Improvements in or relating to Signal and Safety Apparatus for Railways.
Year: 1899

page_text: Date of Application, 20th Nov., 1899
Complete Specification Left, 14th Aug., 1900-Accepted, 20th Nov., 1900
PROVISIONAL SPECIFICATION.
Improvements in or relating to Signal and Safety Apparatus for
Railways.
We, HEINRICH SKAPSKI, Engineer of Forestry, and Dr. WILHELM HOCHBERG,
Barrister at Law, both of Tarnow, in Galicia, Austria, do hereby declare the
nature of this invention to be as follows:-
The present invention relates to means whereby a train proceeding in one
direction, or a train standing in a station is protected against collision with
another tram, either following it, or coming in the opposite direction.
Such protection is effected by means of apparatus arranged on the open track
at great distances apart, or nearer each other, in the neighbourhood of stations,
crossings and the like, which apparatus work automatically by means of electric
currents, the signal being put to either "stop" or "go-ahead" by the train
itself which it is intended to safeguard. An apparatus set to indicate stop
will stop a passing train by actuating on the locomotive of the passing train,
some device placed on it for that purpose, and by means of which the vacuum
brake or any other brake, the steam admission valve or the signal whistle may
be actuated. The cars also may be provided with devices which will be actuated
by an apparatus set to display the signal stop by means of which the vacuum
brake, or any other brake may be actuated, and the attention of the engine driver
attracted. With each of the apparatus, optical, electrical or acoustic signal
devices of any known kind may be combined, these devices becoming operative
whenever the apparatus is set to indicate the signal stop. A special advantage of
this apparatus is the absolute security to traffic, even in case of damage to one
or several of the apparatus, or should the circuit become interrupted. In such a
case the train will be stopped without necessitating the co-operation of the
railway officials.
According to the preferred form of construction each apparatus placed on the
track immediately at the side of the rail consists of a two-armed pivotted lever
of which the lighter arm is provided with an armature adapted to make contact
with an electro-magnet. The heavier arm of the lever always tends to turn
downwards when no current is passing through the electro-magnet. This
heavier arm of the lever is secured in a horizontal position partly by a stop and
partly by a spring catch. The spring-catch carries an armature of a second
electro-magnet which, when energised will withdraw the catch with its armature
thereby setting the lever free, which is thus free to be acted upon and raised,
when its electro-magnet is energised. The electro-magnets are arranged within
the circuit of a very powerful battery. Before the first mentioned electro-magnet
is arranged an ordinary commutator or switch actuated by a third electro-magnet
for interrupting the current of the battery to the first electro-magnet whenever
the third electro-magnet is not energised. In the circuit between the first and
second electro magnets is arranged a switch or contact breaker actuated by a
fourth electro-magnet. By means of this switch the electro-magnet is switched

page_text: in or out of the circuit of the battery. In combination with the fourth electro-
magnet a switch is arranged in the circuit serving this electro-magnet which
switch is actuated by the third electro-magnet. The switches consist, for
example, of two-armed levers, of which one arm is connected by means of its
armature with its electro-magnet, while the other arm is provided with a contact
plate. The armatures are separated from their electro-magnets by means of
suitably arranged springs when no current is passing through the magnets.
At about the distance of the length of a car from each apparatus are placed
en the inner side of the track and near the rail, two switches so arranged that
they are actuated by the wide tyre of the wheel of a passing locomotive. Each
of these switches consists of a two-armed lever, which is held by means of a
strong spring in the position in which the electric circuit is closed. The front
arm of the levers is pressed down, against the spring, whenever the tyre of the
wheel passes over it, thereby breaking the circuit of which the switch forms part.
In order to render the following description clear the accompanying drawings,
Figures 1 and 2 represent schematically, by way of example, an arrangement of
apparatus on an open track and simplified apparatus for use in the neighbourhood
of stations, sidings and the like, respectively.
VIII
In a single track railway the apparatus are arranged at a distance of say,
two kilometres from each other, near the rails and on both sides of the track
(Figure 1). Thus between two stations, the distance from cach other for example
being 20 kilometres, there would be 10 such apparatus and two in the stations.
Each apparatus is electrically connected with two others in such a manner that
starting with the apparatus A¹, the switch of this apparatus is connected with
the battery 2 of the same apparatus, with the switch m³ of the apparatus A" as
well as with the switch and with the electro magnet m of the apparatus A',
all forming one circuit. The switch 2 of the apparatus A¹ is connected with
the electro magnet m³ of the same apparatus by means of the circuit of the
battery of the same apparatus. Thus, the apparatus A' is in electric connec-
tion with the apparatus A3 and A, the apparatus A2 with apparatus A and A³
and so on. The same arrangement is provided for on the other rail of the track
operating in a direction opposite to that in which the first series of apparatus
works, the apparatus being numbered inversely to those placed on the other rail.
Thus the apparatus A is electrically connected with the apparatus AVI, AIX
and the apparatus A is electrically connected with the apparatus A1x and AX,
and so on.
When there is no train on the track, the circuits of all the batteries
are closed, and hence all the armatures of all the apparatus are connected with
their corresponding electro-magnets with the exception of armature s² and
electro-magnet m². Owing to this, the lever H is turned upwards thereby
indicating go ahead." Let us suppose now that a train passes for instance by
apparatus A3 In doing so the tyres of the locomotive press down consecutively
the switches 12 of the apparatus A3 and immediately afterwards the corre
sponding switches 12 and ¹ of the apparatus AI. By pressing down the lever
of switch t¹ (of apparatus A³) the circuit of the battery 2 (of the same apparatus)
will be broken. Consequently the magnet m³ of apparatus A will not be
energised and its armature will be separated from it by the spring, while owing
to the simultaneous action on the switch s¹, the circuit of the battery of
apparatus A will be broken, the lever H of this apparatus A is now free to
swing downwards thereby exhibiting the signal "stop."
"
At the same time the electro magnet m' of apparatus A6 will release its
armature, in consequence of which the magnet m² will be placed in the circuit
of battery 6 of this apparatus A, owing to which the armature will be attracted,
and the catch, which until then held the lever H in position will be withdrawn
with it, thus setting the lever H free to be acted upon by the electro magnet m¹,
owing to which it will swing upwards. Apparatus A6 will therefore be set to
exhibit the signal "go ahead." This effect on the apparatus A is in consequence
of the similar arrangement of the apparatus on both sides of the rail of the track.

page_text: Immediately after the switch t¹ has been pressed down switch 2 follows, thereby
interrupting the circuit of battery 63 in apparatus A3, owing to which the electro
magnet m releases the armature and the magnet m is withdrawn from the
circuit of battery 63 of apparatus A°, by means of the switch 3. In consequence
of this the magnet m* releases its armature, whereby the magnet m² is switched
into the circuit of battery 4, by means of the armature 2, the magnet m²,
attracting the armature a², and thereby withdrawing the catch from the lever H.
In an absolutely similar manner the pressing down of the switches t¹ 2 of the
apparatus A will act on the apparatus AIAX and AXI The train, which thus
passes by apparatus A3, having thus this apparatus on its left side, (relative to
the direction in which the train is moving) sets apparatus A³ and AI, as well as
the apparatus AI and AXI to indicate "go ahead," while the apparatus A5 and Ax
are set to indicate "stop." And since the apparatus arranged on the right side
of the train, (as regards the direction in which the train is proceeding) are those
which actuate the devices arranged for that purpose on the train, and those,
the signals of which are to be observed, hence à second train coming in the
opposite direction to the first train will be stopped at the apparatus A³. But then
this second train has itself set the apparatus AVII to indicate stop at the
moment it arrives at the apparatus A5, which in its turn is intended to stop
train I. Thus it will be seen that between two trains proceeding against each
other on the same track there must always be a free distance equal to the distance
of two apparatus from each other. A third train coming after the first can only
proceed up to the apparatus A*. As the first train passes by apparatus A*
apparatus A will be set to indicate go ahead" and the third train may now
proceed up to apparatus AIX and so on.
66
In the immediate vicinity of large stations, and on sidings etc. it will be
necessary to place two apparatus closer to each other, and it will be found advis-
able to simplify for this purpose the arrangement described. The apparatus
are so far simplified that they contain only one electro magnet actuating a lever,
(Fig. 2). Each apparatus contains a strong battery, the apparatus thus modified
being arranged in a similar manner near the two rails of the track at a closer
distance however than in the first case. Along the rails, are, in this case,
arranged switches, these switches are like those described in the first case, but
they are not actuated by the wide tyres of the driving wheels of the locomotive
directly, but by the car wheel rims by means of pivotted rails or plates.
The
The rails are arranged consecutively in such a manner that wherever there is
a train or a locomotive or a single car within the area of this system at least one
of the switches u will be acted on. The switches u placed between apparatus B¹ B²
are connected with the electro-magnets m of apparatus B3 in the circuit of a
battery provided in any place, say for instance, near the apparatus 11.
switches between the apparatus B2 B3 are with the magnet m of the apparatus B'
in the circuit of battery 6 near apparatus B2, and so on. The arrangement on
the other rail of the track is exactly the same. The effect of such a simple
arrangement is correspondingly simple. If in the case of there being a train or
a single car between apparatus B2 B3 (or between apparatus BH Bii) it cannot
fail always to press down one of the rails arranged between these apparatus and
with it the switch . By this means the circuits are interrupted in which the
magnets of apparatus B and BIX are arranged. These magnets cease to attract
the levers H are now free to swing downwards, thereby exhibiting at the
apparatus B and BIX the signal" stop," and remain in that position until the
train or car has passed over apparatus B3 or over the last switch operating this
apparatus. Then the influence on the switches of the apparatus B and Blx
ceases; the circuits are closed, whereby the levers H are turned upwards indi-
cating the signal "go ahead," while, owing to a similar effect on one of the
switches of the next series, for instance, of the series connected with apparatus B35
and B, these apparatus will be set to display the signal "stop." Thus, it will
be seen that a train or a single car being on such a track is protected in both

page_text: directions. Figure 3 of the accompanying drawings represents schematically
an arrangement of the latter kind in combination with a branch or siding.
Close by the points are arranged two switches constructed, say, like the
switches described above, and, besides the apparatus B along the two rails of
each track an apparatus 13° and 101 in front of the sleepers, these
apparatus 130 1301 are connected with the circuits of the next apparatus, B and B₁.
In the circuit of the apparatus 130 and B the switch is connected, while that
of the apparatus 1301 and B, is connected with switch 2. If now the points are
so placed that a train passes along track I, no matter in which direction, the
switch will be pressed down by thus placing the points, thereby interrupting
the circuits of the apparatus B1 and B₁₁. A train coming on track II towards
the points will be stopped by apparatus B₁₁ and should this fail to act by the
safety apparatus B. If the points are so placed that the train is passed on to
track II then the apparatus 130 and 137 will be similarly effected by the switches v¹
and set to display the signal "stop." On the rails over which the train passes
the apparatus are actuated automatically by the train as it passes over the rails.
The arrangement of the apparatus is so devised that when set to display the
signal "stop" they actuate devices provided on the cars or locomotive, by means
of which the train is automatically stopped. Such a device, as provided for the
apparatus on a car, consists of a rotatably arranged shaft or rod provided near the
edge of the car, on which is keyed a bar or wedge-shaped arm.
At the other end
of the rod is attached a chain running over guide rollers and terminating in a
ring into which ring, when the cars are coupled a hook enters, provided for that
purpose on the coupling loop of the next car. The shaft passes through a box
in which a spring acts on the shaft in such a manner that the latter, whenever
the connection between the ring and the hook is broken will be pushed forward.
The shaft is also provided with an arm or projection on which is fixed a small
contact plate, by means of which the circuit is closed whenever the shaft is
pushed forward and suitably turned, whereby the vacuum or other brake is
actuated, and an alarm signal transmitted to the engine driver. A similar
device is provided on the other side of the car.
When coupling the cars the hooks are always hooked into the rings whereby
the shaft is drawn in. Thus only the last car has a projecting shaft. The object
of this arrangement, is, that when, during shunting and the like, there are cars
in front of the locomotive, the arm will strike against the lever of an apparatus
set to exhibit the stop signal, whereby owing to the forward movement of the car
the shaft will be so turned as to produce the required effect as above described.
The arrangement on a locomotive consists also of a rotatably arranged shaft or
rod on the ends of which are arms arranged at an angle of 180° to each other.
The shaft is also provided with a chain wheel through which, by means of a chain
and chain wheel, the rotation of the shaft is transmitted to an upper shaft. On
this shaft is keyed a cam disc actuating a lever owing to a spring pressing against
the disc. The end of the lever is connected by means of chains or cords with
the steam admission valve, the vacuum brake or any other brake, and with the
signal whistle. Before starting the shaft is turned by means of a crank keyed
on the other shaft in such a manner that the operating arm situated on the right
as regards the direction of the movement of the train is pointed downwards.
Whenever the train arrives at any place where an apparatus is set to exhibit
the signal "stop," the lever of such apparatus actuates the arm, owing to which,
and the continued movement of the locomotive, the shaft is suitably turned, and
the train automatically stopped.
Inasmuch as the apparatus on the right side of the track (considering the
direction of movement), are those, the signals of which ought to be observed, it
is of very great importance that before starting the arms are properly set. In
order to render impossible a turning in this direction which would render the
whole device ineffective the following arrangement has been devised.
On both sides of the reversing lever on the locomotive are provided two pivotted

page_text: arms which whenever they are pressed down by the reversing lever will cause a
current to pass in the circuits in which they are respectively connected. Within
reach of the crank are other arms, by means of which the circuit is interrupted
whenever they are pressed down by the crank. The said arms are electrically
connected with an alarm apparatus (an electric bell for instance) included in
the circuit of a battery.
When the shaft is set forwards as regards the direction of movement; one arm
near the crank is pressed down by the crank. If, however, the engine-driver
moves the reversing lever in such a manner that the locomotive moves back-
wards, the reversing lever will press down one of the pivotted arms near the
lever producing the closing of the circuit in which the other arm near the crank
is placed, and, on the other hand, on the alarm apparatus to the battery.
alarm apparatus will be operative during the whole time until the crank is in
contact with the arm, which position corresponds to the reversing movement of
the locomotive.
The
Inasmuch as there is almost continual current flowing through the apparatus.
there is the danger that the iron cores of the electro-magnets might become
permanently magnetised, in consequence of which the armatures would not be
separated from the magnets by the springs. In order to avoid this, it will be
necessary after every interruption of a current, when the circuit is again closed
that a current must be sent through the electro-magnet in the opposite direction.
In order to facilitate this the circuit of each battery is provided with a current
reverser of any construction.
Datad this 20th day of November 1899
BOULT, WADE & KILBURN,
Agents for the Applicant.
Improvements in or relating to Signal and Safety Apparatus for
Railways.
We, HEINRICH SKAPSKI, Engineer of Forestry, and Dr. WILHELM HOCHBERG,
Barrister at Law, both of Tarnow, in Galicia, Austria, 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:-
-
The present invention relates to means whereby a train proceeding in one.
direction, or a train standing in a station is protected against collision with
another train, either following it, or coming in the opposite direction.
وو
"
Such protection is effected by means of apparatus arranged on the open track
at great distances apart, or nearer each other, in the neighbourhood of stations,
crossings and the like, which apparatus work automatically by means of electric
currents, the signal being put to either "stop or go-ahead by the train
itself which it is intended to safeguard. An apparatus set to indicate stop will
stop a passing train by actuating, on the locomotive of the passing train, some
device placed on it for that purpose, and by means of which the vacuum brake
or any other brake, the steam admission valve or the signal whistle may
be actuated. The cars also may be provided with devices which will be actuated
by an apparatus set to display the signal stop by means of which the vacuum
brake, or any other brake may be actuated, and the attention of the engine driver
attracted. With each of the apparatus, optical, electrical or acoustic signal
devices of any known kind may be combined, these devices becoming operative when-
ever the apparatus is set to indicate the signal stop. A special advantage of this

page_text: apparatus is the absolute security to traffic, even in the case of damage to one or
several of the apparatus, or should the circuit become interrupted. In such a
case the train will be stopped without necessitating the cooperation of the
railway officials.
In the accompanying drawings, a form of construction of the apparatus devised
according to the present invention is represented by way of example.
Figure 1 being a side view,
Figure 2 a plan view, and
Figure 3 a vertical section of an apparatus as used on an open track.
Figures 4, and 5 show respectively a vertical section and plan view of the
current interrupter present in each apparatus and actuated by the passing train.
Figure 6 shows in a schematic manner the action of the several parts of the
apparatus.
Figures 7 and 8 represent in a schematic sketch the arrangement of the
apparatus on the open track and simplified apparatus for use in the neighbour-
hood of stations, or on sidings and the like.
Figure 9 illustrates schematically an arrangement of apparatus in connection
with points in sidings or branch lines.
Figures 10 and 11 represent in a vertical section and side view the interrupter,
actuated by the passing train in combination with apparatus such as are employed
in the neighbourhood of stations, sidings and the like.
Figures 12 and 13 represent in side elevation and plan a device provided on
a car which is actuated by the apparatus set to indicate the signal stop.
Figures 14 and 15 represent the arrangement of a device provided on a loco-
motive and actuated by the apparatus when the latter is set so as to display the
signal stop.
According to the form of construction represented in Figures 1 to 6 cach appara-
tus A placed on the track immediately at the side of the rail consists of a two-armed
pivotted lever H of which the lighter arm is provided with an armature a¹ adapted
to make contact with an electro-magnet m¹. The heavier arm of the lever H
always tends to turn downwards when no current is passing through the electro
magnet m¹.
This heavier arm of the lever H is secured in a horizontal position
partly by a stop b, and partly by a spring catch c. The spring-catch c carries
an armature a² of a second electro magnet m³, which, when energised will with-
draw the catch e with its armature (Figure 3) thereby setting the lever H free,
which is thus free to be acted upon and raised, as indicated by dotted lines
(Figure 1) when its electro magnet m¹ is energised. The electro magnets m¹
and m² are arranged within the circuit of a very powerful battery 61. Before
the electro-magnet m' is arranged an ordinary commutator or switch s' actuated
by an electro magnet m³ for interrupting the current of the battery 6' to the electro-
magnet m whenever the electro-magnet m³ is not energised. In the circuit
between the electro-magnets m¹ and m² is arranged a switch or
breaker №2 actuated by an electro-magnet m¹.
By means
of this switch the electro magnet is switched in or out of the
circuit of the battery 2. In combination with the electro magnet m
a switch is arranged in the circuit serving this electro magnet, which switch
is actuated by the electro-magnet m. The switches consist, for example, of two-
armed levers h h h (Figures 1 and 2) of which one arm is connected by means
of its armature a³ a or a with its electro magnet, while the other arm is
provided with a contact plate. The armatures are separated from their electro
magnets by means of suitably arranged springs when no current is passing
through the magnets.
contact
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At about the distance of the length of a car from each apparatus A are placed
on the inner side of the track and near the rail, two switches t¹ and t, so arranged
that they are actuated by the wide tyre of the wheel of a passing locomotive.
Each of these switches ti 2 consists of a two-armed lever h h which is held
by means of a strong spring in the position in which the electric circuit is closed.

page_text: The front arm of the levers h or his pressed down, against the spring, whenever
the tyre of the wheel passes over it, thereby breaking the circuit of which the
switch forms part.
In a single track railway the apparatus A are arranged at a distance of say, two
kilometres from each other, near the rails and on both sides of the track
(Figure 7). Thus between two stations, the distance from each other for example
being 20 kilometres, there would be 10 such apparatus and two in the stations.
Each apparatus is électrically connected with two others in such a manner
that starting with the apparatus A', the switch t¹ of this apparatus is connected
with the battery 62 of the same apparatus, with the switch m³ of the apparatus A³
as well as with the switch and with the electro magnet m of the apparatus A+,
all forming one circuit. The switch 2 of the apparatus A' is connected with the
electro-magnet m³ of the same apparatus by means of the circuit of the battery b
of the same apparatus. Thus, the apparatus A¹ is in electric connection with
the apparatus A3 and A+, the apparatus A2 with apparatus A and A5 and so
The same arrangement is provided for on the other rail of the track operat-
ing in a direction opposite to that in which the first series of apparatus works,
the apparatus being numbered inversely to those placed on the other rail. Thus
the apparatus AI is electrically connected with the apparatus AVI, AIX
and the apparatus Av is electrically connected with the apparatus Ax and A*,
on.
and so on.
When there is no train on the track, the circuits of all the bat-
teries are closed, and hence all the armatures of all the apparatus are connected
with their corresponding electro magnets with the exception of armature a²
and electro-magnet m². Owing to this, the lever H is turned upwards thereby
indicating go-ahead." Let us suppose now that a train passes for instance by
apparatus A. In doing so the tyres of the locomotive press down consecutively
the switches t1, t2, of the apparatus A3 and immediately afterwards the correspond-
ing switches 2 and of the apparatus AVI. By pressing down the lever of
switch (of apparatus A) the circuit of the battery 62 (of the same apparatus)
will be broken. Consequently the magnet m³ of apparatus As will not be ener-
gized and its armature a will be separated from it by the spring, while owing
to the simultaneous action on the switch s¹, the circuit of the battery b¹ of
apparatus A will be broken, the lever H of this apparatus A³ is now free to
swing downwards thereby exhibiting the signal "stop."
At the same time the electro magnet m of apparatus A6 will release its arma-
ture a, in consequence of which the magnet m² will be placed in the circuit
of battery b¹ of this apparatus A6, owing to which the armature a² will be drawn
to its magnet m², and the catch c, which until then held the lever H in position
will be withdrawn with it, thus setting the lever H free to be acted upon by the
electro magnet m', owing to which it will swing upwards. Apparatus A will
therefore be set to exhibit the signal "go ahead." This effect on the appara-
tus A is in consequence of the similar arrangement of the apparatus on both
sides of the rail of the track. Immediately after the switch has been pressed
down switch 2 follows thereby interrupting the circuit of battery in appara-
tus A3, owing to which the electro magnet m³ releases the armature and the
magnet m is withdrawn from the circuit of battery 62 of apparatus A°, by means
of the switch. In consequence of this the magnet m releases armature a
whereby the magnet m² is switched into the circuit of battery b₁, by means of
the armature s², the magnet m² attracting the armature and thereby withdraw-
ing the the catch from the lever H. In an absolutely similar manner the
pressing down of the switches t¹ 12 of the apparatus AI will act on the appara-
tus A, A, and AxI. The train, which thus passes by apparatus A3, having
thus this apparatus on its left side, (relative to the direction in which the
train is moving) sets apparatus A3 and AVIII, as well as the apparatus A and Axt
to indicate "
go ahead," while the apparatus A5 and A are set to indicate "stop."
And since the apparatus arranged on the right side of the train, (as regards
the direction in which the train is proceeding) are those which actuate the

page_text: "
devices arranged for that purpose on the train, and those, the signals of which
are to be observed, hence a second train coming in the opposite direction to
the first train will be stopped at the apparatus A. But then this second train
has itself set the apparatus A to indicate " stop at the moment it arrives at
the apparatus A³, which in its turn is intended to stop train I. Thus it will
be seen that between two trains proceeding against each other on the same
track there must always be a free distance equal to the distance of two apparatus
from each other. A third train coming after the first train can only proceed
up to the apparatus A. As the first train passes by apparatus A apparatus A
will be set to indicate "go ahead," and the third train may now proceed up to
apparatus AIN and so on.
In the immediate vicinity of large stations, and on sidings etc. it will be
necessary to place two apparatus closer to each other, and it will be found advisable
to simplify for this purpose the arrangement described above (Figure 7). The
apparatus are so far simplified that they contain only one electro magnet m actuat-
ing a lever H (Figure 8). Each apparatus contains a strong battery b, the
apparatus B1 B2 B3 thus modified, being arranged in a similar manner near the
two rails of the track at a closer distance however than in the first case. Along
the rails are, in this case, arranged switches (Figures 10 and 11) these switches
are like those described in the first case, but they are not actuated by the wide
tyres of the driving wheels of the locomotive directly, but by the car wheel rims
by means of pivotted rails or plates d.
The rails are arranged consecutively in such a manner that wherever there is a
train or a locomotive or a single car within the area of this system at least one
of the switches u will be acted on. The switches u placed between apparatus B¹ B²
are connected with the electro magnets m of apparatus 133 in the circuit of a
battery provided in any place, say for instance, near the apparatus B¹ The
switches between the apparatus 132 133 are with the magnet m of the apparatus B4
in the circuit of battery 6 near apparatus B2, and so on. The arrangement on the
other rail of the track exactly the same. The effect of such a simple arrangement
is correspondingly simple. If in the case of there being a train or a single car
between apparatus B2 B3 (or between apparatus BHB) it cannot fail always
to press down one of the rails & arranged between these apparatus and with it the
switch u.
By this means the circuits are interrupted in which the magnets of
apparatus Band BIN are arranged. These magnets cease to attract, the levers H
are now free to swing downwards, thereby exhibiting at the apparatus B and B¹x
the signal “stop," and remain in that position until the train or car has passed
over apparatus B³ or over the last switch actuating this apparatus. Then the
influence onl the switches of the apparatus B and BIX ceases, the
circuits are closed whereby the levers H are turned upwards indicat-
ing the signal go ahead," while, owing to a similar effect on one of the
switches of the next series, for instance, of the series connected with apparatus B
and B, these apparatus will be set to display the signal "stop." Thus, it will
be seen that a train or a single car being on such a track is protected in both
directions. Figure 9 of the accompanying drawings represents schematically an
arrangement of the latter kind in combination with a branch or siding. Close by
the points are arranged two switches 2 constructed, say, like the switches t
described above, and, besides the apparatus B along the two rails of each track, an
apparatus B. and Bo', in front of the sleepers p² these apparatus B, and BJ
are connected with the circuits of the next apparatus B and B. In the circuit of
the apparatus B, and B7 the switch el is connected, while that of the apparatus Bo
and B, is connected with switch. If now the points are so placed that a train
passes along track I, no matter in which direction, the switch will be pressed
down by thus placing, the points, thereby interrupting the circuits of the
apparatus B and B. A train coming on track II towards the points will be
stopped by apparatus B₁, and should this fail to act, by the safety apparatus Bo.
If the points are so placed that the train is passed on to track II then the
66

page_text: "
apparatus Bo and B7 will be similarly affected by the switches v₁ and set to display
the signal stop." On the rails over which the train passes the apparatus are
actuated automatically by the train as it passes over the rails.
or.
The arrangement of the apparatus A and B is so devised that when set to display
the signal "stop" they actuate devices provided on the cars or locomotive, by
means of which the train is automatically stopped. Such a device, as provided for
the apparatus on a car is shown in Figures 12 and 13, and consists of a rotatably
arranged shaft or rod e provided near the edge of the car, on which is keyed a bar
wedge-shaped arm f. At the other end of the rod e is attached a chain g
running over guide rollers and terminating in a ring h into which ring, when
the cars are coupled a hook i enters, provided for that purpose on the coupling
loop of the next car. The shaft e passes through a box k in which a spring k
acts on the shaft e in such a manner that the latter whenever the connection
between the ring and the hook i is broken, will be pushed forward. The shaft e
is also provided with an arm or projection 1, on which is fixed a small contact plate,
by means of which the circuit is closed whenever the shaft e is pushed forward,
and suitably turned, whereby the vacuum or other brake is actuated, and an alarm
signal transmitted to the engine driver. A similar device is provided on the other
side of the car.
The
When coupling the cars the hooks i are always hooked into the ring h whereby
the shaft e is drawn in. Thus only the last car has a projecting shaft e.
object of this arrangement is that when, during shunting and the like, there are
cars in front of the locomotive, the arm f will strike against the lever H of an
apparatus set to exhibit the stop signal, whereby, owing to the forward movement
of the car the shaft e will be so turned as to produce the required effect as described
above.
The arrangement on the locomotive (Figures 14 and 15) consists also of a
rotatably arranged shaft or rode on the ends of which are arms f f arranged
at an angle of 180° to each other. The shaft e is also provided with a chain
wheel n through which, by means of a chain n¹ and chain wheel n² the rotation of
the shaft e is transmitted to an upper shaft et. On this shaft el is keyed a cam
The
disc o actuating a lever o¹ owing to a spring 9 pressing against the disc o.
end of the lever o¹ is connected by means of chains or cords with the steam
admission valve, the vacuum brake or any other brake and with the signal whistle.
Before starting the shaft e is turned by means of a crank r keyed on the other
shaft e in such a manner that the operating arm f2 situated on the right as regards
the direction of the movement of the train is pointed downwards. Whenever the
train arrives at any place where an apparatus A or B is set to exhibit the signal
stop," the lever H of such apparatus actuates the arm owing to which, and the
continued movement of the locomotive the shaft e is suitably turned and the train
automatically stopped.
66
Inasmuch as the apparatus on the right side of the track (considering the
direction of movement), are those the signals of which ought to be observed, it
is of very great importance that before starting the arms f f are properly set.
In order to render impossible a turning in this direction which would render the
whole device ineffective the following arrangement has been devised.
The
On both sides of the reversing lever R on the locomotive are provided two
pivotted arms 1 and 11 which whenever they are pressed down by the reversing
lever will cause a current to pass in the circuits in which they are respectively
connected. Within reach of the crank r are other arms III IV by means of which
the circuit is interrupted whenever they are pressed down by the crank r.
said arms are, as illustrated in Figure 14, electrically connected with an alarm
apparatus (an electric bell for instance), included in the circuit of a battery.
According to the position as represented by the dotted lines in Figures 14
and 15 the shaft is set forwards as regards the direction of movement; thereby
the arm III is pressed down by the crank r. If however, the engine driver moves
the reversing lever R in such a manner that the locomotive moves backwards,

page_text: the reversing lever will press down the pivotted arm II producing the closing
of the circuit in which the arm IV is placed, and, on the other hand, of the
alarm apparatus to the battery. The alarm apparatus will be operative during
the whole time until the crank r is in contact with the arm IV, which position
corresponds to the reversing movement of the locomotive.
Inasmuch as there is almost continual current flowing through the apparatus A
and B, there is the danger that the iron cores of the electro magnets might
become permanently magnetized, in consequence of which the armatures would
not be separated from the magnets by the springs. In order to avoid this, it
will be necessary after every interruption of a current, when the circuit is again
closed that a current be sent through the electro magnet in the opposite direction.
In order to facilitate this the circuit of each battery is provided with a current
reverser of any construction.
. Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that
what we claim is:-
1. A signal or safety apparatus for railways characterised by the arrangement
of electric apparatus along the rails at greater or less distances apart, each
apparatus being provided with an oscillating lever H and a device intended for
the setting of the same consisting of one or more electro-magnets m and a set
of switches, the said apparatus being automatically set by the train passing over
the rails by means of an electric current, to indicate the signal that the line is
clear or otherwise, substantially as described.
2. In apparatus of the kind described, an arrangement of parts to be employed
for the protection of the train along an open track outside stations comprising
a pivotted lever actuated by an electro-magnet in the circuit of a battery, another
electro-magnet situated in the same circuit, by which means a spring-controlled
catch is disengaged from the lever, two switches actuated by corresponding
electro-magnets, by means of which switches one switches off the corresponding
electro-magnet from the battery, while the other interrupts the circuit of the
said battery, while the electro-magnet actuating the former switch is, in its
turn, switched in or out of the circuit actuating another commutator on
off the said battery.
or
3. The arrangement of apparatus as specified in Claim 2 in a similar manner
on both sides of the track so that a magnet actuating a switch by means of
another switch as 2 placed near an apparatus A3 is switched into the circuit, of
a battery within the latter apparatus while a second switch is situated within the
same circuit with an electro-magnet of the next but one apparatus, and one of
the switches and electro-magnets of the following apparatus, said arrangement
being provided so that a train, passing between two apparatus as A³ AII, will
set this apparatus as well as the one following A in front to the left of the
moving train, and one A situated at the right side of the moving train and
behind it in such a manner as to indicate "go-ahead." while another apparatus A5
in front to the left, and one A on the right side of the train and in the rear of
it indicate the "stop" signal.
4. In a signal or safety apparatus for railways an operative device intended
to be placed near stations, sidings and the like characterised by a swinging
lever actuated by an electro-magnet, which electro-magnet will, together with
a number of switches placed in the circuit of a battery act in such a manner
that by interrupting the circuit by actuating one of the 'switches the lever will be
released by the magnet, and swing forward and displace the "
5. The arrangement of apparatus of the kind referred to in Claim 1 near
stop" signal.
stations, sidings and the like. in a like manner on both sides of the track. 'so that
the switches directly arranged near an apparatus as B¹, are situated in the same
circuit as a magnet of the next but one apparatus while the switches are
actuated with each other by means of pivotted rails in such a manner that a

page_text: train or a single car on an area thus provided will always press down at least
one of the switches in consequence of which an apparatus on the left of the
train or car and in the rear of the right side of the direction in which the train
or car is moving, is so actuated as to display a "stop" signal.
6. In signal or safety apparatus for railways of the kind described a device
arranged on both sides of a car comprising a rotatably and displacably arranged
shaft on which is keyed a depending arm as well as an inner contact bar, which
shaft is drawn back and held in position by means of a hook connected with
the coupling device of the next car which is hooked when coupling the cars to a
chain or connection attached to the end of the shaft, and acting against the effect
of a spring acts on said shaft in such a manner that only on the end cars will
the shaft project so far as to be actuated by the signal apparatus, arranged on
the line, and set to indicate the stop signal, while the inner contact bar will
close a current whereby the vacuum or other brake will be applied and an alarm
signal given to the engine driver.
7. In signal or safety apparatus for railways a device arranged on the loco-
motive characterised by a rotatably arranged main shaft on the end of which
are keyed arms arranged at an angle of 180° to each other, of which one is
always directed perpendicularly downwards, a cam fixed on another shaft acting
against a spring-controlled lever from which cords or chains pass to the steam
admission valve, the vacuum brake and the signal whistle a transmission device
of any kind being arranged between the two shafts said arrangement being
devised for the purpose of turning the main shaft whenever a train is passing
an apparatus set to display the stop signal by actuating the depending arm of
the shaft by means of the lever of the apparatus displaying the signal, and
through the further turning of the cam disc and lever produced thereby, closing
the steam admission valve and actuating the brake and the whistle of the loco-
motive in such a manner that the locomotive is automatically stopped.
8. In signal or safety apparatus for railways means for effecting the setting
of operating arms on the locomotive characterised by a crank keyed on a shaft
through the turning of which the setting of the shaft carrying the arms f¹ f³
is effected, an alarm apparatus being placed, together with contact arms as I,
II, III, IV in the circuit of a battery, by which arrangement an alarm signal
is given, when, the crank being wrongly set, the reversing lever is turned, i.e.
when the locomotive is started.
9. The complete signal and safety system for railways substantially as described
or illustrated in Figure 7 or in Figure 8 of the accompanying drawings.
Dated this 14th day of August 1900.
BOULT, WADE & KILBURN,
Agents for the Applicants.