Safety of Railway Trains and Apparatus therefor.
Year: 1888

page_text: Date of Application, 14th June, 1888
Specification Accepted, 5th Oct., 1888
Safety of Railway Trains and Apparatus therefor.
We LOUIS JOSEPH ALLOO Director of the United States Mercantile Agency of
No. 5 Rue Chauchat, GASTON DE COURVAL Engineer of No. 9 Rue Brunel and
PAUL FRANÇOIS MARIE BERNADAC Gentleman of No. 6 Rue de Constantinople
all of Paris in the Republic of France do hereby declare the nature of this invention
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
Our Invention has for its object ensuring the safety of trains travelling on railways
by indicating to the engine-drivers and other railway servants the actual or present
condition of that portion of the line for which they are responsible or on which they
are about to travel.
The invention comprises a complete combination of apparatus operated automatically
and immediately by the rupture of any part of the line or connections or by the act
of the officials; these apparatus also act successively and intermittently on the passage
of trains, which block or close a section or sections of the line in their rear extending
to any suitable distance.
In short, these apparatus furnish, on the line, in the stations and on the
running engines, every indication necessary for the safety of the trains that are
travelling on the railway.
These apparatus may be sub-divided as follows; namely
1. Contact apparatus placed upon the line and operated directly by the trains or
otherwise as hereinafter explained.
2. Indicating or signal discs and boards or indicators placed on the line, in the
stations and on the locomotives.
3. Electrical or pneumatic conductors or connections permanently connecting the
contact apparatus and the signalling discs or indicators and maintaining all the signals
on the line normally at "line clear."
In the following description, an electrical system of transmission is described as

page_text: being employed for actuating the apparatus, but is evident that pneumatic means
for transmitting motion may be employed for the same purpose, if desired.
And in order that our said invention may be fully understood we shall now
proceed more particularly to describe the same and for that purpose shall refer to the
several figures on the annexed sheets of drawings, the same letters of reference
indicating corresponding parts in all the corresponding figures.
These apparatus are composed partly of contact-boxes placed on the line at suitable
intervals and partly of brushes carried under the locomotives and under the tail-
carriage or rear break van of each train.
Figure 1 of the accompanying drawings is a side elevation of a contact box and
Figures 2 and 3 represent the same in vertical and horizontal section respectively.
Figure 4 illustrates the action of the contact brushes on the locomotive and Figure 5
that of the brushes on the tail-carriage or van.
The mechanism of the contact box is enclosed in a box or case arranged between
two longitudinal beams or supports B B₁ placed on the sleepers between the rails and
parallel to the latter. The height of these boxes is regulated according to the con-
struction of the rolling-stock so as to accurately correspond with the position of the
brushes or contact-makers on the trains.. The longitudinal beams or supports B B¹
are provided on their outer sides with corrugated or ribbed-plates & 61, Figures 1 and 4,
communicating with a corresponding contact situated in the interior of the box.
The box A contains a series of electro-magnets a a¹ a² Figures 2 and 3, and is
provided at the centre of its upper part with a loose wheel r. This wheel is made
with a toothed or undulated periphery which projects slightly from the top of the box
and is provided with a counterweight c, which constantly tends to retain the wheel in
the position indicated in Figure 2.
The shaft or axis on which the wheel is fixed is provided with a came, which acts
upon a commutator lever d, forming part of the armature of the electro magnet a, as
hereinafter explained. The armatures of the magnets are capable of oscillating on an
axis o, which is electrically connected to one of the ribbed or corrugated plates and
the other plate is connected to a rod t, on which a spring or flexible part at the
extremity of the said armatures is intermittently caused to rest as hereinafter
explained.
When the contact-box is to be employed on a railway with a single line of rails,
the loose wheel is made capable of rotating in either direction and a set of
electro-magnets is provided on each side of the wheel as in the example illustrated,
but when the box is employed on railways with two or more lines of rails, the
wheel is arranged to rotate in one direction only and a single set of magnets is
sufficient for each box.
The locomotives are provided with contact making brushes D D¹ Figure 4, for the
purpose of making contact with the ribbed or corrugated plates, and the tail-
carriages or break-vans are provided with contact-making brushes C, Figure 5, which
make contact with the wheel r.
These parts of the apparatus consist of discs placed on or near the permanent way
in sight of the engine-drivers and of boards or indicators, Figure 15, placed in the
stations or on the locomotive, being arranged in the latter case as illustrated in
Figure 17.
The disc signalling device is represented in front elevation in Figures 6 and 8 in
positions indicating "Line clear" and "Danger" respectively. Figures 7 and 9
show the apparatus in side and rear elevation respectively, and Figure 10 shows
it in front elevation again with the parts in the position directing the drivers to slacken
speed.

page_text: The discs Figures 6, 7 and 8, are mounted at a suitable height on posts and consist
of a disc proper and of a box G containing electro-magnets fand f Figures 11 and 13
which actuate the signalling devices as hereinafter explained. The discs proper
consist of two sets of radial arms, preferably of sheet iron of similar size set at a
slight angle to their plane of rotation (Figure 7) and placed one behind the other in
the centre of a ring E, about 8 inches wide, painted black, for example, on the front
side.
One of the sets of radial arms marked in the drawing is painted white, for
example, being arms attached to the ring E. The other set marked 2 is painted
red and is capable of rotating on a pivot or horizontal axis under the action of
one of the electro-magnets in the box G and of being rendered immoveable under
the action of the other magnet. The moveable arms 2, painted red, are arranged in
such a manner that they are enabled to pass between the fixed or white armis 1, so as
to appear in front of the latter, when they are rotated in one direction and when
rotated in the opposite direction are concealed behind the white arms, so that the
disc appears either all white (arms 1 only visible as in Figure 6) or all red
(arms 2 only visible) as in Figure 8, or again with alternate rays of white and
red (by placing the arms 2 in such a position that they partially overlap the
arms I as indicated in Figure 10). These positions indicate respectively "Line clear,"
Danger" and "Slow.'
"
The mechanism by means of which the moveable red arms 2 are rotated so as to
cause them to be placed in front of the fixed white arms 1 and make the disc change
from white (Line clear) to red (Danger) is enclosed in the box G and is provided
with an armature with two legs fixed saddlewise on the axis of the moveable arms.
The legs of the armature are so adjusted as to be opposite to the coils of the electro
magnet when the current passes and to be maintained in this position during the
entire duration of the magnetic influence.
The axis or spindle of the rotating arms is passed through a helical or coiled spring
connected at one end to a fixed point and at the other end to the spindle so that the
rotary motion of the disc (to the extent of about one sixteenth of a revolution when
sixteen arms are employed for example) is accompanied by a movement in the direction
of the axis which facilitates the passage of the moveable arms between the fixed arms.
This spring is doubly adjusted by two nuts one being placed on the spindle and the
other on the support constituting the points of. connection. This arrangement is
merely described by way of example as it is evident that the same result may be
obtained by any other suitable combination.
As will be readily understood, these signals are obtained by a considerably simpler
mechanism than that required for the ordinary disc signals in which the disc itself is
turned round bodily on an axis in the plane of the disc, the discs being visible only
when signalling "Danger." At night, the improved signalling discs are illuminated
by the reflection of a light placed in front or a lamp is situated behind the disc and
illuminates plain glasses on the fixed arms 1 and red glasses on the rotating arms 2,
as is clearly shown in Figure 11.
Figures 12, 13, 14 show a modification of the disc signal which is suitable for being
used on certain points on the line and on particular occasions. The modification
consists of a fixed disc painted white, Figure 12, with radial openings a behind which
is a revolving disc E, Figure 14, mounted on a pivot and actuated by electro-magnets
enclosed in a box for this purpose; the face of this disc E, is painted in white and red
sectors or rays alternately corresponding in size to the openings a, on the fixed disc;
according to the position of the two discs in relation to each other, the whole face may
be made to appear white or partly white and partly red. The moveable part of the
disc according to either modification may be actuated by mechanical means or by
any other suitable method.
The boards or indicators Figures 16, 15, 17, 18, are similar to the discs herein
before described being on a smaller scale and are constructed with a box of wood or
metal provided with a circular aperture closed in by a glass behind which the
revolving inclined arms of disc signalling or indicating devices operate being

page_text: arranged and painted in a similar manner to the discs herein before described.
Moreover the board or indicators have a bell which rings continuously when the
signal is at "Danger." On the locomotives the indicators have only one opening
but at the stations there may be one or more openings according to the number of lines.
TRANSMITTING DEVICES.
In the example herein described the transmitting devices consist of wires or electric
conductors mounted on posts or preferably situated on the permanent way and
connected by special arrangement to the rails so that any removal break or dis-
continuity of the rails breaks the circuit of the current of electricity.
The contact boxes, indicating discs, and the indicators for the stations are placed on
branch circuits of the main circuit established over the whole line or at any desired
part of it. The main circuit is supplied by some suitable electric generator.
Generally speaking the main circuit is kept permanently closed, and the discs and
indicators connected to it are arranged to signal "line clear" automatically. When
the main circuit is opened accidentally or otherwise this has the effect of putting the
discs &c. at "danger." The branch circuits on the other hand are arranged to be
opened successively and temporarily by the passing trains by means of the brushes and
contact boxes hereinbefore described.
The branch conductors may be connected with the gates (at level crossings)
switches &c. in order to open or close the circuit and put the neighbouring discs at
"line clear or "danger as the case may be.
وو
A permanent current is not absolutely necessary for working these signals as with
suitable arrangements an intermittent current i.e. one which only occurs at the
necessary time may be employed which will operate the signals satisfactorily. The
indicators on the engines are connected with the circuit of a current which may be
generated on the engines.
This circuit is always open and the indicator is arranged to be normally at
"line clear." The closing of this circuit may be effected by the brushes of the train
meeting the contact boxes.
GENERAL ARRANGEMENT.
Figure 19 is a diagram illustrating the arrangement of the signalling, apparatus
with the connecting conductors according to this invention. The whole line is
divided into a certain number of sections each being provided with a contact box a and
a signalling disc. The length of each section is regulated according to the nature
of the traffic &c. and may vary from about 600 yards to a mile or more.
The
Each station is provided with an indicator 0. Two conducting wires (a main
wire and a branch wire ') connect the boxes a; the main wire r is connected
with an electric generator ẞ and extends the whole length of the line and the branch
wires are connected to the discs and to the indicators at the stations.
main wire a is connected with several interrupters or make and break devices E.
This arrangement designed for a railway with a single line of rails may be modified
in various ways according to the construction of the line the importance of the
traffic &c. and the nature of the transmitting devices used for connecting the
different sections. The arrangement illustrated will however suffice to enable
the working of the invention to be understood by the aid of the following
description.
It has been explained that a constant current passes continuously between all the
sections which are successively closed and opened by the passage of the trains.
In the diagram Figure 19 the boxes at the ends of the sections are numbered 1, 2, 3
and when a train moving in the direction shown by the arrow W reaches the contact
box No. 2 for example the contact brush C on the tail carriage or van engages with
the loose wheel and operates the came Figures 2 and 5 causing the commutator

page_text: lever d to rock and make contact with the rod t. The current then passes through
the electro-magnet a and its armature is attracted and holds down the lever d while
the wheel returns to its original position under the influence of its counterweight C.
The section is now blocked as the armature establishes a communication through its
axis o and the spring t between the two corrugated plates bb b¹ b¹.
Before the movement of the commutator took place the current exciting the
magnet a passed through a second electro magnet contained in the box A. This
second electro magnet now releases an armature which operates a contact sector
which controls the signal disc of the section so that when the commutator receives
the derived current the second electro magnet releasing the armature the circuit of
the disc is opened and the signal changes to "danger." In order to cause the signal
to return to "line clear" it is necessary to restore the current in this second electro
magnet in box No. 1 which is effected as follows :―
The train on reaching the next box (No. 3) operates the commutator therein in the
same manner as described with reference to box No. 2 and opens the derived circuit
of the section in the rear. Consequently a train travelling on the line first puts the
discs connected with the box No. 1 at danger and then those of No. 2 by opening the
circuit between 1 and 2 after which it reaches box No. 3 setting the signals of
the corresponding section at danger by opening the circuit between 2 and 3 at the
same time releasing the commutator lever in box No. 2 which then falls back into
its original position and restores the current between 1 and 2 and the second electro
magnet of box No. 1. The contact quadrant connected with this magnet being then
operated changes the signal disc of the corresponding section to "line clear
not being done until after the train has passed over box No. 3. These operations are
repeated at each section in succession. By this arrangement there are always two
signal discs standing at danger at the rear of the train and even in case a train were
to stop shortly after passing a box it would still be protected by the distance between
this box and the next box in the rear. Consequently the trains are always effectually
protected whether stationary or in motion and they cannot take off the signals or put
them at "line clear" except by advancing.
this
To avoid accidents resulting from a train stopping just after passing a box and
not being protected in consequence of the preceding section having been opened an
electro-magnet a¹ Figure 3 is arranged on the branch circuit the armature of this
magnet being caused to electrically connect the spindle o with the rod t when not
attracted by the magnet.
Consequently when the commutator lever d is related by the magnet a the
plates bare still electrically connected by the second armature which returns to
its normal position when the magnet a¹ is excited.
By these means the train can be protected by two closed sections and it is evident
that by increasing the number of these supplementary electro-magnets the train may
be protected by any other desired number of sections. For railways with single line
ofils a third electro magnet a² Figures 2 and 3 is employed for putting the signals
of the sections situated in front of the train at danger by means of an arrangement
working on the same principles as that employed for the sections in the rear of the
train. With this object a cam is arranged on the shaft of the wheel r opposite to
the cam herein before described and serves to open the circuit of the section in
advance of the train so as to cause the corresponding signal or signals to stand
at "danger."
By these means when two trains are travelling towards one another on the same line
of rails both trains are warned of the danger as they approach one another.
The passage of the trains over the contact boxes has the effect of electrically con-
necting the two plates 66' but at the same time opens the branch circuit between the
boxes thereby setting the signals and indicators connected with these boxes at danger.
The indications given by these apparatus are repeated on the engine of any train that
enters the section protected by these signals so that the driver is made aware of the
danger even in case he has failed to observe the signals on the line. This is

page_text: accomplished by means of the plates 66 which by making contact with the
brushes DD' close the local circuit on the locomotive connected with the indicator
which then rings a bell and repeats the signal on the locomotive itself.
The improved system of signalling according to this invention being based on the
employment of a permanent current affords facilities for operating the signal by hand.
In case a station master for example requires to close a part of the line at the station
or any section of the line by setting the signals at "danger" it is simply necessary to
interrupt the current by means of suitable contact making devices arranged on the
indicator or otherwise. In like manner a gate keeper at a level crossing or other
railway servant can instantly put all the signals connected with a section or sections of
the line at danger by simply cutting the conducting wires or otherwise opening the
corresponding circuit or circuits.
The points are connected with contacts which cause the current to be intercepted
in one position of the points and allowing it to pass when the points are in another
position. Junctions for single or double lines are provided with signal discs for their
protection the said discs being placed at a suitable distance and so connected that on
the approach of a train the points are protected by signals in such a manner as to
render it impossible for a collision to occur between two trains; the signals being set
at "danger" by simply opening the circuit of the current which retains thein at
"line clear." In this case the devices for opening the circuit are of course operated
by the trains themselves. In like manner any part of the line may be readily protected
when required by placing contact apparatus either within reach of the railway
servants or so as to be acted on by passing trains suitable interrupting devices being
employed in convenient situations for being operated by hand in the former case and
in the latter case the circuits being opened by the action of the trains in motion.
In like manner all the signals that are connected with the same electrical generator
can be put at danger simultaneously by means of an interrupter placed in the main
circuit.
The system of signalling herein before described may evidently be applied in various
other ways and be employed to give any indications or information required for
working the traffic and it is evident that the forms and proportions of the apparatus
the materials employed in their construction their distribution arrangement and con-
nection by electrical or pneumatic agencies may be changed or modified according to
circumstances without in any way affecting the principle of the invention.
Figures 2bs 3 bis 3ter 11 bis and 19 bis illustrate arrangements which may be employed
for working this invention with pneumatic connections. In this case the permanent
current of electricity herein before described is replaced by a permanent current of
compressed air which operates in a similar manner to the electric current.
This modification presents the advantage of transmitting movement with greater
power for working the apparatus and thus enables them to act with greater
precision.
Figs. 2 and 3 b¹s represent in vertical and horizontal section respectively a contact
box worked by compressed air and fig. 3ter is a section of the cylinders employed
therein.
Fig. 9 bis is a diagram of the line and fig. 11 bis represents one of the signal discs
arranged to be operated by pneumatic apparatus.
With the exception of a few structural changes in the mechanism the compressed
air performs precisely the same functions as the electricity hereinbefore described.
In order to work the signals and indicators on the line two pipes or conduits 7 and
and of small area in transverse section are laid along the line. The conduit
proceeds from a generator or source ẞ fig. 19 bis of compressed air and extends from
one box a³ to another supplying the contact apparatus with the air required for their
operation. The conduit a branching off the conduit also extends from one box
to another but is controlled by the apparatus at the end of each section in order to
work the signal discs and indicators between the said apparatus.
The indicator apparatus on the engines is invariably operated by electricity. the

page_text: quently no alteration in the apparatus travelling with the trains.
The employment of compressed air relates solely to the apparatus on the line which
are constructed as next hereinafter described.
The contact box A (fig. 2bs and 3bis) is provided with a loose wheel r and two of
corrugated copper plates 66 661 the plates 6¹¹ being electrically connected with
rods tt and the plates bb being similarly connected with the arbors or axes o of
contact levers da da da. In the place of the electro magnets employed in the
arrangement hereinbefore described the contact apparatus is provided on each side
with two cylinders a¹ a² in which work two pistons connected to the contact
levers da and d². The cylinder a¹ communicates through a distribution slide valve aª
with the main conduit 7 and the cylinder a communicates through a branch
pipe with the cylinder al of the next apparatus.
The distribution valve aª is connected by a connecting rod u with the lever dª the
free end of which rests upon the came on the axis of the wheel r.
In their normal position the pistons are raised and the contact levers are out of
contact with the rods t.
Under these conditions there is no electric connection between the plates bb
and b¹ 61.
When the contact boxes are used on railways with a single line for both up and
down trains they are constructed as indicated in the drawings with a set of cylinders
at each extremity.
The action of this apparatus is as follows assuming that the train is travelling in
the direction indicated by the arrow w fig. 19bs. When the train arrives at the
contact box No. 2 for example the brush C on the tail carriage or van engages with
and rotates the wheel which moves the lever da causing it to make contact with the
rod t and shift the slide valve a" into the position represented in fig. 3b so that the
cylinder a is placed in communication with the atmosphere.
This movement cuts off the communication between the cylinder a and the main
conduit and places the cylinder ala the branch pipe 7 proceeding to box No. 1
and the cylinder a² in this box all in communication with the atmosphere so that
the compressed air which they contain is enabled to escape. The contact lever dia
in box No. 2 and the contact lever da in box No. 1 are consequently depressed and by
coming in contact with the rod t establish an electrical communication between the
plates in box No. 1.
Under these conditions the driver of a locomotive entering the section between
box No. 1 and box No. 2 is immediately warned of the state of the line by his
indicator. Moreover as all the signal discs on the line are connected with the same
branch pipe it results that the said signals are all set at danger owing to the com-
pressed air having been allowed to escape from the said pipe. The indicators on the
line or stations are similarly operated.
As the train proceeds it reaches box No. 3 where the same effects are produced the
piston in the cylinder a in box No. 2 is lowered and the corresponding contact
lever a releases by means of a lever a ratchet arrangement or catch which held down
the lever da in this box. Under the action of a spring or weight this lever resumes
its original position and thereby closes the discharge port and re-opens the compressed
air inlet of the cylinder a¹a in box No. 2 so that the compressed air enters the branch
pipe between No. 1 and No. 2 and the cylinder a in box No. 1 thus returning
the signals and indicators on this section to "line clear."
The same effect is produced on each section in succession as the train proceeds the
section immediately behind the train being closed at the same time as the section
behind this closed section is opened. All the signal discs and indicators are thus
caused to assume the positions corresponding alternately to pressure or no pressure in
the branch pipes. Any accidental breakage of the main pipe (or intentional
opening thereof by means of a tap & fig. 19 for example) has the effect of allowing
the compressed air to escape and causing all the signals in connection with the
pressure generator ßª to stand at “danger.”

page_text: The pneumatic apparatus or mechanism directly connected to the signal discs or
indicators is next hereinafter described.
In place of the electro magnet previously described as being employed to work the
moving parts or helices of the signals a cylinder fa fig. 11bs is employed being in
communication with the branch pipe 7ª¹ and containing a piston connected by a rod i
to the rotary disc or helix. A spring or a counterweight is employed which tends
to move the signal to danger but is prevented from doing so by the pressure of the
air so that when the pressure is removed the weight or spring immediately causes
the disc to change from white to red for example.
All the signal discs and indicators are arranged to automatically indicate danger
whenever the pressure in the pipes is removed thus ensuring absolute safety in case
of accident to the said pipes this being the reverse of the arrangements heretofore
proposed.
.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
First. The improved system of signalling or communicating for ensuring the
safety of railway trains by means of the improved combination of signalling and
indicating devices with means for operating the same substantially as hereinbefore
described.
Second. The employment of a permanent supply of electrical, or pneumatic or
motive power proceeding from any suitable source ẞ and extending throughout the
entire length of the railway (the conductors or conduits being directly connected to
the rails) and so arranged as to set all the signals or indicators operated directly by
the main conductor or conduit or by branches therefrom at danger whenever the
supply of motive power is accidentally or otherwise intercepted substantially as herein
before described.
Third. The division of a railway line into a number of sections by means of
contact boxes a connected with one another by a permanent main circuit and a
derived circuit ¹ on which are provided signalling discs and indicators 0 the said
sections being successively blocked and unblocked automatically by the action of the
trains or by the working of gates, points and the like or by the railway servants in
the manner and for the purpose hereinbefore described with reference to Figure 19
of the accompanying drawings.
"
°
Fourth. In combination with any suitable system of signalling for the protection of
trains travelling on railways, the arrangement of signalling discs and indicators for
stations placed on a main or derived circuit or connection and composed of a fixed
white radial arm combined with revolving arms both sets of arms being arranged
helically or alternately as set forth and the moveable or rotating arms being operated
by the action of the current in such a manner as to be presented in front of (or
between) and behind the stationary arms alternately thereby giving the signals
Danger" and "Line clear" in the manner and for the purpose herein before
explained with reference to Figure 6 to 16 of the accompanying drawings.
Fifth. In combination with any suitable system of signalling for the protection of
trains travelling on railways an indicator apparatus placed upon a locomotive and
operating as herein before set forth in combination with a local circuit upon the
locomotive operating in the manner and for the purpose herein before described with
reference to Figures 17, 18 and 19 of the accompanying drawings.
Sixth. In combination with any suitable system of signalling for the protection of
trains travelling on railways, the arrangement of the contact boxes A comprising a
series of electro magnets a a¹ a², a commutator lever d a series of armatures an axis
or spindle o and a rod t all arranged to operate under the influence of a loose wheel r
and a cam or wiper e so as to connect corrugated or ribbed plates b¹ and open a
derived or branch circuit from the main circuit in the manner and for the purpose
herein before described with reference to Figures 2 and 3 of the accompanying
drawings.

page_text: Seventh. In combination with any suitable system of signalling for the protection
of trains travelling on railways the arrangement of the contact boxes A with the loose
wheel and corrugated or ribbed plates b b1, the said wheel acting in combination
with the brush C on the tail carriage or van of each train and the brushes D D¹ on
the locomotive for the purpose of blocking one or more sections behind the train and
causing the indicator on a locomotive passing over the boxes connected with the said
sections to stand at "
danger in the manner and for the purpose hereinbefore
described with reference to Figures 1, 4 and 5 of the accompanying Drawings.
"
Dated this 14th day of June 1888.