Improvements in Electric Railway Signalling Apparatus.
Year: 1887

page_text: Date of Application, 8th Mar.. 1887
Complete Specification Left, 15th Aug., 1887
Complete Specification Accepted, 7th Oct., 1887
PROVISIONAL SPECIFICATION.
Improvements in Electric Railway Signalling Apparatus.
1, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention a communication to me from
abroad by John Duncklle Gould of Boston in the County of Suffolk and State of
Massachusetts United States of America, Gentleman to be as follows:
This Invention relates to signals employed to protect a section of a railway, which
is already occupied by a train, from the entrance of another train thereon.
The Invention consists in an improved arrangement of circuits, relays, and signal
magnets, whereby the danger signal is caused to be displayed, when a train enters on
the section to be protected by such signal, and is withdrawn when the line is clear.
Further, it consists in a semaphore, operated by an electro-magnet in the main line
circuit, the semaphore arın having a colored disc, and being enclosed in a glass casing
as a protection against wind pressure and as a snow and rain shield.
Reference is to be had to the accompanying drawings forming part of this
specification, wherein figure 1 is a diagram representing the circuit. Figure 2 is a
side elevation of the semaphore and figure 3 a front view.
The same letters of reference indicate the same parts in all the figures.
In this Invention two or more electric semaphores, two relays, two electric batteries,
a line wire, and the railway rails are employed. The annular frame A of the semaphore
has a socket B for receiving the top of the supporting post C. To the sides of the
frame A, are secured circular glass plates D, in whose centres are bearings for a
spindle a. To this spindle is secured a semaphore arm E, formed of light material and
in one end of the arm E, is a circular aperture b, closed by a transparent disc e of
colored glass, gelatine, or cloth. The glass sides D of the semaphore case are
transparent and to one side of the case is secured an ordinary lantern F opposite the
path of the colored disc in the semaphore arm, in position to shine through said
colored dise when the arm E is horizontal. On the spindle a of the semaphore arm E
is a small drumm d having one end of a cord e wound around and fastened to it, the
other end of the cord extending down into a chamber in the socket B and being

page_text: attached to the end of the armature lever g of the signal magnet h.
When the line is
clear, the current flows through the magnet whose armature y draws the cord e
turning the semaphore arm E and withdrawing its colored disc c from before the
lantern, and holds the semaphore in the inclined position (see dotted lines in Figure 3.)
The end of the semaphore arm E carrying the colored disc c being heaviest, the
semaphore arm is thrown into the position, shewn in full lines in figure 3, by gravity
when the circuit through the magnet h is broken. It remains in this position so long
as the section of the line to be protected is occupied by a train, indicating danger, by
its horizontal position in the day time, or by the light from the lantern shewing
through the colored disc at night, but, by an arrangement of the circuit to be
described, when the section to be protected is unoccupied, the current flows through
the signal magnet which, by attracting its armature and drawing down the cord
removes the colored dise e from before the lantern and inclines the semaphore arm,
thereby indicating by a white light at night and by the inclination of the semaphore
in the day time, that the line is clear.
e
In figure 1, the circuit and semaphore are represented diagrammatically, and the
signal magnets are placed in the line G near the ends of the section of railway to
be protected, and the main line battery H is inserted in the line. The rails I I¹, in
part form conductors of the system. The rail is divided into sections i. j. k, and the
rail is separated at the ends of the section from the rail of the adjacent sections.
The line wire G at one end of the section, outside of the signal magnet h is connected
with one terminal of the relay magnet J, the other terminal being connected with the
front contact point and with rail by wire m. The armature lever n of relay J
connects with earth by wire o and is brought into contact with the contact point /
when the current passes through the magnet and puts the line to earth through the
wire o.
The section of rail I connects with earth by wire p. The line wire G´at the
opposite end of the section terminates in the back contact point 7, which lies in the
path of the armature lever k of relay magnet K. The armature lever / connects
with earth by wire s. The armature levers of relay magnets J K have retractile
springs. One terminal of the relay magnet K connects by wire with rail and the
other terminal connects by wire u with battery y and the battery connects with the
railway rail section by wire w. The short section of rail 1 connects with earth
by wire a When the train enters on the section formed of rails I, 1', in the
direction indicated by the arrow 1, the contact of the wheels of the locomotive and
carriages with section, and rail I closes the circuit of the battery y through the axles
of the locomotive and carriages, rail section and rail I, wire t, relay magnet K,
wire, and wire w; and the magnet of the relay becoming active draws the
armature towards it, breaking the main line circuit between the contact point and
armature lever k. The armatures of signal magnets being released, allow the
heavier ends of the semaphore arms E to drop, bringing the semaphore arms into the
horizontal position, indicating, in daytime by the position of the arm, that the section
of railway is occupied, and at night the colored disc being before the lantern colors
the light of the lantern, giving the danger signal. When the main line circuit is
broken between the contact pointy and lever the earth connection of the opposite
end of the line which was through the contact point I armature lever and wire o is
destroyed by the release of the armature lever . Should an accident happen to
prevent the train leaving the section of railway, the signal on wire G continually
indicates danger. When the train runs on the short section of rail I bringing it
into electrical communication with rail the circuit of battery will be broken.
When the train leaves the section of rail 1 the armature lever k falls back upon
contact point g and the line will be put to earth at that end of the section through the
armature lever and wire s. By the contact of the carriage wheels with short
section of rail I the line is put to earth through section and wire p, the signal
magnets are again active and through their armatures g and cord e turn the
semaphores E into position indicating safety. At the same time the relay which is
in the main line, attracts armature n establishing earth for the line through points!
lever and wire so that when the train leaves the section i destroying the earth

page_text: connections with the rails, the line will be to earth through point lever and earth
wire o.
When the train enters the section from the direction indicated by arrow. 2
contact of the car wheels with section of rail I and with rail I again completes the
circuit of battery v, through relay magnet K as before described, drawing armature
lever forward, breaking the main line between contact pointy and armature lever k
so that the armatures of the signal magnets are again released and the semaphore
arms E drop into position of danger. Simultaneously the relay magnet J, being
deprived of current releases the armature lever n breaking contact between lever
and point 1. When the train leaves section of the railway, the rail circuit of
battery is again broken, and armature & falls back on point q completing the line at
that end of the section through the earth wires and when the wheels form electrical
communication between sections and the line at the opposite end of the section
will be to earth through the relay magnet J, wire m, section, the wheels and axles
of the train, the rail section and earth wire .. when the relay magnet J will again be
active, and its armature will be drawn forward completing the earth through the
contact point, lever n, and ground wire o, so that when earth through the rail
section is destroyed, the line will continue to be carthed through earth wire o.
Dated this Sth day of March 1887.
A. MELVILLE CLARK,
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.
COMPLETE SPECIFICATION.
Improvements in Electric Railway Signalling Apparatus.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention (a communication to me from
abroad by John Duncklle Gould of Boston in the County of Suffolk and State of
Massachusetts United States of America Gentleman and in what manner the same
is to be performed, to be particularly described and ascertained in and by the following
statement:-
This invention relates to signals employed to protect a section of a railway,
which is already occupied by a train, from the entrance of another train thereon, and
comprises improvements in that class of signalling apparatus which forms the subject
matter of Walker's Letters Paient. No. 141058.
The invention consists in an improved arrangement of circuits, relays and signal
magnets, whereby the danger signal is caused to be displayed, when a train enters on

page_text: the section to be protected by such signal, and is withdrawn when the line is clear
Further it consists in a semaphore, operated by an electro-magnet in the main line
circuit, the semaphore arm having a colored disc, and being enclosed in a glass
casing as a protection against wind pressure and as a snow and rain shield.
Reference is to be had to the drawings accompanying my provisional specification
wherein figure 1 is a diagram representing the circuit. Figure 2 is a side elevation
and figure 3 a front view of the semaphore, both being partly in section. The same
letters of reference indicate the same parts in all the figures.
"
In this invention two or more electric semaphores, two relays, two electric batteries,
a line wire, and the railway rails are employed. The annular frame A of the
semaphore has a socket B for receiving the top of the supporting post C. To the
sides of the frame A, are secured circular glass plates D, in whose centres are bearings
for a spindle u. To this spindle is secured a semaphore arin E, formed of light
material and in one end of the arm E, is a circular aperture filled by a transparent
disc of colored glass gelatine or cloth. The glass sides D of the semaphore case are
transparent and to one side of the case is secured an ordinary lantern F opposite the
path of the colored disc in the semaphore arm, in position to shine through said
colored disc when the arm E is horizontal as represented in full lines in figure 3.
On the spindle a of the semaphore arm E is a sinal drum d having one end of a
corde wound around and fastened to it, the other end of the cord extending down
into a chamber f'in the socket B and being attached to the end of the armature lever g.
of the signal magnet h When the line is clear, the current flows through the
magnet whose armature g is attracted and draws the cord e turning the semaphore
arm E and withdrawing its colored disc from before the lantern, and holds the
semaphore in the inclined position (see dotted lines in figure 3). The end of the
semaphore arm E carrying the colored disc c being heaviest, the semaphore arm is
thrown into the position shown in full lines in figure 3, by gravity when the circuit
through the magnet his broken. It remains in this position so long as the section
of the line to be protected is occupied by a train, indicating danger, by its horizontal
position in the day time, or by the light from the lantern showing through the
colored disc at night, but, by an arrangement of the circuit to be described, when the
section to be protected is unoccupied, the current flows through the signal magnet l
which, by attracting its armature g and drawing down the cord e removes the colored
dise from before the lantern and inclines the semaphore arm, thereby indicating by
a white light at night and by the inclination of the semaphore in the day.time, that
the line is clear.
In figure 1, the circuit, and semaphore are represented diagrammatically, and the
signal magnets are placed in the line G near the end of the section of railway to be
protected, and the main line battery H is inserted in the line.
The rails, in part form conductors of the system, the rail I being divided into
sections, and the rail 1' being separated at the ends of the section from the rail I¹
of the adjacent sections.
The line wire G at one end of the section outside of the signal magnet is connected
with one terminal of the relay magnet J, the other terminal being connected with the
front, contact point and with rail by wire m. The armature lever of relay J
connects with earth by wire and is brought into contact with the contact point. /
when the current passes through the magnet and puts the line to earth through the
wire o.
()
The short section of rail I connects with earth by wire p. The line wire G at the
opposite end of the section terminates in the back contact point 7, which lies in the
path of the armature lever of relay magnet K. The armature lever connects'
with earth by wire s. The armature levers of relay magnets J K have retractile
springs. One terminal of the relay magnet K connects by wire t with rail and the
other terminal connects by wire with battery and the battery connects with the
railway rail section by wire c. The short section of rail I connects with earth by
wire a.
When the train enters on the section formed of rails II, in the direction
indicated by the arrow 1, the contact of the wheels of the iocomotive and carriages

page_text: with rail section j, and rail I closes the circuit of the battery through the axles of
the locomotive and carriages, rail section ; and rail wire t, relay magnet K, wire,
and wire ; and the magnet of the relay becoming active draws the armature ¹
towards it, breaking the main line circuit between the contact point 7. and armature
lever A¹.
The armatures g of signal magnets h being released, allow the heavier ends of the
semaphore arms E to drop, bringing the semaphore arms into the horizontal position,
indicating, in daytime by the position of the arm, that the section of railway is
occupied, and at night the colored disc being before the lantern colors the light of
the lantern, giving the danger signal, indicating that the section of railway is
occupied.
the
When the main line circuit is broken between the contact point and lever
earth connection of the opposite end of the line which was through the contact point l
armature lever and wire o is destroyed by the release of the armature lever n.
Should an accident happen to prevent the train leaving the section of railway, the
signal on wire G continually indicates danger, but when the train runs on the short
section of rail T, bringing it into electrical communication with rail I, the circuit of
battery will be broken. When the train leaves the section of rail I the 'armature
lever falls back upon contact point 7 and the line will be put to earth at that end
of the section through the armature lever and wire s. By the contact of the
carriage wheels with short section i of rail I the line is put to earth through section i
and wire p, the signal magnets are again active and through their armatures
cord e turn the semaphores E into position indicating safety. At the same time the
relay J, which is in the main line, attracts armaturen establishing earth for the line
through point 1, lever n, and wire o so that when the train leaves the section i
destroying the earth connections with the rails, the line will be to earth through the
point, lever and earth wire o.
and
When the train enters the section from the direction indicated by arrow 2 contact
of the car wheels with section of rail 1 and with rail again completes the circuit of
battery through relay magnet K as before described, drawing armature lever Al
forward, breaking the main line between contact point and armature lever ¹ so
that the armatures g of the signal magnets are again released and the semaphore
arms E drop into position of danger. Simultaneously the relay magnet J being
deprived of current releases the armature lever breaking contact between said lever
and point !.
When the train leaves section of the railway, the circuit of hattery is again
broken, and armature falls back on point y completing the line at that end of the
section through the earth wires and when the wheels form electrical communication
between sections & and the line at the opposite end of the section will be to earth
through there lay magnet J, wire m, section 1', the wheels and axles of the train, the
rail section, and earth wire c, when the relay magnet J will again be active, and its
armature will be drawn forward completing the earth through the contact point 1,
lever n, and ground wire o, so that when earth through the rail section I is destroyed,
the line will continue to be earthed through each wire o.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed, I declare that I am aware of
Walker's patent No. 14105 and also of Gardner's patent No. 1164585 and I do not
claim anything described or claimed therein but what I claim is —
1. The combination in electric railway signalling apparatus, of a railway rail
circuit including relay magnet K, battery v. conductors tu w, rail sections j, I', and
line wire G, line battery II, signal magnet h, back contact point 4, armature lever
placed within the field of relay magnet K, and wires putting the line G to earth at
opposite ends, substantially as specified.
2. In electric railway signalling apparatus, the combination with the railway formed
of rails 1', rail being divided into sections ijk insulated from each other, earth
wires connected with sections ik, relay magnet K, battery and conductors tu w

page_text: forming with rail sections; I', and the wheels and axles of the train, a circuit for
battery e. line G provided with line battery H. signal magnets inserted in the line,
relay J, conductor m communicating between the relay and the track rail I', contact
point connected with conductor m, the earth wire o and armature lever
substantially as specified.
1,
3. In electric railway signalling apparatus, the combination with the line wire G
provided with the battery and having at one end the contact point and at the
opposite end the relay magnet J, the contact point, and conductor m connected with
the railway rail armature lever » connected with the earth by wire o and arranged
to put the line wire to earth by bringing the armature lever n against the front
contact relay magnet K, its armature arranged to fall back upon the contact
point when released by the relay magnet K ground wires, battery e, conductors tw w
and section of railway formed of rail section l' and rail section I formed of parts i j k,.
parts and being to earth, substantially as specified.
4. In electric railway signalling apparatus, the combination with line G of magnet,
armature g, semaphore E provided with drum d, and cord e connecting drum d and
armature and the casing formed of annular frame A and glass sides D, substantially
as specified.
5. In railway signalling apparatus, the semaphore casing formed of an annular
frame A and glass sides D, semaphore E pivoted in the case between the glass sides
and means for turning the semaphore on its pivot, substantially as specified.
6. The combination in electric railway signalling apparatus of the semaphore case
formed of an annular frame A, glass sides D, semaphore E pivoted in the case
between the glass sides and carrying in one end thereof a transparent colored disc c
and a lantern secured to one side of the semaphore case opposite the path of the
colored disc c, substantially as specified.
7. In electric railway signalling apparatus, the combination of the annular frame A.
provided with the socket B and chamber and having glass sides D, the signalling
magnet and armature g placed in the chamber f, the semaphore E turning on
pivota, the drum d, and the cord e connecting the drum with the armature, the
colored disc c, and the lantern F secured to one side of the semaphore case,
substantially as specified.
Dated this 15th day of Antorust 1887
A. MELVILLE CLARK.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.

page_text: Date of Application, 8th Mar., 1887.
Complete Left, 15th Aug., 1887.
Complete Accepted, 7th Oct., 1887.
PROVISIONAL SPECIFICATION.
Improvements in Electric Railway Signalling Apparatus.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention a communication to me from
abroad by John Duncklle Gould of Boston in the County of Suffolk and State of
Massachusetts United States of America, Gentleman to be as follows
This Invention relates to signals employed to protect a section of a railway, which
is already occupied by a train, from the entrance of another train thereon.
The Invention consists in an improved arrangement of circuits, relays, and signal
magnets, whereby the danger signal is caused to be displayed, when a train enters on
the section to be protected by such signal, and is withdrawn when the line is clear.
Further, it consists in a semaphore, operated by an electro-magnet in the main line
circuit, the semaphore arm having a colored disc, and being enclosed in a glass casing
as a protection against wind pressure and as a snow and rain shield.
Reference is to be had to the accompanying drawings forming part of this
specification, wherein figure 1 is a diagram representing the circuit. Figure 2 is a
side elevation of the semaphore and figure 3 a front view.
The same letters of reference indicate the same parts in all the figures.
In this Invention two or more electric semaphores, two relays, two electric batteries,
a line wire, and the railway rails are employed. The annular frame A of the semaphore
has a socket B for receiving the top of the supporting post C. To the sides of the
frame A, are secured circular glass plates D, in whose centres are bearings for a
spindle a. To this spindle is secured a semaphore arm E, formed of light material and
in one end of the arm E, is a circular aperture b, closed by a transparent disc c of
colored glass, gelatine, or cloth. The glass sides D of the semaphore case are
transparent and to one side of the case is secured an ordinary lantern F opposite the
path of the colored disc in the semaphore arm, in position to shine through said
colored disc when the arm E is horizontal. On the spindle a of the semaphore arm E
is a small drum d having one end of a cord e wound around and fastened to it, the
other end of the cord extending down into a chamber in the socket B and being
LA

page_text: attached to the end of the armature lever g of the signal magnet h.
When the line is
clear, the current flows through the magnet whose armature g draws the cord e
turning the semaphore arm E and withdrawing its colored disc c from before the
lantern, and holds the semaphore in the inclined position (see dotted lines in Figure 3.)
The end of the semaphore arm E carrying the colored disc c being heaviest, the
semaphore arm is thrown into the position, shewn in full lines in figure 3, by gravity
when the circuit through the magnet / is broken. It remains in this position so long
as the section of the line to be protected is occupied by a train, indicating danger, by
its horizontal position in the day time, or by the light from the lantern shewing
through the colored disc at night, but, by an arrangement of the circuit to be
described, when the section to be protected is unoccupied, the current flows through
the signal magnet which, by attracting its armatureg and drawing down the corde
removes the colored disc e from before the lantern and inclines the semaphore arm,
thereby indicating by a white light at night and by the inclination of the semaphore
in the day time, that the line is clear.
wire o.
In figure 1, the circuit and semaphore are represented diagrammatically, and the
signal magnets h are placed in the line G near the ends of the section of railway to
be protected, and the main line battery H is inserted in the line. The rails I 1', in
part form conductors of the system. The rail I is divided into sections i. j. k, and the
rail I is separated at the ends of the section from the rail I of the adjacent sections.
The line wire G at one end of the section, outside of the signal magnet is connected
with one terminal of the relay magnet J, the other terminal being connected with the
front contact point and with rail I by wire m. The armature lever n of relay J
connects with earth by wire o and is brought into contact with the contact point I
when the current passes through the magnet and puts the line to earth through the
The section of rail I connects with earth by wire 7. The line wire G at the
opposite end of the section terminates in the back contact point g, which lies in the
path of the armature lever k of relay magnet K. The armature lever connects
with earth by wire s. The armature levers of relay magnets J K have retractile
springs. One terminal of the relay magnet K connects by wire with rail I¹ and the
other terminal connects by wire with battery and the battery connects with the
railway rail section by wire w. The short section of rail I connects with carth
by wire . When the train enters on the section formed of rails 1, I', in the
direction indicated by the arrow 1, the contact of the wheels of the locomotive and
carriages with section j, and rail I closes the circuit of the battery y through the axles
of the locomotive and carriages, rail section and rail I', wire t, relay magnet K,
wire 1, and wire and the magnet of the relay becoming active draws the
armature k towards it, breaking the main line circuit between the contact point y and
armature lever k. The armatures g of signal magnets being released, allow the
heavier ends of the semaphore arms E to drop, bringing the semaphore arms into the
horizontal position, indicating, in daytime by the position of the arm, that the section
of railway is occupied, and at night the colored disc being before the lantern colors
the light of the lantern, giving the danger signal. When the main line circuit is
broken between the contact point y and lever the earth connection of the opposite
end of the line which was through the contact point. armature lever n and wire o is
destroyed by the release of the armature lever n. Should an accident happen to
prevent the train leaving the section of railway, the signal on wire G continually
indicates danger. When the train runs on the short section i of rail I bringing it
into electrical communication with rail I' the circuit of battery will be broken.
When the train leaves the section ; of rail I the armature lever falls back upon
contact point and the line will be put to earth at that end of the section through the
armature lever and wire s. By the contact of the carriage wheels with short
section of rail I the line is put to earth through section and wire p,
the signal
magnets are again active and through their armatures and cord e turn the
semaphores E into position indicating safety. At the same time the relay J which is
in the main line, attracts armature n establishing earth for the line through points!
lever n and wire o so that when the train leaves the section destroying the earth
q

page_text: connections with the rails, the line will be to earth through point lever n and earth
wire o. When the train enters the section from the direction indicated by arrow 2
contact of the car wheels with section j of rail I and with rail I' again completes the
circuit of battery v, through relay magnet K as before described, drawing armature
lever forward, breaking the main line between contact point q and armature lever k
so that the armatures y of the signal magnets are again released and the semaphore
arms E drop into position of danger. Simultaneously the relay magnet J₂ being
deprived of current releases the armature lever n breaking contact between lever 7
and point . When the train leaves section of the railway, the rail circuit of
battery vis again broken, and armature & falls back on point a completing the line at
that end of the section through the earth wires and when the wheels form electrical
communication between sections and i the line at the opposite end of the section
will be to earth through the relay magnet J, wire m, section i, the wheels and axles
of the train, the rail section k and earth wire, when the relay magnet J will again be
active, and its armature will be drawn forward completing the earth through the
contact point, lever n, and ground wire o, so that when earth through the rail
section is destroyed, the line will continue to be earthed through earth wire o.
D
11.
ديم
1 1007
A. MELVILLE CLARK.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.
COMPLETE SPECIFICATION.
Improvements in Electric Railway Signalling Apparatus.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention (a communication to me from
abroad by John Duncklle Gould of Boston in the County of Suffolk and State of
Massachusetts United States of America Gentleman and in what manner the same
is to be performed, to be particularly described and ascertained in and by the following
statement :-
This invention relates to signals employed to protect a section of a railway, which
is already occupied by a train, from the entrance of another train thereon.
The invention consists in an improved arrangement of circuits, relays and signal
magnets, whereby the danger signal is caused to be displayed, when a train enters on

page_text: the section to be protected by such signal, and is withdrawn when the line is clear.
Further it consists in a semaphore, operated by an electro-magnet in the main line
circuit, the semaphore arm having a colored disc, and being enclosed in a glass
casing as a protection against wind pressure and as a snow and rain shield.
Reference is to be had to the drawings accompanying my provisional specification
wherein figure 1 is a diagram representing the circuit. Figure 2 is a side elevation
and figure 3 a front view of the somaphore, both being partly in section. The same
letters of reference indicate the same parts in all the figures.
9.
In this invention two or more electric semaphores, two relays, two electric batteries,
a line wire, and the railway rails are employed. The annular frame A of the
semaphore has a socket B for receiving the top of the supporting post C. To the
sides of the frame A, are secured circular glass plates D, in whose centres are bearings
for a spindle a. To this spindle is secured a semaphore arm. E, formed of light
material and in one end of the arm E, is a circular aperture b filled by a transparent
disc c of colored glass, gelatine or cloth. The glass sides D of the semaphore case are
transparent and to one side of the case is secured an ordinary lantern F opposite the
path of the colored disc in the semaphore arm, in position to shine through said
colored disc when the arm E is horizontal as represented in full lines in figure 3.
On the spindle a of the semaphore arm E is a sinal drum d having one end of a
cord e wound around and fastened to it, the other end of the cord extending down
into a chamber f in the socket B and being attached to the end of the armature lever
of the signal magnet h. When the line is clear, the current flows through the
inagnet whose armature g is attracted and draws the cord e turning the semaphore
arm E and withdrawing its colored disc c from before the lantern, and holds the
semaphore in the inclined position (sce dotted lines in figure 3). The end of the
semaphore arm E carrying the colored disc c being heaviest, the semaphore arm is
thrown into the position shown in full lines in figure 3, by gravity when the circuit
through the magnet h is broken. It remains in this position so long as the section
of the line to be protected is occupied by a train, indicating danger, by its horizontal
position in the day time, or by the light from the lantern showing through the
colored disc at night, but, by an arrangement of the circuit to be described, when the
section to be protected is unoccupied, the current flows through the signal magnet h
which, by attracting its armature g and drawing down the cord e removes the colored
disc c from before the lantern and inclines the semaphore arm, thereby indicating by
a white light at night and by the inclination of the semaphore in the day time, that
the line is clear.
In figure 1, the circuit and semaphore are represented diagrammatically, and the
signal magnets h are placed in the line G near the end of the section of railway to be
protected, and the main line battery H is inserted in the line.
The rails II', in part form conductors of the system, the rail I being divided into
soctions ijk, and the rail l' being separated at the ends of the section from the rail 1¹
of the adjacent sections.
The line wire G at one end of the section outside of the signal magnet is connected
with one terminal of the relay magnet J, the other terminal being connected with the
front contact point and with rail I by wire m. The armature lever n of relay J
connects with earth by wire o and is brought into contact with the contact point I
when the current passes through the magnet and puts the line to earth through the
wire o.
The short section of rail I connects with earth by wire p. The line wire G at the
opposite end of the section terminates in the back contact point q, which lies in the
path of the armature lever k¹ of relay magnet K. The armature lever k¹ connects
with earth by wire s. The armature levers of relay magnets J K have retractile
springs. One terminal of the relay magnet K connects by wire t with rail l' and the
other terminal connects by wire u with battery and the battery connects with the
railway rail section j by wire w. The short section k of rail I connects with earth by
wiro a. When the train enters on the section formed of rails I I', in the direction
indicated by the arrow 1, the contact of the wheels of the locomotive and carriages

page_text: with rail section j, and rail I' closes the circuit of the battery through the axles of
the locomotive and carriages, rail section j and rail I wire t, relay magnet K, wire u,
and wire w; and the magnet of the relay becoming active draws the armature ki
towards it, breaking the main line circuit between the contact point q. and armature
lever k¹.
The armatures g of signal magnets / being released, allow the heavier ends of the
semaphore arms to drop, bringing the semaphore arms into the horizontal position,
indicating, in daytime by the position of the arm, that the section of railway is
occupied, and at night the colored disc being before the lantern colors the light of
the lantern, giving the danger signal, indicating that the section of railway is
occupied.
When the main line circuit is broken between the contact point g and lever k¹ the
earth connection of the opposite end of the line which was through the contact point /
armature lever n and wire o is destroyed by the release of the armature lever n.
Should an accident happen to prevent the train leaving the section of railway, the
signal on wire G continually indicates danger, but when the train runs on the short
section of rail I, bringing it into electrical communication with rail I', the circuit of
battery will be broken. When the train leaves the section j of rail I the armature
lever falls back upon contact point 7 and the line will be put to earth at that end
of the section through the armature lever k₁ and wire s. By the contact of the
carriage wheels with short section of mail I the line is put to earth through section i
and wire p, the signal magnets are again active and through their armatures g and
cord e turn the seinaphores E into position indicating safety. At the same time the
relay J, which is in the main line, attracts armature n establishing earth for the line
through point, lever n, and wire o so that when the train leaves the section i
destroying the earth connections with the rails, the line will be to earth throu 'he
point, lever n and earth wire o.
h
When the train enters the section from the direction indicated by arrow 2 contact
of the car wheels with section j of rail I and with rail l' again completes the circuit of
battery through relay nagnet K as before described, drawing armature lever A¹
forward, breaking the main line between contact point q and armature lever k¹ so
that the armatures g of the signal magnets are again released and the semaphore
arms E drop into position of danger. Simultaneously the relay magnet J being
deprived of current releases the armature lever n breaking contact between said lever
and point l.
When the train leaves section j of the railway, the circuit of battery is again
broken, and armature ¹ falls back on point q completing the line at that end of the
section through the earth wires and when the wheels form electrical communication
between sections k and the line at the opposite end of the section will be to earth
through the relay magnet J, wire m, section 1', the wheels and axles of the train, the
rail section . and earth wire r, when the relay magnet J will again be active, and its
armature will be drawn forward completing the earth through the contact point 1,
lever n, and ground wire o, so that when earth through the rail section I is destroyed,
the line will continue to be earthed through each wire o.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed, I declare that what I claim is ;-
1. The combination in electric railway signalling apparatus, of a railway rail
circuit including relay magnet K, battery v, conductors t u w, rail sections j, I, and
line wire G, line battery H, signal magnet h, back contact point q, armature lever k¹
placed within the field of relay magnet K, and wires putting the line G to earth at
opposite ends, substantially as specified.
2. In electric railway signalling apparatus, the combination with the railway formed
of rails II', rail I being divided into sections i j k insulated from each other, earth
wires pr connected with sections ik, relay magnet K, battery and conductors t u w
forming with rail sections; l', and the wheels and axles of the train, a circuit for
battery v, line G provided with line battery H, signal magnets h inserted in the line,

page_text: relay J, conductor m communicating between the relay and the track rail I', contact
point connected with conductor m, the earth wire o and armature lever n,
substantially as specified.
3. In electric railway signalling apparatus, the combination with the line wire G
provided with the battery H and having at one end the contact point 7 and at the
opposite end the relay magnet J, the contact point 1, and conductor m connected with
the railway rail I armature lever connected with the earth by wire o and arranged
to put the line wire to earth by bringing the armature lever n against the front
contact, relay magnet K, its armature k' arranged to fall back upon the contact
point when released by the relay magnet K ground wires, battery e, conductors tu w
and section of railway formed of rail section I and rail section I formed of parts ijk,
parts and being to earth, substantially as specified.
4. In electric railway signalling apparatus, the combination with line G of magnet h,
armature g, semaphore E provided with drum d, and cord e connecting drum d and
armature g and the casing formed of annular frame A and glass sides D, substantially
as specified.
5. In railway signalling apparatus, the semaphore casing formed of an annular
frame A and glass sides D, semaphore E pivoted in the case between the glass sides
and means for turning the semaphore on its pivot, substantially as specified.
6. The combination in electric railway signalling apparatus of the semaphore case
formed of an annular frame A, glass sides D, semaphore E pivoted in the case
between the glass sides and carrying in one end thereof a transparent colored disc c
and a lantern F secured to one side of the semaphore case opposite the path of the
colored disc c, substantially as specified.
7. In electric railway signalling apparatus, the combination of the annular frame A
provided with the socket B and chamber fand having glass sides D, the signalling
magnet and armature 9 placed in the chamber f, the semaphore E turning on
pivota, the drum d, and the corde connecting the drum with the armature g, the
colored disc c, and the lantern F secured to one side of the semaphore case,
substantially as specified.
A. MELVILLE CLARK.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.