Means for Preventing Accidents to Railway Trains.
Year: 1890

page_text: Date of Application, 9th Sept., 1890-Accepted, 1st Nov., 1890
COMPLETE SPECIFICATION.
'
Means for Preventing Accidents to Railway Trains.
I, EDWIN DAVID GRAFF, of 99 Franklin Street, New York, and State of New
York, United States of America. Inventor do hereby declare the nature of this
invention and in what manner the same is to be performed to be particularly described
and ascertained in and hy the following statement :-
My improvements have for their main objects to automatically arrest railway trains
when derailment occurs, as well as when a train is approaching an open drawbridge
or an insecure or destroyed fixed or permanent bridge; also to automatically signal
the engineer of an approaching train when a drawbridge may be open or when a
fixed or permanent bridge may have been partially or wholly destroyed or rendered
dangerous.
It is well known that derailment of a train in motion is of frequent occurrence and
is attended with enormous destruction of life and property, owing principally to the
absence of any means for automatically applying the brakes at the initial inoment of
derailment and before any parting of the couplings of the cars takes place.
The purpose of one of my improvements is to reduce to the minimum the liability
of serious accident by reason of derailment, and said improvement relates to a means
for automatically actuating the air-brakes the instant the locomotive or any of the
cars is derailed and while the train is still intact or in a continuous, unbroken
condition.
It is also well known that many accidents occur on railways at drawbridges because
of the inadvertence of the trainmen and their non-observance of set signals, or a
failure on the part of signalmen to properly display signals.
The purpose of another part of my improvements is to render certain the stoppage
of a train on its approach to an open drawbridge without relying on the vigilance of
the engineer, the trainmen or others, and this improvement relates to means connected
with the bridge and operated by the movable draw thereof, whereby the brakes of a
train of cars approaching an open drawbridge may be automatically actuated and
caused to stop the train.
It is also well known that accidents to railway trains frequently occur by reason of
the breakage, washing or carrying away, burning or other destruction of fixed or
permanent bridges over which such trains may have to pass.
The purpose of another one of my improvements is to prevent accidents of this
nature, and said improvement relates to means connected to the bridge, which, upon
the parting or destruction of the bridge, shall be automatically moved to a position
to co-operate with a portion of the air or other power brake-mechanism of a railway
train and cause said brake-mechanism to be automatically actuatod and the train to be
arrested before reaching the bridge locality.
According to other portions of my improvements means are provided for auto-
matically signaling the engineer of an approaching train when a drawbridge is open
or in the event of wreckage of a permanent or fixed bridge, or such mishap thereto
as would make it dangerous for a train to pass.
In the accompanying drawings-
Figure 1 is a side elevation of a locomotive embodying that feature of my invention
relating to means for actuating the air-brake mechanism.
Figure 2 is a bottom plan view of a railway car embodying said invention.
Figure 3 is a side elevation of a portion of said railway car.
Figure 4 is a vertical transverse section taken at the line
of Figure 3.
Figure 5 is a perspective view enlarged of the construction of brake-actuating
means shown at higures 23 and 4.

page_text: Figure 6 is a partial vertical section taken at the line of Figure 1.
Figaro 7 is a plan view of a portion of a drawbridge and the approach thereto,
the roadway being broken away and condensed to illustrate the several parts of my
improvement.
Figure 8 is a side view of part of the means by which the brakes of a train may bo
nctuated and sat.
Figure 9 is a sectional view taken crosswise of the track of the means shown at
Figure 8.
Figure 10 is a plan view of part of a span of a stationary or fixed railway bridge
and of the approach thereto, thin roadway being broken away and condensed in the
manner and for the purpose above alluded to.
Figure 11 is an enlarged vertical section taken at the line of Figure 10.
Figure 12 is an enlarged detail view to show a joint in the brake-trip and signal-
operating rod.
Figure 18 is a perspective view, enlarged, of the brako-trip and the means for
not unting it.
Referring to Figures 1 and 6, the numeral 1 designates the driving-wheels of
a railway locomotive, 2 an air-pipe extending from a main reservoir 3, and communi-
cating with a cylinder 4, which contains a piston whose rod is connected to a series
of levers 6, that are in turn jointed to two levers 7, which are pivoted each to a brake
shoe 8.
To the air-pipe 2, or a brunch thereof at some suitable locality, is fitted a cock or
valve 9, provided with an arm 10, to which is pivoted one end of a link 11, whose
other end is pivoted to the upper end of a lever 12, having a horizontal pivot or
fulerum 13, and extending down to about a level with the tread of the driving-wheels
or about even with the top surface of the railway track 14.
In the operation of the contrivance shown at Figure 1 it will be understood that
the instant the locomotive leaves or jumps the track the lower end of the lever 12
strikes the ground and is forced rearwardly, the upper end of the lever moving
forwardly at the same time, and through the link 11 and arm 10, operating to turn
and open the cock or valve and allow the compressed air in the pipe 2 to escape, or in
a vacuum system allowing the air to enter. Immediately this occurs the piston in the
brake-cylinder operates to apply the brake-shoes to the wheels of the lo omotive, and
simultaneously the brake-shoes of all of the cars of the train are caused to act upon
their respective wheals, it being supposed herein that the Westinghouse or other
approved continuous automatic brake system is used upon the train.
Referring to Figures 2, 3, 4 and 5, in actuating arin or lever 12 is shown on each
side of the car, and these are connected together by a rock-shaft 15 mounted in
bearings depending from the truck-frame. Upon said rock-shaft is an arm 16 which
is in effect an extension of either of the deponding arms or levers 12. The upper free
end of the arm 16 occupies a slot 17 in the arm 10 of the cock or valve 9, which is
fitted in the air-pipe 2. In this form of my invention I prefer a pair of the arms or
lovers 12 near each end of the car so as to provide for the actuation of the air-brake
the instant either end of the car leaves the track.
The operation of the contrivance shown at Figures 2, 3, 4 and 5 is substantially
the same as that described above with reference to Figure 1. Should the car jump
the track, the valve or cock 9 would be instantly opened by the arms or levers
and the brake-shoes would be applied to the wheels by the netion of the piston
within the brake-cylinder and by the movements of the brake-levers and brake-
bonus.
I do not limit the use of my invention in connection with the Westinghonse air-
brake system which have shown generally herein, as it may be employed equally
well with any other system of automatic air-brakes.
From the foregoing it will be seen that I have provided a means whereby the
moment the locomotive or any of the cars of a train is derailed the air-brako
mechanism is automatically actuated in a manner to apply the brake-shres to stop the
train quite as effectively as if the air-brakes wero sei in operation by the engineer in

page_text: the usual way. By providing a means for automatically throwing the air-brakes into
operation at the instant one of the vehicles of the train leaves the track, instead of
relying upon the engineer or other trainmen, or upon the breaking apart or detach-
ment of the cars, a great desideratum is effected, for the train may be stopped much
quicker after derailment, and hence with less liability to loss of life or property.
Referring to Figures 7, 8 and 9, on Sheet 2, 18 is a portion of the draw or swinging
part of a railway bridge, and 19 is the approach or shore-portion of the bridge;
20 is a bar or rol mounted in bearings on the shore-portion of the bridge to have a
sliding motion transversely of the railroad track and arranged near the end of the
draw or swinging portion of the bridge, and projecting laterally in the path of an
arm or plate 21 attached to the draw, so that in closing the draw the arm 21 will
move the rod 20 in one direction. Surrounding the roil 20 is a spiral spring 22
bearing at one end upon a disc 23, fixed upon the rod 20, and at the other end upon
a disc or plate 24, lying against a guide way 25, through which one end of the
rod 20 moves.
It will be understood that as the draw 18 closes, the arm 21 will
move the sliding rod 20 in one direction, and as the draw opens the spring 22 will
act to move the rod 20 in the opposite direction.
This longitudinal movement of the rod 20, as the draw opens or closes, is com-
municated to a rod 26, mounted in suitable bearings, and lying parallel with the track
or tracks, through a bell-crank or hent-levor 27, mounted in a bracket 28, secured to
some fixed portion of the track, preferably to a cross-tie as shown.
The rod 26 running parallel with the track is made to extend to a distance from the
draw of the bridge within which the train may be easily stopped by its brakes, and it
is there connected by a crank-arm 29 with a rod 30 mounted transversely of the track
in bearings 31. On this rod or rock-shaft 30 are mounted trips 32 (preferably one for
each track), which by choice are made segmental in shape as shown. These trips are
so adjusted on the shaft 30 that when the rod 26 is moved in one direction by the
opening of the draw of the bridge and by the action of the spring 22, the trips will
be raised (as shown in Figure 8 by the full tines) through the intermediate devices
described, and when the rod 26 is moved in the reverse direction, by the closing of the
draw, the trips will be lowered or depressed by said means as indicated by the dotted
lines at Figure 8.
The trips 32 are so arranged upon the rod 30 with reference to the track or
tracks of the railway as that when raised they will lie in the path of the pivoted
arm or lever 12, depending from the locomotive or from some car of a moving
train.
When the trips are lowered or depressed by the closing of the draw, no contact
or interference can take place between the trips and the brake-actuating arms or
levers 12 on the train, and the train is free to pass unimpeded by the safety-mechanism,
it being understood, as illustrated, that when the trips are in their depressed condition
they lie in a plane below that in which the lowermost end of the brake-actuating arm
or lever travels.
When the trips are in their elevated position (which can only occur when the draw
is open), the said lever or arm 12 depending from the locomotive or other part of the
train, it will be understood, will come in contact with one of said trips and will be
vibrated about its horizontal pivot or axis to an extent sufficient to actuate or throw
into operation the air or power-brakes of the train, thus automatically arresting tho
train before the open draw is reached and avoiding any reliance upon the observation
and attention or alertness of the engineer.
The rod 26 is preferably prolonged as at 33, and connected to a suitable signal 31,
in a manner that when the draw is open the danger or stop-signal will be displayed,
and such that when the bridge is closed said signal will be withdrawn or obscured.
By the means shown the signal will be brought to view when the trips 32 are elevated,
and will be hidden when the trips are lowered or moved out of operative position.
The signal is arranged in advance of the trips a suitable distance so that the engineer
may have ample time to apply the brakes in the usual way in case the bridge be open
and the signal to stop be displayed, provided, of course, the engineer is watchful and

page_text: has observed said signal. In the event, however, of any derangement of the signal
apparatus or of a failure of the engineer to see the danger sign, the train will be auto-
matically brought to a standstill further on by the co-operation of the lever 12 and
one of the trips or obstructions 32.
The signal 3 my be of any desired form or construction, and may be located at
any suitable point along the road. In a double track system, such as shown, a signal
may be vertically pivoted and connected to the rod 33 by a crank-arm 35, link 36,
rock-shaft 37 und rocker-arms 38 and 39.
Referring to Figures 10, 11, 12 and 13 of Sheet 2, 40 designates the approach to a
fixed or stationary railway bridge 11, 12 the cross-ties and 48 the tracks or rails.
A rod 14 on the bridge extends parallel with and between the two sets of rails and
is held in position laterally and guided longitudinally by eyes or brackets 45, secured
at suitable intervals to the cross-ties. The said rol extends past the bridge at either
end thereof and is connected to a rocker-arm ti, fast on a transversa rock-shaft 47,
which may be mounted in bearings in depending boxes or guides 48, which contain
each a sliding block or trip-piveo 49.
On said rock-shaft at each end is a lifter 50 extending ontwardly from said shaft on
cach side, and constructed and arranged to raise said blocks or trip-pieces 49 (when
said rock-shaft is turned in either direction) by engagement with the convex or cam-
surface 51, formed at the bottom or base of each of sail blocks.
Normally the blocks or trips lie within their housings or guides so that their upper
(preferably inclined) surfaces rest or are located below the tops of the rails, as shown
by the full lines at Figure 11. When raised by the lifters 50, the upper portions of
said blocks or trips may project or stand above said rail as shown by the dotted lines
at Figure 11.
On the rod 44 and on one approach to the bridge is a spiral or coiled spring 52,
hearing at one end against an eye or bracket 15, and at the opposite end against a
lug or head 53, secured ou said rod. This spring is arranged to press the rod 44
always in the direction of the arrow at Figure 10 and against the tension of a similar
spring arranged in like manner on the opposite approach to the bridge (not shown).
It will be understood, however, that in practice purpose having a similar con-
struction and arrangement at each approach to the bridge, and that the springs 52
press in opposite directions and balance each other so that the lifters 50 on ench
side of the bridge stand normally in the horizontal position shown in full lines at
Figures 11 and 13, and the blocks or trips 49 stand in a depressed or inoperative
position.
Although I prefer this construction and arrangement, so far as the main feature of
this part of my invention is concerned the rod 44 may be rigidly secured or tied at
the opposito end in a manner to resist. the stress of the spring 52, while the bridge is
intact and in working condition.
I prefer to make the bridge portion of the rod 44 in sections or parts and to
connect them together by means of a fusible joint, which may consist of an easily
fusible metallic pin 54 passing through eyes in the ends of the sectional rods.
There may be as many of these joints as may be found most expedient.
In operation, should a fire occur on the bridge, one or more of the joints or pins
will melt or fuse and separate one or more of the sections of the rod and permit the
spring 52 to move the shore-portion of the rod 44 in the direction of the arrow.
This movement of the shore-portion of the rod will in turn effect a vibration of tho
rocker-arm and rock-shaft and cause the liftor to rotate and raise the blocks or trips
as illustrated.
In case the bridge should be carried away, or otherwise destroyed, the rod 44 on
the bridge will be broken or separated at one or more points, either at the joints or
between the joints, thus releasing the spring and causing it to raise the blocks or trips
through the intermedinte devices above described and as illustrated.
In the event of a mero sagging or partial displacement of the bridge, insufficient
to part or rupture the rod 41, said rod will bo drawn towards the bridge and turn
the lifters in the opposite direction and cause them to elevato the trips as above

page_text: explained, the spring 52 being coiled or constructed to permit of compression sufficient
to allow of this motion of the rod.
When the blocks or trips have been raised, either by the burning of the bridge, or
the partial or complete destruction thereof, they are then in a condition to act upon
the arm or lever 12 depending from the locomotive, or from some vehicle making part
of the train. This arm or lever being connected with the air or other power brake-
mechanism, will, when vibrated at its lower end by contact with the raised trip,
automatically throw into operation said brake-mechanism and effect a stoppage of the
train.
The rod 44 is preferably extended back of the trips a suitable distance (on each side
of the bridge) and connected through a crank-arm 55, rock-shaft 56. crank-arm 57,
link 58 and lever 59 to the vertical shaft 60 of a semaphore of visual signal 61,
which is adapted to be turned to indicate danger simultaneously with the raising of
the trip. In case of accident to the bridge the locomotive engineer may stop the
train in the ordinary manner in case he should observe the display of the danger
signal. Should this. however, escape his attention, the train will be automatically
arrested subsequently, by reason of the contact or co-operation of the lever 12 with
one of the trips or blocks, such contact, as before explained, operating to throw into
operation the whole brake system of the train.
The fusible joints, it will be understood, are provided in order that the trips or
signals may be set in case of a fire upon or burning of the bridge itself, and in lieu
of this preferred construction, the rod 44 may be made entirely or partially of some
metal adapted to melt at a low temperature, or, on the other hand, the device 44 may
be a tarred or easily-ignitable rope or cable of fibrous material.
In case it should not be desired to provide for the setting of the trips or signals
upon the occurrence of a fire, the device 44 may consist simply of a continuous rod
or cable of metal connecting the trips and the signals (or either) with the bridge in a
manner such as to actuate the same only upon the sagging, parting, or like destruction
of the bridge, in which event the springs and joints may, of course, be entirely
dispensed with.
As many changes in detail, construction and arrangement may be made without
departing from the several features of my invention, I do not wish to be limited to
precisely what I have shown and described.
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed 1 declare that what I claim is :-
1. The combination, with the air-pipe of a suitable air-brake system, of a valve or
cock, an approximately vertical arm or lever having a horizontal pivot or fulcrum
and having its lower end depending in proximity to the earth, and a link or ȧrm
permanently connecting the said lever to the valve or cock; whereby upon derail-
ment of the train the lower end of the lever may be vibrated rearwardly longi-
tudinally of the train by contact with the earth and the upper end thereof thrown
forwardly and by the link or arm positive connection operate to turn or move the
cock or valve in the air-pipe.
2. The combination of a trip, adapted to co-operate with the actuating portion of
the brake apparatus of a train, and arranged to be moved in and out of the path of
travel of said actuating portion.
3. The combination of a trip, a draw or swinging bridge, and intermediate con-
nections for moving said trip into either of two positions.
4. The combination of a trip, a drawbridge, and a system of rods and levers for
actuating said trip by the closing of the bridge.
5. The combination of a trip, a drawbridge, a system of rods and levers, and a
spring, whereby the trip may be actuated by the closing or the opening of the bridge.
6. The combination of a trip, a transverse rock-shaft, a crank-arm, a transverse
rod, a bell-crank, a connection between the bell-crank and the crank-arm, and a draw
or swinging bridge adapted to move said rod.
7. The combination of a trip, a transverse rock-shaft, a crank-arm, a transverse

page_text: rod, a hell-crank, a connection between the latter and the crank-arın, a returning
spring, and a draw or swinging bridge.
8. The combination of a transverse rock-shaft, a trip mounted thereon in a moner
to be raised and depressed, a swinging or draw bridge, and connections between the
latter and the rock-shaft or horizontal axis of the trip.
9. The combination of a visual signal, a draw or swinging bridge, and intermediate
connections for operating the signal upon the opening or closing of the bridge.
10. The combination of a visual signal, a trip, a swinging or draw bridge, and
connections between the same whereby the trip and the signal are simultaneously
operated as the bridge is opened or closed.
11. The combination of a visual signal, a trip, a swinging bridgo, and a system of
rods and lovers connecting the trip and the signal.
12. The combination, with a fixed or permanent railway bridge, of a trip_adapted
to co-operate with a portion of the brake-mechanism of a railway train, and a con-
nection between said trip and said bridge whereby, in case of mishap to or
destruction of the bridge, said trip may be automatically thrown into operative or
working condition.
18. The combination, with a fixed or permanent railway bridge, of a trip adapted
to co-operate with a portion of the brake-mechanism of a railway train, and a con-
nection between said bridge and said trip normally under tension and adapted upon
the release of said tension to automatically throw said trip into operative or working
condition.
14. The combination, with a fixed or permanent railway bridge, of a trip adapted
to co-operate with a portion of the brake-mechanism of a railway train, a rigid
connection between said bridge and said trip, and a spring for moving a portion
of said connection and actuating said trip upon a breakage of the continuity of said
connection.
15. The combination, with a fixed or permanent railway bridge, of a trip adapted
to co-operate with a portion of the brake-mechanism of a railway train, a rod or
cable connected to the bridge and to the trip and fusible at one or more points at
a comparatively low temperature, and means substantially as described for throwing
said trip into operative or working condition the instant said rod or cable is divided
or sundered.
16. The combination, with a fixed or permanent railway bridge, of an actuating-
rod connected to a rock-shaft, one or more trips, and one or more lifters for moving
the same upon a partial rotation of the rock-shaft.
17. The combination, with a rock-shaft and means for actuating the same, of a lifter
and a guided trip.
18. The combination, with a rock-shaft and means for actuating the same, of a
lifter extending outwardly on each side of the rock-sluft, and a guided trip having
a convex or cam surface for ongagement by said lifter in either direction of its
movements.
19. The combination, with a fixed or permanent railway bridge, of a signal, and
a connection between said signal and said bridge whereby in case of mishap to
or destruction of the bridge said signal may be automatically thrown into a position
to indicate danger.
20. The combination, with a fixed or permanent railway bridge, of a trip adapted
to co-operate with a portion of the brake-mechanism of a railway train, a signal,
and a connection between the bridge, the trip, and the signal, whereby, in case of
mishap to or destruction of the bridge, said trip may be automatically thrown into
operative condition, and said signal simultaneously set or shifted to indicato danger
or trouble.
led this 9th day of September 1890.
FELL & WILDING,
1, Queen Victoria Street, London, E.C., Agents for the Applicant.