthly, of a series of movable inclined planes or elevations
arranged alongside of the track rail, which are so constructed as to extend above
the surface of the rail when intended to give an alarm signal on the whistle of a
locomotive, and to lie below or parallel with the surface of the rail when not
required to give an alarm. This part of the invention further consists in mecha-
nical details for elevating and depressing the inclined planes, for retaining them in
their respective positions, and for protecting the various parts from injury. It
further consists in details of construction whereby variations in the length of the
rods, wire rope or cable connecting the alarm inclines with one another and with
the switch or draw-bridge are compensated for, in order to insure the proper
operation of the alarm inclines under all conditions.
The invention consists sixthly, in suitable devices operated in connection with
the alarm inclines at switches, draw-bridges and other points, to elevate the alarm
inclines when the switch is moved to one side, when the draw of a bridge is opened,
or when the track is otherwise placed in a position of danger to an approaching
train, and to restore them to their depressed or normal condition when the switch
or draw is replaced, or the danger is removed. This part of the invention also
includes suitable mechanisin for displaying a visible signal and ringing a gong or
bell at the draw-bridge as the bridge opens and closes, all of which will hereinafter
be fully described and finally referred to in the claims.
In the drawings accompanying this specification :-
:-
Figure 1 is a side elevation of the alarm mechanism carried on the locomotive.
Figure 2 is an end view of the same, with part of case removed. The lower
portion of this Figure also gives a side view of the train stopping mechanism
connected with it.
Figure 3 is an enlarged detail view of that portion of Figure 1, comprising the
first signal wheel and the cams, detents and trip levers immediately connected
therewith.
Figure 4 is a detail view of the three signal wheels, and;
Figure 5 is a diagram of the respective signals given by them.
Figure 6 is a diagram of a railroad switch, giving a top view of the movable
aların plane and showing the method of connecting it with the switch lever.
Figure 7 is a diagram of a railroad track, giving a top view of the signal or
alarm planes shown in Figures 8 and 9.
Figure 8 is a side elevation of the fixed inclined plane used for crossing and
station signals.
Figure 9 is a side elevation of a movable signal plane operated by the switch or
draw-bridge.
Figure 10 shows a side elevation, with part of its casing removed, of a com-
pensating form of signal plane for draw-bridge and switch signals.
Figures 11, 12 and 13 represent respectively sectional end views of the inclined
planes shown in Figures 8, 9 and 10, said views being taken on lines 1, 1, 2, 2
and 3, 3, respectively.
Figure 14 is a cross section of the upper part of Figure 10.

page_text: Figure 15 is a side elevation of the operating apparatus placed at the draw-
bridge.
Figure 16 is a sectional, and;
Figure 17 a perspective elevation of the visual signal and the weight actuated
returning bar placed at the distant end of the switch or draw-bridge signal system.
Figure 18 is a diagram of the under surface of a draw-bridge with draw closed,
and;
Figure 19 a diagram of same with draw open, illustrating the action of the
bridge upon the actuating draw-bar.
Figure 20 is a sectional elevation of the visual and audible signal post shown in
Figures 21 and 22.
Figure 21 represents a general view in three parts, of a draw-bridge with its
approach, and a portion of a railroad track, showing the method in which in this
system the alarm planes etc. are preferably arranged and connected with each other
and with the bridge.
Figure 22 is a perspective elevation of the signal post shown in Figures 20
and 21.
Figure 23 is a side elevation of a locomotive and part of a railroad track, giving
a general view of the alarm mechanism and train stopping apparatus on the loco-
motive, and showing an alarm plane alongside of the track in an elevated or
operative position.
Figure 24 is a part elevation, with the cover removed, of a modified construction
of the signalling mechanism.
Figure 25 is an end elevation of the same.
Figure 26 is a view of the several signal wheels therein.
Figure 27 is a side elevation of a portion of a locomotive with the signal
mechanism attached thereto, and;
Figure 28 is a detail view, showing a modified arrangement of the actuating
mechanism at a draw-bridge or switch and the inclines connected therewith,
whereby the inclines are automatically moved into their danger position in the
event of an accidental injury to such mechanism, or a break in the connecting
cable.
In the following, description will be confined for the present to the devices shown
in Figures 1 to 23 inclusive, and the modifications shown in the remaining Figures
will be explained hereinafter.
Similar letters of reference indicate corresponding parts.
Referring to the drawings, A. (Figures 1, 2 and 23) represents a box or case
containing the whistle operating mechanism, placed preferably in the interior of
the cab of a locomotive. B is a vertically guided rod, provided with a friction
roller C at its lower extremity, and having a rack or teeth b formed on its upper
eud. This rod B is encircled by a spiral spring D, which bears downwardly against
a collar E, secured to the rod B, and aids in returning said rod to its lowest position
after being lifted by one of the inclined planes along the road, and also in revolving
the signal wheels. The rack b extends into the casing A, of the alarm mechanism
and engages with the smaller sector b¹, of a double segmental toothed lever F,
secured to the shaft f supported in bearings f¹ f¹ formed on the frame or case A.
The larger sector g¹, of the toothed lever F, engages with a smaller toothed wheel
or pinion G, keyed to a shaft g, that runs parallel to the shaft f, and like it revolves
in bearings on opposite sides of case A. The object in using this form of segmental
lever is to obtain a large movement of the pinion G with a small lift of the rack b,
although where this is not essential, an ordinary gear and pinion keyed to the
shaft f, may be used. Fixed on the same shaft with the pinion G, is a ratchet or
cam H, provided with a single tooth or notch h, adapted to engage with a pawl h
held against the periphery of the cam wheel H, by the spring ². A coiled spring I
is secured at its inner end to the shaft g, while its outer end is fastened to a pin or
stud screwed into one side of the case A.

page_text: The
On the shaft g, preferably between the toothed cam H, and the spring I, are one
or more signal wheels; in this instance three. These signal wheels J, J, J³,
including a gear wheel k, fit loosely upon the shaft g, but are firmly fastened to
each other and revolve together when the pawl h, which is secured to the first
signal wheel J, is engaged by the tooth h¹, of the cam H. A signal lever L, is
placed above the signal wheel J, upon a shaft l, on which it is free to move.
shorter end of this lever is held against the periphery of the signal wheel J by the
upward pull of the whistle lever w with which its longer arm is connected by a
cord or wire l'. The signal wheels J, J¹, J2 are of the same size and thickness, and
are each provided with a series of notches or depressions in their periphery, these
notches however, being differently situated on the several wheels, as shown in
Figure 4.
If now the rod B is raised by coming in contact with the inclined surface of an
alarm plane placed at a distance of, say, three or four hundred yards from a highway
crossing, the shorter sector 61, of the segmental lever F, is lifted by the rack b,
causing the longer sector g¹ to descend, and in so doing, turning the pinion G, and
toothed cam H backward, or from left to right, thereby increasing the tension of
the coiled spring I, which has previously been adjusted to a certain strength. The
height of the crossing alarm signal plane is so adjusted (for the sake of comparison
with others to be hereinafter described, it is assumed to be five inches above the
surface of the rail at its highest part) that the large sector gl will turn the
pinion G but a little beyond one revolution. During this time the signal
wheels J J and Ja, aud the gearing wheel k have remained stationary. As soon
as the revolution of the shaft g is completed, the pawl h again falls into place
against the tooth h¹, and is held there by the spring 2. The rod B, being no longer
held up by the inclined plane, does not exert any further tension on the coiled
spring I, thus leaving the latter free to unwind and utilize the energy it received,
which it does by turning the shaft g, the pinion G, and cam H in the opposite
direction, and through the medium of the pawl h, turning the signal wheels J J¹
and J, and gear wheel k with it, in the direction of the arrow, Figure 3.
As the signal wheels revolve, the signal lever L, which is held against the signal
wheel J, alternately rises and falls as the elevations or depressions pass under it,
and as the outer arm of the lever L is connected by the rope or rod l¹ with the
lever or valve of the whistle w, said whistle gives a series of blasts exactly corre-
sponding with the elevations on the signal wheel, which in the present instance, is
two long followed by two short blasts, as shown at j; Figure 5.
While the coiled
spring I is giving motion to the signal wheels, it is also gradually returning the
segmental lever F and rod B to their normal position, in which it is assisted by the
pressure of the spiral spring D against the collar E, and also by the weight of rod B.
When the signal wheels have made one revolution their further progress is arrested
by mechanism to be shortly described. The spiral spring D is not absolutely
essential to the successful operation of the alarm mechanism, but I prefer to use it
in connection with the spring I, to better equalize the resistance of the various
parts, to prevent back lash between the rack b and the teeth of the lever F, and to
insure the prompt return of the rod B to its normal position, although in some cases
the springs I and D may both be dispensed with, and the signal wheels revolved
by the weight of the rod B alone.
To regulate the motion of the signals J J1 J2, so as to destroy the inequalities of
motion which would otherwise result from the friction of the successive elevations
and depressions of said wheels upon the face of the signal lever L, as well as for
the purpose of regulating the time of revolution of the said signal wheels, I employ,
in the present instance, an ordinary fan or fly. K, which receives its motion through
a train of gear wheels, from the gear wheel k. This gear k, as before stated, being
firmly secured to and revolving with the signal wheels, engages with a smaller gear
or pinion ¹, fixed on one end of a sleeve f2, which may revolve freely upon the
shaft f. To the other end of the sleeve- f' is secured a third and larger gear
wheel, which in turn gives motion to the fan pinion revolving upon a small

page_text: 28
"
"
33
shaft or post k, secured to one side of the case A, above the gear wheel ². By the
use of the sleeve f², I obtain an independent motion for the gear wheels k¹ and k³,
upon the shaft, without regard to the direction or rate of motion of the latter.
Having thus given a general outline of the operation of the alarm mechanism
when acted upon by the crossing alarm plane, I will now describe the method of
and devices for automatically changing the form of signal given from a crossing
signal, to either a
13 "
misplaced switch," ' open draw-bridge" or "down brakes
signal, as the situation may demand.
The alarm mechanism shown in Figures 1 and 2, as before stated, is provided
with three signal wheels J J and J', shown in detail in Figure 4. The elevations
and depressions on the first of these wheels J, form, when rendered by the whistle
of the locomotive, a "crossing signal" as shown in diagram j, Figure 5, in which
the black lines (which represent the blasts given by the whistle) conform to the
elevations, and the blank spaces to the depressions on the periphery of the signal
wheels. In like manner the wheel J represents a warning signal j', which is given
in the event of danger from misplaced switch or an open draw-bridge, and the
wheel J gives a "down brakes" or other signal j³, and is operated in connection
with the train stopping mechanism when a draw-bridge or misplaced switch signal
is disobeyed. It is understood that the number of signal wheels used, or the
specific form of signals here given, may be changed at will to suit the requirements
of different roads, as shown, for example, in Figures 24 and 25, in which five signal
wheels are employed.
The three signal wheels are each provided with a common notch or depression 13,
into which the latch end of the signal lever L falls at the end of each revolution,
as shown in Figure 1. From these notches 1, which are in direct line with each
other, the respective signals given by the wheels begin and terminate.
The shaft or rod 1, upon which the signal lever L moves, extends across the case
or frame A, a little above the signal wheels and parallel to the shaft g. The
lever L, being provided with a wide bearing surface or hub to insure it against
shaking or tilting upon the shaft l, is adapted to slide or move upon said shaft, so
as to bring it directly over either of the signal wheels J J¹ or J. One end of the
hub of the lever is inclined or tapered, and lies in contact with a cam m, whose
function is to wipe against the tapered hub of the lever L, and push said lever
along the rod l, so as to bring it over the required signal wheel. A spiral spring 12,
bearing against the opposite side of the signal lever, holds said lever against the
cam m. Above the cam m, pivoted at m³, is a curved gravity catch N, having
teeth n¹ n² n³, formed on its under side, which teeth are so disposed as to catch the
nose of the cam m, when said cam is thrown forward to transfer the signal lever L
to the signal wheel J' or J, and to hold the cam m in this position against the
pressure of the spring 12, until the cam is released by the gravity catch N, at the
moment when the revolution of the break or signal wheels is completed. The cam m
is firmly secured to one end of a horizontal rock shaft M, supported in bearings m² m²,
in the frame or case A. Near the opposite end of the rock shaft M, is fixed a short
arm m³, projecting from the rock shaft in an opposite direction to the cam m.
the upper end of the vertical actuating rod B, is attached an inclined guide or a
projecting arm b³, whose upper extremity or tip 63 is covered with an elastic
substance, and is adapted, when the rod B is raised beyond the height required for
a crossing signal, to come in contact with and lift the outer end of the arm m³, on
the rock shaft M, thereby moving the said shaft and causing the cam m, to extend
forward against the side of the signal lever L, and move said lever along the rod l,
which in doing so compresses the spiral spring 13. In order that the cam m may
exert a uniform pressure upon the side of the signal lever, I leave a rectangular
opening or slot in the central portion of said cam and adjust it upon the rock
shaft M, in such a manner that the two arms of the cam are placed one on each
side of the rod l, and will therefore bear against both sides of the inclined axis of
the signal lever L. Instead of providing the cam m with a slot as stated, the rod
itself may have a longitudinal slot or opening large enough to permit the free
To

page_text: movement of the cam m within it, and the signal lever may have a small
anti-friction roller or wheel on one side in line with said slot, against which the
cam m will wipe.
At a suitable point of the gravity catch or lever N, is a projecting pin or stud n*,
that is free to move within certain limits, in a short opening or slot n³, formed in
the upper end of a vertical rod n, that connects the gravity catch N with one end
of a lever N¹, pivoted near the bottom of the case A.
A pin or stud ne limits the downward motion of the rod n, and lever N¹, which
latter is of a peculiar shape, and answers a double purpose, that of releasing the
wiper can m, and arresting the progress of the signal wheels at the end of each
revolution.
In order to accomplish this object, I secure to the face of the signal wheel J, a
cam P, of peculiar form, one end of which terminates in a hook p, forming a
recess p¹, said recess being diametrically opposite the notch ³.
By referring to Figure 3, it will be seen that as the sigual wheel J revolves, (in
the direction of the arrow) the hooked end p2, of the releasing lever N¹, gradually
ascends the inclined surface of the cam P, and in doing so raises its opposite arm,
which in turn, through the agency of the rod n, lifts the gravity catch N, and, at
the moment when the lever N¹ has reached the highest point of the cam P, lifts
the said catch clear of the nose of the wiper cam m, which cam is then, under the
influence of the spiral spring 12, forced back to the rear tooth n¹, its normal position,
the signal lever L being carried along with it. Almost simultaneously with the release
of the cam m, which occurs at the moment when the signal lever L, after having
given its signal, falls into the line of notches 23, the hook p², of the lever N¹, falls
into the recess pl, and arrests the further progress of the signal wheels J J¹ and J.
To effect the release of the cam P, by the lever N¹, when the alarm mechanism is
required to give another alarm signal, I employ a small gravity trip lever p³, the
weighted arm of which normally rests upon a second arm p³, of the lever N¹.
The weighted arm of this trip lever is free to describe an arc upward without
encountering an obstruction, but when pressed downward bears against the arm p*,
thereby depressing the lever N¹, and causing the hooked end p², of said lever, to
release the cam P. The movement of this trip lever is effected by a pin or
projection p³, on the large sector gl, of the segmental lever F, coming in contact
with the extremity of the lighter arm of the trip lever p³.
To illustrate the action of the alarm mechanism, as far as at present described,
we will suppose a locomotive provided with this apparatus approaching an open
draw-bridge, and coming in contact with the elevated inclined plane that is intended
to operate the alarm. (See Figure 23.)
As
As the small wheel or friction roller rides up on the inclined surface of the
plane T, it forces the rod B upward, winding up the coiled spring I, Figure 2.
the draw-bridge planes are somewhat higher (about two inches) than the inclined
planes used for the crossing signals, the rod B is raised until the arm b² at its
upper end lifts the arm m² on the rock shaft M, a distance corresponding to the
increase in height of the alarm plane, thereby throwing the wiper cam m forward,
which is caught and retained by the tooth n, of the gravity catch N. By this
movement of the cam m, the signal lever L, which has until now remained over
the crossing signal wheel J, is transferred to the second, or draw-bridge signal
wheel J. The large sector g', of the lever F, has now turned the pinion G nearly
one and a half revolutions and the pin po, on the sector, has met and cleared the
projecting arm of the trip lever p³. During this time the roller C has left the
inclined plane T. The coiled spring I now re-asserts its force, and turns the pinion G
and toothed cam H toward the pawl h. Just before reaching said pawl the
pin p again comes in contact with the extremity of the trip lever p³, this time on
its lower side, and depresses the heavier arm of said lever against the arm p^, of
the lever N¹, until the hook p is lifted out of the recess p¹, of the cam P. When
this occurs the signal wheels J J¹ and J, the regulating gearing and fan K, begin
to revolve, the trip lever p³ is released by the pin po slipping off the projecting end

page_text: of the said lever, and the hook p², of the lever N¹, being no longer supported by
the cam P, allows the weight of the rod n to push the lever N³ against the stop no,
where it remains while the signal lever L is giving the drawbridge alarm on the
whistle W. As the revolution of the signal wheels nears completion, and the cam P
again approaching the arm p2, the said arm gradually rises as the cam passes
above it, lifts the rod n, which in turn lifts the gravity catch from the nose of the
cam m, allowing the spiral spring to push back the cam m, and the lever L,
which has now completed its signal, to its normal position above the wheel J.
the same moment the arm p³, of the lever N1, falls into the recess p¹, and arrests
the motion of the alarm mechanism.
At
To prevent the overwinding of the coiled spring I, and to keep it constantly at
the proper tension for turning the signal wheels at the requisite speed, notwith-
standing the variations in the vertical lift of the rod B, I make use of the
following arrangement.
The sector g¹, of the segmental lever F, has nearly twice the number of teeth
contained by the pinion G. It will also be noticed that the ratchet or cam H, is
only provided with one tooth, which comes in contact with the pawl h, only at the
end of a complete revolution of cam H. Now if the sector g' be turned to its
fullest extent, (for a "down brakes" signal on the wheel J2) the pinion G, and
cam H, will nearly, but not quite, have made two revolutions, and the spring I will
have been wound up to the same extent. The cam H, is now revolved by the
spring I, in the proper direction for turning the signal wheels, but the tooth h³, not
having been caught at its incompleted second revolution by the pawl h, the said
signal wheels remain stationary, until the tooth h¹, on beginning to retrace its first
revolution, meets the pawl h, and, carries it and the signal wheels with it to the
end of the revolution.
Should a locomotive, from any cause whatever, remain on the track in such a
position that the rod B is kept elevated by an inclined plane or if the rod is
purposely lifted, as hereinafter described by means of the hand lever E¹, the alarm
mechanism will quietly remain at rest until the locomotive moves from the spot,
or until the hand lever is released, when the proper signal corresponding to the
height to which the rod was lifted will be given.
To prevent the side or up and down motion of the locomotive, when running,
from affecting the nature of, or causing the wrong signals to be given, the inclined
alarm planes are made somewhat higher than would be just necessary, if the
locomotive were stationary, to throw the nose of the cam m far enough to be
retained by a tooth of the gravity catch N, so that the nose of the cam m, will be
moved a little further along the catch N, but not far enough to fall into the next
tooth, thus insuring the rendering of the proper signal.
It will be seen from the above that when the rod B is raised through the agency
of an inclined plane or other elevation, it does not give a signal, but merely
increases the tension of the springs.I and D, and it is not until the friction roller
or wheel C has left the elevation that the signal wheels begin to revolve and the
signal is given. Consequently the signal mechanism is not subjected to shocks or
concussions and the signal wheels can revolve with perfect regularity, and are
enabled to give perfect, uniform and distinct signals, regardless of the speed of the
train or the length of the alarm planes. As the duration of the signals given, or
in other words, the length of time occupied by the signal wheels in making one
revolution, can be varied by regulating the tension of the actuating spring or the
weight of the rod B, this fact can be used to advantage by making the period of
revolution of the signal mechanism shorter in express, and longer in freight
engines.
This can be done without changing the character of the signals, and will be a
sure indication of the class of trains by which they are given. All the working
parts of the alarm mechanism being enclosed within its case A, the entrance of
dirt and dust are prohibited.

page_text: To enable the engineer to
blow the whistle W by hand, as occasion may require,
I attach a cord terminating in a knob or handle, to the outer extremity of the
arm of the signal lever L. This arrangement will allow the whistle to be blown
without interfering with the signaling mechanism.
Instead of being connected to the lever of the locomotive whistle, the arm of the
signal lever may be provided with a knob or hammer at its outer end, said hammer
being adapted to strike a gong or bell secured preferably to the side of the case A.
When this construction is used, I prefer that the hammer of the signal lever
strike the gong upon entering a notch or depression of the signal wheels, the spaces
between the strokes being determined by the length of the elevations.
I do not restrict myself to the mechanical opening and closing of the whistle
valve by the movement of the signal lever L, or the mechanical ringing of a bell
or gong by said lever, as the signal wheels J J and J', may form part of an electric
circuit, in which an electro-magnet and a suitable electrical generator or battery is
placed, the armature of said electro-magnet being attached to the whistle operating
lever w,
while the circuit is completed by an insulated contact spring or brush which
takes the place of the signal lever L, and bears against the periphery of the signal
wheels, the electrical circuit being made and broken by the elevations and
depressions on the signal wheels. When this construction is employed a con-
siderable saving can be effected in the size of the signaling mechanism and in the
strength of power required to operate it.
Having thus fully described the alarm mechanism, I will next proceed to describe
that for automatically stopping the train when the open drawbridge or misplaced
switch alarm is disregarded by the engineer.
The collar E, on the vertical rod B, has two cylindrical projections e e¹. These
projections are adapted, when the rod B is raised to its highest point or the height
required to transfer the signal lever L to the last signal wheel J%, to come in contact
with and lift the forked end o', of a bell crank lever O, pivoted at o², to the side of
a locomotive. (See Figures 2 and 23.) To the other arm o³, of the lever O, is
pivoted one end of a rod q, connecting at its opposite end with a crank Q, which
crank controls the supply of steam to the cylinders of the locomotive, by means
of a cock or valve in the steam supply pipe, said valve or cock being preferably
connected to the crank Q by a rod extending through an opening in the side of the
fire-box of the locomotive, although any other method of connecting said valve or
cock with the crank Qor' rod q will answer, according to the particular build or
construction of the locomotive. Extending from the other side of the bell crank-
lever O, is another rod q', which is pivoted to the wheel or lever Q₁ leading to the
air, vacuum or other brakes on the locomotive. A spring o, one end of which is
fixed at o¹, to the side or other convenient point of the cab, holds the lever O against
a stop o³ on the retaining lever O¹. This retaining lever is slightly flexible, and
constantly bears against the upper arm of the bell crank lever O, and it is secured
at its lower end to the floor or side of the cab. Near the upper end of the lever O¹,
one or more retaining teeth o are formed, which hold the arm of the bell crank
lever when it is raised by the collar E.
A cushion or stop e³, also limits the downward motion of the rod B, which is
held at such a distance above the rails that the wheel C will clear all frogs,
switches etc. that may be in the way, and assists in arresting the progress of the
signal wheels.
"3
or
From the above it will be seen that when the roller C ascends a "stop
"down brakes" plane or elevation, the rod B is lifted until the wiper cam throws
the signal lever to the wheel J. While this is taking place, the projections e e¹,
on the collar E, lift the arm o¹ of the lever O, whose other arm o³ moves the rods q
and q', respectively, a sufficient distance to shut off the steam and apply the brakes.
The rod B now makes its descent, and as it does so the signal wheel J' gives the
"down brakes "signal on the whistle W. Meanwhile the arm ol is being held in
its elevated position by one of the teeth of, on the retaining lever O', springing

page_text: under it, and in this manner keeps the steam shut off and the brakes on until the
train comes to a full stop, when the engineer, by slightly pulling the handle at
the upper end of lever ¹, may release the lever O, which will then, owing to
the spring o, resume its proper position and restore the crank and brake-wheel Q¹
to their normal condition.
The extent to which the steam may be cut off and the brakes applied can be
varied according to the locality or the degree of danger present by slightly changing
the height of the " down brakes" or "stopping" inclines, in order to throw the arm o¹
into any desired tooth of the retaining lever O¹. The rods q q¹ are so adjusted with
reference to their respective valves and the bell crank lever O and teeth o, that
when the arm o¹ is held by the lowest teeth, the steam opening only is partly
closed, when the arm o¹ is lifted high enough to be engaged by the second tooth,
the supply of steam is further diminished and the brakes partially applied; while,
when the arm o¹ is engaged by the third or uppermost tooth the admission of steam
to the cylinders is completely cut off and the brakes fully applied.
In order to permit the signal mechanism to be thrown out of action by the
engineer, if it be desired for any reason that the whistle should not blow at
the usual points, as for instance, in passing through villages at night when the
inhabitants are asleep etc., 1 employ a hand lever E¹, pivoted to the side of the cab,
which may be operated by the engineer to elevate the rod B and its wheel or
shoe C sufficiently to escape the road or highway crossing inclines or elevations.
The lever E¹ is retained in the position in which it is placed by the engineer by
one of a series of trip catches, not shown in the drawings, that are secured to the
side of the cab, which catches are so arranged as to hold the lever E¹ in such a
manner that the wheel C will remain elevated out of contact with any desired
number of crossing inclines until released by the engineer.
If however, it should happen that while the roller C is so held out of contact
with the crossing, station or other fixed inclines, and tho train should meet a
"misplaced switch" or " down brakes" incline in its elevated or "danger" position,
the rod B will be lifted an additional height, releasing the lever E¹ from its trip
catch, and the rod B being now free to descend, will revolve the signal wheels and
cause them to give a "misplaced switch" or " down brakes" signal, as the case may
be, on the whistle, and if the latter signal, will also at the same moment shut off
the steam and apply the brakes.
I have until now confined my description to the alarm signal and train stopping
mechanism carried on the locomotive, and will now describe the inclined planes,
the switch and drawbridge mechanism and connections through which the alarm is
operated.
Referring to the drawings S, Figures 7, 8 and 11 represent, respectively, a top
and side sectional view of a fixed double inclined plane, such as are used for a
crossing or station signal. In order to combine lightness with strength and rigidity,
I prefer to make the cross-section of these planes in shape of an, increasing in
height as it nears the centre and diminishing toward both ends. These planes, as
well as the others about to be described, are inclined from both ends, where they
are level with the upper surface of the rail toward a point at or near the centre,
where they are highest, in order that the wheel or shoe C may readily ascend the
planes whether the locomotive is run forward or backward. In some cases, however,
it is preferred to make the highest point of the incline considerably nearer to one
end, as shown in Figures 7 and 8, the longer or more tapering section facing in the
direction of approaching trains. The planes S are firmly secured to the cross-ties
at such a distance from the crossing or railway station as to give ample warning
to persons at such crossing or station of the approach of a train.
At T, is shown a form of alarm plane capable of being raised or lowered when
the drawbridge or switch is opened or closed. Its operation is clearly shown in
Figures 7 and 9. When depressed, its highest point is level with the surface of
the rail, but when raised, is seven inches, or, when this form is used for stopping
the train, is nine inches, comparatively, above the surface of the rail. The cross

page_text: section of this elevation is preferably in the form of a T, increasing in height toward
the centre, as shown in Figure 12. On the plane T are secured two pins t¹ t¹, one
near each end, to which respectively, one end of a weighted lever T¹ is pivoted.
The levers TT¹ are in turn supported at or near their centre on two pivots or
shafts tt, secured to a metal plate to, that is attached to the ends of the cross-
ties ¹.
2"
To this plate are also secured in a suitable position two projecting pins or
stops. These stops are intended to limit the motion of the levers T¹ T', and
are so adjusted with reference to the form of the levers, that they will come into
alternative contact with both the upper and lower arms of said levers. When the
plane T is elevated, its entire weight is supported by the shafts tt, and the
stops t* (* serve to brace it against the impact of the sliding rod B, of a locomotive
approaching in the direction of the arrow, while when the plane T is depressed,
part of its weight is supported by the stops tt, which also limit its descent. The
beavy ends of levers T T nearly counterbalance the weight of the inclined plane T,
and the form of said levers is such and their weight is so disposed as to require but
little additional power at the switch lever to, to operate said plane.
The operation of the devices shown in Figures 6 and 9 may be briefly described
as follows: To the draw-bar of the switch lever t5, is secured a link to, connected
to one arm of a bell-crank lever t7, that is pivoted at one side of the track, and
whose other arm is connected to one end of the inclined plane T by means of a
wire rope or cable c. To the opposite end of the plane T is secured another rope c,
that connects in a similar manner with a second or distant alarm plane, if two be
used, but in case of two not being used, then with a returning bar X moving in
guides, which bar may be surrounded by a spiral returning spring a, as in
Figure 6, or it may connect with the signal post X1, Figures 16 and 17 to be
hereafter described. When the switch rails are moved from the main line to
the siding, the rope or cable c, through the agency of link to and bell crank lever t',
is pulled toward the switch, raising the alarm plane T and compressing the spring a.
The alarm plane T will remain elevated until the switch is moved back to the
main line, whereupon the spring x will be at liberty to expand and depress the
plane T.
In some instances I prefer to dispense with the spring x and returning bar X
for this form of alarm planes, as the weighted arms of the levers T¹ T¹, if made
as shown in Figure 9, will when the plane T is not held elevated by the switch,
throw the centre of gravity of said plane to one side of their pivots, after which
the plane T will sink into its normal position, as indicated by the dotted lines, by
virtue of its increased weight.
I do not, however, confine myself to this mode of operating the alarm plane, but
prefer, especially when two or more inclines are used, to reverse the operation of
the alarm planes, as here described, in such a manner, that the counterweighted
levers TT, or the spring x will normally act to elevate the plane instead of
depressing it, and that the cable c will hold the plane in a depressed position
against the upward pressure of the weighted levers or spring when the switch
rails are at safety, the planes being elevated by the said weighted levers or spring
when the pressure or pull on the cable c is relaxed by moving the switch rails to
danger, as shown in Figure 20. By this construction, which may also be applied
to the drawbridge mechanism and inclines connected therewith, the alarm planes
or inclines will be automatically elevated to give an alarm signal on an approaching
train in case of an accidental injury to the switch or drawbridge mechanism, or a
break in the cable c.
Figure 10 represents a form of alarm plane, which is used in connection with
that just described, when a series of two or more planes are used. In this form of
signal plane provision is made for expansion and contraction of the operating rope
or cable, and as this form of plane is principally intended for distant signals, the
working parts are all enclosed in a narrow rectangular box or casc U, preferably of

page_text: iron or other metal, to protect them from injury by dirt, snow, rain etc. To the
upper ends of two short links u u, whose lower ends are pivoted to pins in the
case U, are pivoted two weighted arms or levers U¹ U', linked at the extremities
of their longer arms to a common vertically guided, supporting bar u³, extending
through a rectangular opening in the top of the case U, and terminating in a
friction roller u³. The shaft of this roller extends across the interior of the case U
and travels in and is guided by two vertical grooves or guides uº on opposite sides
of said case when the supporting bar is reciprocated. A cam or shoe U2, capable
of moving longitudinally upon a rail or guide u, having uprights or stops us us at
its ends, has two or more horizontal steps u u³ formed at different heights on its
upper surface, said steps being connected by a gradual incline with each other.
A wire rope, chain or cable c c, entering at each end of the case U, is guided over
grooved pulleys c¹ c¹ in the ends of said case and fastened to either end of the
shoe U. When in its normal position, the shoe U2 is drawn back as shown, and
the vertical support u³, owing to the weight of the long arms of the levers being
slightly in excess of that of their shorter arms, rests upon the lower step u of the
said shoe, and the arms U₁ U lie perfectly level upon the top of the case U. When
now the cam or shoe U2 is moved forward by the tension exercised on the rope or
cable c, by the opening of a drawbridge, which will shortly be described, the shoe
or roller u³, at the end of the vertical support u³, will gradually rise upon the
inclined face of the shoe U until it rests upon the upper step us, lifting the signal
arms UU with it; the links u¹ u¹ moving forward sufficiently to compensate for
the difference in length of the signal arms with respect to the case U when they
are raised in the centre, until all the parts are in the position shown by the dotted
lines in Figure 10, in which position the arms U U₁ form a double inclined plane
of the proper height to give a drawbridge alarm signal. When the shoe U2, which
is shown in this Figure as moving upon rollers us, is moved backward by the
returning bar X, the arms U¹ U and supporting bar u³ descend until the wheel
or shoe us again rests upon the lower step and all the parts resume their normal
position.
Instead of using the compensating links u¹ u¹, the arms U¹ U₁ may be supported
or pivoted on shafts extending from side to side of the case U, said case or arms
being provided with short slots within which the shafts may slide. The steps u*u*
are made somewhat longer than necessary to support the arms U₁ U', in order to
allow for changes in the length of rope c, due to expansion and contraction.
The case U is intended to be sunk into the road bed alongside the track, so that
its upper suface will be level with that of the rail. To prevent the feet of road
employes and others from being accidentally caught in the space between the rail
and alarm plane, I place a filling of wood or other substance within said space
so as to leave the upper surface of said filling flush with the upper surface of the
track rails as shown in Figures 12 and 13, or allow the top of the case U to extend
on one side and cover said space.
Figure 14 is a detail section of the upper part of the case, showing the
longitudinal slot u and the cross section of the longer arms U₁, and the position
occupied by them when resting upon the curved top of the case U. The rope or
cable c, running into the case Ŭ, is protected by a box or tube c², as in Figure 21,
and if desired the whole length of said rope or cable, which is suitably supported
at intervals upon friction rollers c³, may be so protected.
I shall next proceed to describe the devices connected to the drawbridge by
which the alarm inclines, and consequently the signal and safety mechanism on the
locomotive, are operated in case of danger from an open drawbridge. Although
the devices here shown for this purpose are specifically described in order to show
their construction and operation when applied to this system, I desire it understood
that in operating the alarm signaling and train stopping mechanism I do not limit
myself to the particular form and arrangement of devices set forth, but may employ
other constructions, which, while not departing from the nature or limits of this
invention are better adapted to the requirements and regulations of different

page_text: roads, and to various other forms of danger which it may be desired to guard
against.
Figures 15 and 16 of the drawings represent the two terminals of a drawbridge
alarm signal system, the alarm planes or elevations being interposed between the
broken ends of the wire rope or cable c c.
Figures 18 and 19 represent diagrams, respectively of the under side of a
drawbridge when closed and open.
Figure 21 is a general view, in three parts, of a drawbridge and the system of
alarm planes connected therewith.
Figure 15 is a side view of the apparatus attached to the bridge for operating
the wire rope or cable c which leads to the alarm planes. A draw-bar V, moving
in guides v vsecured to the bottom of bridge V₁, is provided at its outer end with
a friction-roller and near its inner end, to which one end of the cable c is
fastened with a shoulder v¹. To a projection on the draw-bar V is secured one end
of a chain v, which after passing over a pulley v², at the lower end of the guide v³,
supports a weight v at its other end. The draw V2 of the bridge is provided with
a double inclined guide V³, against which the draw-bar roller v³ is held by the
weight v.
Figure 16 represents an apparatus which is used at the distant end of the cable c,
of a draw-bridge or switch signal system for returning or depressing the alarm
elevations to their normal position, and differs from that shown in Figures 6
and 22, in that a weight instead of a spring is used, said weight at the same time
displaying a visible signal to indicate the condition of the switch or draw-bridge.
A draw-bar X, moving in guides xx, placed alongside of the track at the end
of the series of alarm planes or elevations and connected with said elevations by
the cable c at one of its ends, has a chain X' secured to its other end, which chain
passes under a guide wheel ³, at the foot of a hollow post X', placed at one side of
the railway track. This chain is secured to a small chain wheel x, that is keyed
to a horizontal shaft running through the post X¹ near its upper end. On the
same shaft is keyed a large sector to which one end of a second chain ³ is
fastened. This chain is passed around the arc of the sector in an opposite direction
to the chain X³, and supports a weight X³, at its lower extremity. One end of the
shaft extends through the side of the post X, and supports a visible signal X*,
that is normally concealed behind the screen x'.
The operation of the devices just described is as follows. When the draw V2
opens and the inclined guide V³ passes in front of the roller v³, the draw-bar V,
with the cable c, is gradually drawn out under the influence of the weighted bar V
until its further movement is arrested by the shoulder coming against the
guide v. At the same time the series of alarm planes are being raised and the
returning bar X drawn out with its chain X2, said chain turning the shaft a³ one
fourth of a revolution, causing the visible signal arm X to project at right angles
to the post X', as in Figure 17. The sector being likewise turned one fourth,
(in such a manner that its arc is turned from the side to the top of the shaft) lifts
the weight X³. The parts are held in this position by the weight v. Now when
the draw-bridge closes, the inclined guide Vs again comes in contact with the
wheel or shoe v³ of the draw-bar V, causing said wheel to ride upon its inclined
surface as the draw closes, thus forcing the draw-bar V backward and lifting the
weight v. The cable c, being relieved from the tension of the draw-bridge weight v
on side side, is now acted upon by the returning weight X³ in the post X¹, which
descends, winds up the chain X', draws back the returning draw-bar X and
depresses the alarm elevations to which it is connected by the cable c, and at the
same time allows the visible signal X to sink behind the screen x7.
In addition to the alarm planes and distant signal before described, I make use
of a home signal situated at the entrance to or immediately in front of the draw
of the bridge. This signal is operated by the same mechanism before described,
and gives notice both by visible and audible signals, of the state of the draw V³.

page_text: By referring to Figures 20, 21 and 22, Y will be seen to represent a tubular
signal post, preferably of cast iron, having a screen y formed on one of its sides,
between which and the post a signal arm Y is free to turn. This signal arm may
be made of wood or light metal, and is fixed to the end of a shaft y¹ running
through the upper portion of the post Y. To the shaft y¹ are firmly secured a
chain wheel y having pins y³ in its circumference said pins being adapted to
engage with the end of a spring bell hammer y', one end of which extends through
the wall of the post Y, and is adapted to strike a gong or bell Y³, secured to the
side of said post, and a bevel gear wheel y, the latter meshing with a similar
wheel fixed to the lower end of a vertical shaft y extending through the top of the
signal post, said vertical post bearing a signal lamp Y2 at its upper end. A chain y',
having a spring or weight Y* at one end, is passed around the chain wheel y³ and
When
its other end secured to the draw-bar V, attached to the draw-bridge VI
the draw-bar V is drawn outward by the opening of the draw, the chain y turns
Meanwhile the
its wheel or sector y until it has made one fourth of a revolution.
pins y, on the wheel or sector y³, engage with the end of the bell hammer y*,
causing it to strike a succession of blows upon the gong Y³. At the same time the
signal lamp Y is turned one fourth of a revolution, and the signal arm Y¹ is
turned from a vertical to a horizontal position, as shown in Figure 22, in which
position they will remain until the draw-bridge closes, whereupon the weight Y'
returns the lamp Y, and signal Y¹ to their original or "safety" position, ringing
the gong Y as it does so to notify a waiting train, by. an aubible signal, that the
track is clear.
By referring to Figure 21, which gives a general view of the draw-bridge system
in its normal or safety position, it will be seen that the weight v operates, through
the medium of the wire rope or cable c, first the home signal Y placed at or near
the draw-bridge, second the train stopping alarm plane T, which is of the proper
height to operate the train stopping mechanism on the locomotive, and is placed at
a suficient distance from the draw to allow the train to come to a full stop when
acted upon by said plane before reaching the home signal Y; third the inter-
mediate alarm plane U, which is somewhat lower when elevated than the "train
stopping" or "down brakes" alarm plane, and is situated two hundred yards, more
or less, from the plane T; fourth the distant alarm plane U, which is of the same
height as the intermediate plane, and like it, causes an open draw-bridge signal to
be given on the whistle of an approaching train, and fifth, the returning spring, or
in lieu thereof, the distant signal and returning weight X and X³.
The returning weight X³, exerts a sufficient pull upon the draw-bar X and
cable c to easily draw back the shoes U2, of the alarm planes U and U, and over-
come the friction of the cable, which may be of comparatively small diameter.
The draw-bridge weight vis heavy enough to overcome the friction of the cable c,
elevate the alarm planes, and wind up or lift the returning weight X3, at the end
of the series of planes. By the use of these two opposing weights, the cable c is
coustantly held taut, and any ordinary changes in its length due to difference
in temperature are amply compensated for by the construction of the alarm
planes Ù.
The operation of the system of draw-bridge signals just described is as follows:
When a locomotive approaches an open draw-bridge it first comes to the distant
alarm plane U¹, which gives a draw-bridge alarm upon the whistle of said loco-
motive, and is a signal to the engineer to continue at slower speed to the next
plane. Should the draw be closed in the interval, the second plane U will give no
signal, and the engineer will continue his way unobstructed across the bridge.
Should the drawer, however, be still open, the said plane will repeat the alarm on
the whistle, upon which the engineer will come to a full stop before reaching the
"down brakes" plane T, within hearing and in view of the gong Y³, and the home
signal Y. The train will remain here until the bridge closes, whereupon the alarm
planes descend, the sigual arm Y¹ and lamp Y* return to the "safety" point, and

page_text: the gong Y³ rings to call the engineer's attention to the fact that the track is clear,
and that he may proceed.
"
Should the engineer, from any cause, fail to obey the warning signals of his
whistle, and continue past the intermediate plane U without stopping when the
bridge is open, the train will be automatically stopped upon reaching the alarm
plain T, which in the manner hereinbefore described, shuts off the steam, puts on
the brakes, and gives a "down brakes or other signal on the whistle W of the
locomotive.
In some cases it may be desirable to diminish the speed of the train in cases of
danger, instead of stopping it, or to first diminish the speed and then stopping its
motion after having proceeded a certain distance, as for instance, where the form of
danger present merely requires extra caution, or where real danger exists which
may at any moment return to safety before the train arrives within dangerous
proximity thereto, as in the case of the open draw-bridge system above described,
in which by making the intermediate incline somewhat higher than the distant,
but not as high as the train stopping incline, the train stopping mechanism will be
operated in the manner herein before described to automatically diminish the speed
of the train. While the train is proceeding at the slower speed between the inter-
mediate and the train stopping incline, the engineer is kept informed by the home
signal Y whether or not it is safe for him to continue. If the draw closes before
the train arrives at the train stopping incline, the signal post Y will so notify him,
and he may increase speed. If however the draw is yet open, he is required to
stop his train, which in case of neglect or disability on his part is done auto-
matically by the train stopping incline, which in addition gives a "down brakes "
signal to inform the conductor and brakeman of the occurrence. By this method,
the strain and wear incident to a sudden stoppage of a train in full motion is
greatly decreased, and, the speed of the train being already diminished, a complete
stop can be inade (if it is found necessary to stop) in a shorter space of time, and
consequently, the train stopping incline can be placed nearer the draw or other
point of danger.
The devices shown in Figures 24, 25, 26 and 27 illustrate as before stated certain
modifications in the construction of the devices employed in Figures 1, 2, 3, 4, 5
and 23. In this modification, the teeth b, of the vertical guided bar B, engage
directly with the pinion G which is fixed to the shaft carrying the ratchet or
cain H, the intermediate gearing being dispensed with; and in place of the fly K,
I employ an air cylinder K, shown in Figure 27, the piston rod of which is con-
nected to the upper end of the rod B, as shown in Figures 24 and 25, this air
cylinder is adapted to rapidly receive air under the piston as it ascends, and to
discharge it slowly as the piston descends, the speed capable of regulation by a
suitable valve. The said air cylinder is shown only in Figure 27. Further,
I substitute for the mechanism for shifting the signal lever L from over one signal
wheel to another, to give different signals with inclines of different heights, a
wedge shaped bar B, secured to the rod B, which strikes the bevelled end or face
of the hub of the signal lever and forces it backward. To admit of this change,
the shaft is enlarged in diameter and slotted for the reception of the wedge shaped
bar B.
A tooth B, on the hub of the signal lever L, eugages in its backward
motion, with a toothed lever N, which corresponds in its office, with the gravity
catch N, of the other construction. The tooth B is released from the toothed
lever N, as the rod B reaches its lowest position, by means of a pin B, which comes
in contact with an arm B, forming a part of the toothed lever N.
In Figure 26 are shown the five signal wheels employed in the modification, and
the character of the blasts of the whistle which these signal wheels produce is
indicated by the heavy broken lines forming a part of this Figure.
Figure 28, which is a modification of Figure 6, differs from the latter Figure in
that the bell-crank t is arranged in such a manner with reference to the switch
lever t, and the cable c with its incline or inclines, and the actuating spring x, that

page_text: when the switch rails r r are at safety, the spring is compressed; consequently if
the switch is misplaced, or the cable c broken, the spring a distends and elevates
the incline or inclines.
Having thus fully described my invention, what I claim is
1. The within described system of automatic alarm signals and safety devices for
railway trains, consisting of a series of fixed and movable inclines or elevations of
different relative heights placed at different points alongside of a railway track, a
signal mechanism carried on a locomotive or train capable of being operated by
said elevations to give audible signals differing in their form and nature according
to the height of the inclines causing them, a train stopping mechanism also carried
on the locomotive adapted to be operated by the highest of the inclines or elevations
to control the movement of, or stop a train, in case of danger from an open draw-
bridge or other source, actuating mechanism connected to a draw-bridge or
switch and designed and adapted to automatically elevate the aforesaid movable
inclines or elevations connected therewith when the draw-bridge or switch is opened
or moved, and one or more visual signals, substantially as described, operated by
said actuating mechanism, for the purpose set forth.
2. Au audible signal mechanism for railroad trains carried on a locomotive or
train, in combination with a series of inclines or elevations of different heights
placed alongside of a railway track, said mechanism being complete in itself to give
or produce directly a number of definite, audible signals, varying from one another
in their specific form and nature, and being set for the purpose by said inclines
or elevations, said signals being regularly and uniformly given in a pre-determined
space of time, regardless and independent of the speed of the train, substantially as
set forth.
3. In a railroad signal system, a signal mechanism containing a number of signal
wheels carried on a locomotive, combined with mechanism placed along the railway
for causing said signal wheels to give a number of audible signals of different
specific form upon a whistle or bell on said locomotive.
"
"
4. In a railroad signal system, a signalling apparatus containing a number of
signal wheels designed and adapted to give or produce, respectively, a ' crossing,"
"station," "misplaced switch," open draw-bridge" and "down brakes" signal
on the whistle of a locomotive, combined with devices placed at or near such
crossing, station, switch and draw-bridge, and adapted to operate said signaling
device for the purpose of giving or producing such signals.
5. In an audible railway signal system, a signalling apparatus designed and
adapted to give audible signals of definite, predetermined form upon a moving
locomotive or train, said signalling apparatus being provided with a governing or
timing device whereby the length or duration of the resulting signals inay be
controlled or regulated.
6. In a railway signal system, the combination with inclines or elevations
adjacent to the track rails, of a signalling apparatus designed and adapted to be
operated by said inclines to give a series of audible signals each signal consisting
of a succession of long or short blasts or a combination of both-upon the whistle
of a locomotive, and a regulating or timing device for controlling the operation of
the signalling apparatus and cause it to give its signals in a uniform manner and
within a predetermined interval of time, for the purpose set forth.
7. An audible signalling apparatus for railroad trains carried on a locomotive or
train, said apparatus having one or more sigual wheels and mechanism adapted to
revolve said wheel or wheels and cause them to produce audible signals upon a
whistle or bell on said locomotive or train, said apparatus being also provided with
a suitable regulating device for regulating and controlling the motion of the signal
wheels and thereby enable them to produce uniform and regular siguals, as set
forth.
8. In an audible signalling or alarm device for railroad trains the combination of
a vertically guided rod or bar terminating in a shoe or wheel adapted to ride upon

page_text: inclines or elevations alongside or adjacent to a railway track, an actuating spring
(or its equivalent weight) adapted to be compressed or wound by the said rod
when it is elevated by one of the inclines or elevations, and a suitable signalling
mechanism capable of giving a number of dissimilar, arbitrary signals and designed
and adapted to be set in motion and operated by said spring or weight to give one
or more of such signals when the wheel or shoe has left the incline or elevation,
'substantially as and for the purpose set forth.
9. In an audible signalling or alarm device for railway trains, the combination
with inclines or elevations alongside of or adjacent to the track rails, of a vertically
guided rod or bar attached to a locomotive or train and adapted to be elevated by
said inclines to different heights, and a signal mechanism operated by the descent
of said bar to give one of a code of arbitrary signals upon a whistle or bell on said
.locomotive or train.
10. In an audible signalling or alarm device for railroad trains, the combination
with inclines or elevations along the track, of a vertically guided rod terminating
at its lower end in a shoe or wheel adapted to ride upon said elevations, a suitable
mechanism for imparting or utilizing the upward motion of the rod to wind or
increase the tension of a coiled spring, one or more signal wheels adapted to be set
in motion by the said spring, a signal lever for operating the steam whistle of or a
bell or gong on a locomotive, and means for automatically changing the form of
signal given by the signalling or alarm device, substantially as and for the purpose
set forth.
11. In an audible signalling or alarm device for railroad trains, the combination
with elevations or inclines placed along a railway track, and a spring pressed or
weighted rod or bar on a locomotive adapted to be raised vertically by said
elevations or inclines, of a retaining hand lever E, to enable the engineer or driver
to lift the said rod or bar above said elevations when it is not desired that an alarm
should be given, substantially as set forth.
12. In an audible signalling or alarm device a series of signal wheels having
elevations and depressions in their periphery, means for revolving said wheels, and
means whereby when the wheels are revolved arbitrary signals can be given upon
a whistle, bell or other sonorous body.
13. In an audible signalling or alarm device, a series of signal wheels having
elevations and depressions in their periphery, means, substantially as set forth, for
revolving said wheels, and mechanism for automatically locking or arresting the
motion of the signal wheels when they have completed one revolution, for the
purpose set forth.
14. An audible signalling or alarm device having a series of two or more signal
wheels provided with elevations and depressions in their periphery, a suitable
signal lever or brush capable of being automatically transferred or moved to the
proper signal wheel for giving any desired signal, and means, substantially as
described, whereby the signal lever or brush is enabled, when the signal wheels are
revolved, to give a series of signals corresponding to the elevations and depressions
on the signal wheels upon a whistle, bell or gong, substantially as specified.
15. The combination, with an audible signalling or alarm. device having one or
more signal wheels and suitable spring impelled mechanism for operating said
wheel or wheels to give a signal upon a whistle, bell or other sonorous body on a
locomotive, of one or more inclines or elevations placed along the roadway to wind
said spring by elevating a depending mechanism carried by the locomotive,
substantially as and for the purpose described.
16. The combination, with an audible signalling or alarm device having one or
more signal wheels, and a signal lever operated by the said wheel or wheels to
give one or more signals on a steam whistle or other sounding body when the said
wheel or wheels revolve, of the rope or rod attached to said eignal lever, and the
knob at the extremity of said rope, whereby the whistle or other body can be
sounded by hand when desired without interfering with or disturbing the signalling
-apparatus, as set forth.

page_text: 17. In an audible signalling or alarm device for railroad trains, the combination
with inclines or elevations along a railway track, and a sliding bar or rod terminating
in a friction roller or shoe at its lower end, carried on a locomotive and adapted to
be raised vertically, of a rack or teeth b, and a lever F, having a toothed segment
or sector at either end, substantially as and for the purpose described.
18. The combination, with inclines or elevations along a railway line, a sliding
bar carried on a locomotive, and a lever provided with a toothed sector at either
end, of a gear or pinion G adapted to be revolved by one of the sectors of. said
lever when its other sector is engaged by said sliding bar, and a coiled spring I,
adapted to be wound when the pinion G is rovolved, substantially as and for the
purpose described.
19. In an alarm or signalling device the combination with the shaft g, pinion G,
and an actuating spring or weight of a ratchet or cam H, having a single tooth
or depression h, and a pawl h adapted to come in contact with said tooth or
depression when the shaft g has made a complete revolution, substantially as
described.
20. In an alarm or signalling device, the combination of a sliding lever and two
or more signal wheels provided with a common notch or opening in their periphery,
across which.the lever may slide.
21. The signal wheels J J J, provided with elevations and depressions in their
periphery and having a notch 1, extending across the face of said wheels, in
combination with a signal lever adapted to be moved along the line of said notch
to either of said wheels, substantially as and for the purpose set forth.
22. The signal wheels J J J, turning loosely upon the shaft g, and having a
common notch at a suitable point in their periphery, a spring pressed signal
lever capable of being moved back and forth in line with said notches, means for
transferring or moving the signal lever to the desired signal wheel, and means for
retaining said lever in position over such signal wheel until said wheel has
completed its signal, substantially as and for the purpose specified.
23. In an alarm or signalling mechanism, the combination with the spring I,
and the signal wheels J J J, of the regulating mechanism, consisting of the fly or
fan K, driving gear K, intermediate gearing K K and K, and the sleeve f, to
enable the gears K and K to revolve on shaft ƒ independently of the motion of
said shaft, substantially as specified.
24. The combination with the signal wheels, of the sliding signal lever L, baving
one end of its hub tapered, substantially as and for the purpose set forth.
25. The combination with the lever w, of a steam or other whistle, of one or
more revolving signal wheels having elevations and depressions in their periphery,
a signal lever held in contact with one of said signal wheels and adapted to rise
and fall as the elevations and depressions of the signal wheels pass under it, and a
rod or cord connecting said signal lever with the whistle lever, for the purpose of
imparting to the latter the motion given to the signal lever by the elevations and
depressions of the signal wheel or wheels.
26. The combination, with the signal wheels and the signal lever, of a cam for
moving said lever to the proper signal wheel for giving a desired signal, and a
spiral spring for returning the signal lever and cam to their normal position after
the signal has been given, substantially as set forth.
27. In an alarm or signalling mechanism for producing audible signals, the
combination with the signal wheels, the movable signal lever and the spring
bearing against said lever, of a cam to transfer the signal lever along the signal
wheels, and a retaining catch having teeth corresponding to the number of signal
wheels and adapted to retain the signal lever in proper position, substantially as
and for the purpose set forth.
28. The combination with the signal wheels, the movable signal lever, the spiral
spring bearing against said lever, the transferring cam, and the gravity catch, of
the releasing cam P, the lever N having a hook p, capable of rising upon the
releasing cam, and a rod n, connecting the lever N with the gravity catch; and

page_text: adapted to be raised by the cam P at every revolution of the signal wheels to
release the transferring cam m by lifting the gravity catch, substantially as and
for the purpose set forth.
29. In combination with the signal wheels and regulating gearing, the lever N
having a hook p adapted to fall into a notch or recess formed in or placed on the
side of one of the signal wheels to arrest the progress of said wheels at the end of
each revolution, substantially as described.
30. The combination with the lever N, having a hook p, and an arm p, and the
hook p and recess p, of the trip lever, and the pin or stud p to release the signal
wheels from the retaining hook p, as set forth.
31. The combination with the signal wheels and their operating mechanism, of
the caui P, lever N, rod n and gravity catch N, substantially as and for the
purpose described.
32. In an alarm or signalling device for producing audible signals, the com-
bination with the sliding bar or rod, spring I, pinion G, toothed cam H and
pawl h, of a double segmental toothed lever F, having a small sector b to engage
with a rack or teeth on the sliding bar, and a large sector g for turning the
pinion G, said large sector being provided with twice the number of teeth
contained by the pinion, substantially as and for the purpose set forth.
· 33. In an alarm or signalling device, the combination with the rock shaft, of the
gravity catch, the transferring cam and a projecting arm on said shaft, by means
of which the transferring cam is moved to any desired tooth of the gravity catch,
substantially as shown and for the purpose specified.
34. The combination, with the gravity catch, the transferring cam, the rock shaft
and the projecting arın on said rock shaft, of an arm or guide attached to the
sliding bar or rack, said arm or guide being adapted to engage with and move the
rock shaft arm to varying distances when the bar or rack is moved beyond a
certain point, substantially as and for the purpose set forth.
35. The combination, with the signal wheels and signal lever, of the rock shaft
and transferring cam for moving said lever, and the gravity catch for holding said
lever to the desired signal wheel, substantially as and for the purpose set forth.
36. In an alarm or signalling device the combination with the signal wheels and
signal lever and a sliding bar or rack and suitable mechanism for operating said
wheels, of a rock shaft having a cam for moving said lever and a projecting arm
adapted to be moved by an arm or guide attached to the sliding bar when the
latter is lifted beyond a certain height, for the purpose set forth.
37. The sliding bar or rod B, provided at one end with a rack or teeth, in
combination with the signal wheels and their driving and regulating mechanism,
substantially as and for the purpose described.
38. In an audible signalling or alarm device for railway trains, the combination
with inclines or elevations alongside of a railway track, of a sliding bar or rod
guided in bearings on a locomotive and terminating in a shoe or wheel adapted to
ascend the inclines or elevations, a signalling mechanism containing one or more
signal wheels, also carried on the locomotive and designed to be operated by the
said bar to produce a signal while the bar is descending after having been elevated
by one of the inclines, and a spiral spring bearing downwardly against a collar on
said bar, substantially as and for the purposes set forth.
39. The combination, with elevations or inclines arranged alongside of a railway
track, of a vertically guided rod terminating in a shoe or wheel, supported in
bearings on a locomotive and adapted to be raised or reciprocated to different
heights by said inclines or elevations, a signalling mechanism capable of giving a
number of definite audible signals differing from each other in nature and import,
carried on the locomotive and adapted to be operated by the said rod to give any
desired signal, a train stopping mechanism, also carried by the said locomotive, and
a suitable collar or projection on said rod designed and adapted to come in contact 5
with and operate the train stopping mechanism to automatically stop the train

page_text: when the rod is lifted the proper height to cause the signalling mechanism to give
a "down brakes" signal, as set forth.
40. The combination, with a vertically guided bar designed and adapted to be
raised to various heights by a series of inclines, elevations or signal arms placed at
various points along a railway track, and a revolving signal mechanism, operated
by said bar to give audible signals upon a locomotive or train, of a lever
mechanism connected with and controlling the steam supply pipe and the air
vacuum or other brakes of the locomotivo or train and adapted to be operated by
said bar when it is lifted to its highest point for the purpose of controlling the speed
of, or stopping a railroad train, substantially as specified.
41. The combination, with the steam supply pipe and the air vacuum or other
brakes of a locomotive or train, of a sliding bar or rod attached to said locomotive
and adapted to be moved or reciprocated within certain limits by a series of fixed
and movable inclines or guides placed alongside of, and adjacent to the track rails,
for the purpose of causing audible signals or alarms to be given by a signal
mechanism carried by the locomotive, said signals varying in form and nature
according to the extent or limit to which the said bar or rod is moved by said
inclines, and a lever mechanism connected with said steam pipe and brakes, and
normally held out of action while the rod or bar is being reciprocated within the
ordinary limits for giving one or more audible signals, but which is automatically
operated by the said bar or rod to close or cut off the steam supply and apply the
brakes when the said bar or rod is moved to its fullest extent, substantially as
set forth.
"
42. In a train stopping and alarm device for railway trains, the combination,
with the steam supply pipe and brakes, of a sliding bar or rod attached to the
locomotive or train and adapted to be moved or reciprocated within certain limits
by a series of inclines or guides of different heights placed alongside of, or adjacent
to the truck rails, a signal mechanism, also carried by said locomotive or train; and
designed and adapted to be operated by the said bar or rod to cause or produce
audible signals of various forins on a whistle, bell or other sounding body on said
locomotive or train, said signals varying in form and nature according to the
extent or limit to which the said bar or rod is moved by said inclines, and a suitable
mechanism or apparatus connected with the steam pipe and brakes of said train,
and designed and arranged to be operated by the said bar or rod when a "stop"
or "danger" signal is given by the signal mechanism, or under conditions of
extreme or impending danger, to control and regulate the admission of steam to the
locomotive cylinders and the application of the brakes, but which is not designed
to be operated when the bar or rod is moved to cause ordinary "warning
cautionary" signals to be given by said signaling mechanism, as set forth.
43. The combination, with the steam supply pipe and the air, vacuum or other
brakes of a locomotive, of a bell crank lever, O, having rods qq, connecting with
cranks or levers QQ, controlling respectively, the supply of steain to the cylinders
and the application of the brakes, said lever being operated by a collar or projection
on a sliding bar or rod moving in bearings on said locomotive, when said bar or rod
is elevated the proper height by an incline or elevation alongside of the railway
track, as and for the purpose set forth.'
"
$3
or
44. The combination, with the bell-crank lever and intermediate lever mechanism
for shutting off the supply of steam and applying the brakes, of a retaining lever
having one or more teeth or notches to retain the arm of the bell-crank lever when
said arm is lifted, and thereby keep the supply of steam entirely or partially shut
off and the brakes fully or partially on, until released by the engineer, substantially
as set forth.
:
45. The combination, with the bell-crank lever O, the retaining lever O, and the'
intermediate lever mechanism connected with the steam supply valve and, the
brakes of a locomotive, of the spring o, for returning the bell-crank lever and
the lever mechanism connected therewith to its normal position when the bell-crank
lever is released from the teeth of the lever O, substantially-as shown;

page_text: 46. The double inclined plane S, of iron or other metal, having its cross section
in shape of an I, increasing in height as it approaches the centre of the incline, said
inclined plane being secured to the road bed at one side of a railway track at a
distance from a road crossing or station, in combination with a signalling device
having one or more signal wheels carried on a moving locomotive or train, and
designed and adapted to be operated by said inclined plane to give a "crossing" or
"station" signal upon a steam or other whistle on said locomotive or train, for the
purpose set forth.
47. In a railroad signal and safety system, the combination, with a railroad track
and a depending mechanism carried by a moving locomotive or train, of a series of
fixed alarm inclines or elevations permanently placed at different points of said
track and adapted to come in contact with and operate the depending mechanism
each time it passes said inclines, and a second series of pivoted or movable inclines,
also placed along the line of said track for the purpose of operating said depending
mechanism, but only adapted and designed to come into operative-contact with
said mechanism at certain times and under certain conditions, substantially in the
manner set forth.
48. The combination, with a railroad track and a sliding bar terminating in a
shoe or wheel carried on a moving locomotive or train, of a series of fixed and
movable inclines or elevations placed adjacent to the track rails and at different
points along the line of said track, said inclines being of different relative heights
with respect to each other, and designed and adapted to come into successive
operative-contact with the said sliding bar at the proper time for the purpose of
enabling it to produce a succession of predetermined, audible signals of different
specific forms and perform other operations, each resulting signal or operation
being dependent upon and determined by the proportionate height of the particular
incline or elevation by which it is caused, substantially as set forth.
49. A movable incline or elevation for giving automatic signals upon a moving
locomotive or train, consisting of the incline T, formed substantially as shown, and
having weighted levers T T at either end, said levers being pivoted to a frame or
plate secured to the cross-ties or road bed of a railway track, and stops tt, for
limiting the motion of the levers and the incline or elevation, substantially as
set forth.
50. The combination, with the plate t, secured at one side of a railway track,
the alarm incline T, and a rope or cable c, secured to the alarm incline for operating
it, of the weighted levers T T, formed substantially as shown to counterbalance the
alarm incline and aid in returning it to its normal position, and the stops t t to
limit their motion, substantially as and for the purpose specified.
51. The combination, with one or more movable inclines or elevations arranged.
alongside of a railway track, and designed and adapted to operate depending
mechanism, substantially as described, on a moving locomotive or train, of the
bar X, moving in guides x x, and the spiral spring x, substantially as and for the
purpose set forth.
52. In combination with a railway track, the case V embedded in the road bed
parallel with said track, and having signal arms V V, designed and adapted to form
a double incline when raised at their longer extremities, substantially as and for
the purpose described.
53. The combination, with the case V, the weighted signal arms and the
vertically guided support, secured to said arms, of the compensating links u u, as
and for the purpose set forth.
54. The combination, with the weighted arms and their operating mechanism, of
the metallic protecting case having a longitudinal slot or opening in its top, which
opening is normally covered by the weighted arms, substantially as shown and for
the purpose set forth.
55. The combination, with the protecting case, the weighted signal arms, the
compensating links and the vertical support, terminating in a shoe or friction wheel,
of a shoe or cam having two or more horizontal steps or rests at different heights,

page_text: Eaid steps being connected by one or more inclines, and designed to act as a support
for holding the signal arms firmly against downward pressure, when said arms are
either elevated or depressed, substantially as shown.
56. The combination, with the protecting case, the signal arms, the compensating
links, the supporting bar and the shoe or cam, of a wire rope, chain or cable secured
to either end of said shoe or cam, and friction pulleys secured at or near the ends
of the case for supporting or guiding said rope, chain or cable, substantially as and
for the purpose specified.
57. The combination, with the case, the signal arms, the supporting bar and the
rope or cable, of the shoe having horizontal steps at different heights, as described,
said steps being of sufficient length to compensate for expansion and contraction of
the rope or cable, and of a longitudinal guide, rail or plate having stops at the
extremities, upon which the shoe may move, substantially as described.
58. The combination, with a fixed or movable projection or elevation placed at
the side of a railway track, designed to operate or give an audible signal. upon a
locomotive or train, of a filling of wood or other suitable substance between said
elevation and one of the track rails, said filling having its upper surface level with
the upper surface of said track rail, substantially as and for the purpose set forth.
59. The combination, with an operating bar or lever in connection with a
railway switch or draw-bridge, of two or more movable inclines, elevations or
signal arms capable of being raised to different relative heights, for operating a
suitable mechanism on a moving locomotive or train to give audible signals or
perform other operations corresponding to or depending upon such various heights,
a rope or cable connecting said inclines, elevations or signal arms with each other
and with the operating bar or lover of the switch or draw-bridge, and a suitable
compensating device for enabling said operating mechanism to move said inclines,
clevations or signal arms to their respective positions, without regard to the
expansion and contraction of said rope or cable, as and for the purpose set forth.
60. In an automatic alarm signalling and safety system for railway trains, the
combination with an operating bar or lever in connection with a railway switch or
draw-bridge and a locomotive or train provided with a signaling device capable of
giving a series of audible signals differing from each other in form and nature, said
locomotive or train being also provided with a suitable device for controlling the
supply of steam to the cylinders of the locomotive and the application of the brakes.
of said train, and a sliding bar or rod moving in bearings on said locomotive and
suitably connected with and adapted to operate said devices, of two movable alarm
inclines or elevations, differing in height, placed alongside of a railroad at a distance
from each other and from the switch or drawbridge, and means whereby, when the
switch is moved from the main line, or the draw is opened, the alarm inclines are
simultaneously elevated to come into successive contact with and lift the sliding
bar on a locomotive approaching the switch or bridge, thereby causing the
signalling device first, to give a misplaced switch" or an open draw-bridge
alarm signal as a warning to the engineer to slow up or stop, and then if this
warning is not obeyed before reaching the second incline, causing the latter to give
a "down brakes" alarm signal, and at the same moment operate the sliding bar to
cut off the steam supply, and apply the brakes.
25
"
61. In an automatic alarm signalling and safety system for railroads, the combi-
nation with the switch rails of a railroad switch, the draw of a draw-bridge and a
moving locomotive or train, of a signalling device, carried on said train, adapted to
give among others, a "misplaced switch, "open draw-bridge" and down brakes "
signal, a suitable device also carried by said train to control, under certain con-
ditions, the supply of steam to the locomotive cylinders and the application of the
brakes of said train, a depending mechanism suitably connected with and adapted
to operate either or both of said devices, inclines or elevations placed adjacent to
the track rails at a distance, respectively, from the switch and draw, said inclines
being normally held out of action with respect to the depending mechanism, and a
suitable mechanism_connected with, and adapted to be operated by the movement.

page_text: of the switch rails and draw when they are placed in a position of danger to an
approaching train to bring their respective inclines into an operative position with
respect to the depending mechanism, thereby causing the latter to operate the
aforesaid devices, as and for the purpose set forth.
62. In an automatic alarm signalling and safety system for railroads, the
combination, with the draw of a draw-bridge and a moving locomotive or train, of
a signalling device carried by said train and adapted, of itself, to give either of a
code of audible signals according as it shall be set therefor, and a series of inclines
or elevations of different heights placed adjacent to the track rails at various points
along the roadway, and adapted to set said signalling device to give the signals
corresponding to such different heights, one of said inclines being placed at a
distance from said draw-bridge, and adapted to be automatically operated by the
opening of said bridge to cause the signaling device to give a definite "
open draw-
bridge" signal, different and clearly distinguishable from the other signals, for the
purpose set forth.
63. In an automatic alarm signalling and safety system for railroad trains, the
combination of the following elements, an inclined guide or rail secured to the draw
of a draw-bridge, a draw-bar or rod guided in bearings in the stationary end of the
bridge and adapted to be moved or reciprocated by said inclined guide or rail when
the draw is opened or closed, two or more elevations, inclines or signal arms placed
alongside of the track at different distances from the bridge, a wire, rope or cable
connecting said inclines with each other and with the draw-bar at the bridge, and
a signalling mechanism on a moving locomotive or train provided with a series of
signal wheels, and adapted, when the draw is open, to be operated by the elevations
or inclines to give an tr
open draw-bridge and "down brakes" signal, for the
purposes stated.
64. In an automatic alarm signalling and safety system for railroad trains, the
combination of the following elements, au inclined guide or rail secured to the draw
of a draw-bridge, a draw bar or rod guided in bearings on the stationary end of
the bridge and adapted to be moved or reciprocated by said inclined guide or rail
when the draw is opened or closed, two or more elevations, inclines or signal arms
placed alongside of the track at different distances from the bridge, a combined
visible and audible home signal placed at the bridge, a wire, rope, or cable con-
necting the distant inclines with the home signal and the draw-bar at the bridge,
and a signalling mechanism on a moving locomotive or train adapted to be operated
by the series of elevations or inclines when the draw is open for the purpose of
giving a series of audible signals.
65. In an automatic alarm signalling and safety system for railway trains, the
combination with the actuating draw-bar V, the primary weight v, the rope or
cable c, and one or more movable alarm planes or elevations connected to said rope
or cable, of the secondary weight X, or spring x, or the distant end of said cable,
whereby the said cable is constantly kept taut, substantially as set forth.
66. In an automatic draw-bridge signal system the combination, with the
actuating draw-bar and primary weight at the draw-bridge, one or more movable
inclines, elevations, or signal arms, located alongside of a railway track, and
designed and adapted to cause an audible signal to be given upon a moving loco-
motive or train, or to control the movement of said locomotive or train, and means
for automatically operating said elevations or signal arms, of à home signal, sub-
stantially as described, located at or near the draw-bridge and operated by the said
primary weight to warn a train after its. motion has been entirely or partially
arrested by the last of said inclines by means of both a visible and audible signal,
that it is or is not safe for it to proceed, substantially as described.
-
67. In an automatic draw-bridge signal system the combination, with two or
more movable elevations, inclines or signal arms placed alongside of a railroad
track at various distances from a draw-bridge, and a suitable mechanism at the
bridge, adapted to operate said inclines etc. to give a series of audible signals on
and control the movement of an approaching train, of-the-home signal, consisting,

page_text: of the post Y, the signal arm Y, the signal lamp Y, and the bell or gong Y, said
home signal being connected with the inclines and operated simultaneously with
them, substantially as and for the purpose specified.
68. In a railroad signal and safety system the combination, with a locomotive
or train having signalling and train stopping devices respectively adapted to give
distinct "slow" and "stop" signals, and to stop the motion of the train, of the
berein described draw-bridge signalling and safety system, comprising the distant
alarm elevation or incline and visible signal, and intermediate alarm elevation or
incline, the train stopping elevation or incline, and the combined visual and
audible home signal, all arranged and constructed to operate substantially as
Bet forth.
69. In an automatic signalling and safety system for railroads, the combination
with the draw of a draw-bridge and a signalling and train stopping mechanism
carried on a moving locomotive or train, of one or more alarm inclines at a distance
from the draw to give one or more audible warning signals on said train when the
draw is open, a train stopping incline at a nearer distance from the draw to operate
the train stopping mechanism in case the warning signal or signals are not heeded,
and a combined visible and audible home signal at the bridge to notify the train
when the track is "clear," said inclines and home signal being simultaneously and
automatically operated by means of mechanism affected by the movement or the
position of the draw.
70. An automatic alarm device for giving audible signals on a moving train or
locomotive, consisting of a series of movable or pivoted inclines or elevations
connected with one another by a wire rope or cable and placed at suitable points
along a railway track, a primary weight or lever and suitable actuating mechanism
at a draw-bridge or switch connected to one end of said rope or cable and designed
and adapted to raise or elevate said inclines or elevations above the surface of the
rail when the draw of a bridge is opened or a switch is moved, a secondary weight
or spring placed at the distant end of the rope or cable, substantially as described,
to depress said elevations or inclines when the bridge or switch is closed or
replaced, and a suitable mechanism carried on the locomotive or train to come in
contact with the series of alarm inclines or elevations when said inclines or
elevations are raised and thereby give suitable alarm signals on the whistle of, or
a gong or bell on, said locomotive or train, for the purpose set forth.
71. In a system of alarm signalling and safety devices for railroads, the com-
bination and co-operation of the following elements; a signal mechanism capable
of giving a number of arbitrary signals on the whistle of, or a bell or other.
sounding body on a locomotive or train mechanism capable of being operated in
connection with the signal mechanism to regulate and control the admission of
steam to the cylinders, and apply the brakes of the train, mechanism placed at
different points of the road to operate the signal mechanism to give the desired
signals at such points, mechanism located at other points of the road, which
mechanism is normally in an inoperative position with respect to the signal
mechanism, but is capable of being brought into operative contact therewith in
cases of danger to cause other signals of a different nature to be given by the signal
mechanism, and simultaneously therewith causing the train stopping mechanism
to reduce the speed of, or stop the train, by cutting off or diminishing the supply
of steam to the locomotive cylinders and applying the brakes to the train.
72. In a system of alarm signalling and safety devices for promoting safety on
railroads, the combination of the following elements; a signal mechanisin capable
of giving a number of arbitrary signals on the whistle of, or a bell or other sounding
body on a locomotive or train mechanism capable of being operated in connection
with the signal mechanism to regulate and control the admission of steam to the
cylinders, and apply the brakes of the train, mechanisin placed at different points
of the road to operate the signal mechanism to give the required signals at such
points, mechanism located at other points of the road which is normally in an
inoperative position with respect to the signal mechanism, and mechanism placed

page_text: at the various switches, draw-bridges and other points along the road connected
with and adapted to automatically bring said mechanism into operative action
with respect to the signal mechanism when the switch or draw is moved, or the
track otherwise placed in a position of danger to an approaching train, for the
purposes set forth.
73. The herein described apparatus for giving a series of distinct and separate
arbitrary signals upon a steam whistle, gong or other sonorous body carried on a
locomotive or train, consisting of a series of signal wheels or contacting surfaces
having a succession of elevations and depressions corresponding in form to the
different signals to be given, a suitable mechanism or device for producing the
signals formed by such elevations and depressions upon said whistle, gong, or other
body, and a sliding bar or rod connected with said apparatus, and designed and
adapted to cause any desired signal to be given by being moved to corresponding
different heights.
74. The herein described system of giving a series of arbitrary signals on a steam
whistle, gong or other sonorous body carried on a locomotive or train, consisting of
the combination of a signalling mechanism provided with a series of wheels or
contacting surfaces having a succession of elevations and depressions corresponding
to the different signals to be given, and adapted to produce the signals represented
by such elevations and depressions upon said whistle, gong or other body, and a series
of inclines or elevations varying in their respective heights according to the number
of signal wheels used, said inclines or elevations being distributed along the line of
the railroad at different points thereof, each incline of corresponding or relative
height being adapted to produce an audible signal peculiar to, and dependent
upon such height upon the whistle or other sounding body on a passing locomotive,
without regard to the position of such incline with respect to other inclines on the
line of way, or to the order in which said inclines are placed.
75. The herein described means or apparatus for automatically producing
regular, uniform and distinct audible signals upon a steam whistle or other
sounding body on a moving locomotive or train, consisting of a signal mechanism
having one or more signal wheels or analogous devices designed and adapted to be
set in motion through the agency of inclines or elevations along the railway track,
to operate a whistle, bell or other sounding body on said locomotive or train, and a
suitable speed regulating or governing device designed to control and regulate the
motion of said signal wheel or wheels or analogous device, and thereby cause the
resulting signals to be given in a uniform and regular manner, regardless of
the speed of the train, substantially as set forth.
Dated this first day of December 1885