Improved Method of and Apparatus for Automatically and Mechanically Working Signals and other Analogous Appliances on or Connected with Railways and of Automatically Stopping Trains by the Signal at Danger Attitude.
Year: 1887

page_text: Date of Application, 17th Aug., 1887
Complete Specification Left, 5th May, 1888
Complete Specification Accepted, 10th Aug,
1888
Improved Method of and Apparatus for Automatically and
Mechanically Working Signals and other Analogous Appliances
on or Connected with Railways and of Automatically Stopping
Trains by the Signal at Danger Attitude.
I RAYMOND SNYERS civil engineer 14 park place Regent park London N.W. do
hereby declare the nature of this invention to be as follows:-
The object of this invention is to effect improvements in the automatic working of
railway signals by the trains and in the automatic stopping of trains by means of an
apparatus fixed on the permanent way thus preventing collisions of any description.
This improved arrangement may be cursorily described as follows
An aggregation of flexible steel (or other metal) wires or blades, held in a wooden
or metal block or strip forming what I term a "brush" is affixed to the locomotive or
tender of each train, the height of this brush above the level of the line is such that
on passing over the corrugated surface of an apparatus fixed upon the sleepers, the
wires formning the brush are obliged to deflect and a reaction is thereby produced
which puts the said apparatus into motion, this motion being carried by means of
pulley rods, wires, bell crank levers and other woll known devices, to the out door
signals etc. A second similar brush likewise carried on the locomotive or tender by
means of levers, is so arranged as to but against the corrugated surface of a second
apparatus, likewise fixed on the permanent way, (when the said apparatus is in the
attitude corresponding to danger of the outdoor signal) obliged thus the wires to
deflect and producing a reaction, which in the case, communicates a motion thus
produced, being employed to stop automatically the train or else to warn the driver by
means of a whistle or other indicator on the locomotive.
The object in employing a brush is to enable a train travelling at a hight speed, to
actuate the apparatus fixed on the permanent way, or vice versa, to enable the appliances
on the locomotive connected with the brush for stopping the train, to be actuated by
the apparatus, without the slightest shock or breakage.

page_text: In order that my said invention may be more particularly described and ascertained
reference is hereby made to the accompanying drawings.
Fig. 1 gives the longitudinal elevation of a tender provided with its brushes which
are carried on a joist J jointed at o directly on to the grease boxes, the brushes thus
maintain an invariable height above the line and as the apparatus stand on the sleepers
there will always be an invariable relation between the brushes and the apparatus.
BE is the motor brushes i.e. the brush for actuating the apparatus, it is about 5 feet
in length, and 3 to 4 inches in breadth, the wires are held in an iron or wooden band P,
and pass down between the iron or wooden plates P₁ which are strung on one or two
rods T and are tightly pressed together by means of the nut M.
The band P and the rod T are both suspended by strong screw-bolts V to the
regulate at will the height of the brushes above the line, and likewise the distance
between the band P and the rod T. Thus the length of the wires forming the brush
proper can be adjusted to obtain any degree of stiffness and consequently of force.
BA is the stop-brush i.e. the brush for automatically stopping the train as above
described; this brush is likewise carried by the joist J by means of the lever arrange
ment C. C; the motion communicated to this brush produced by the deflextion of its
wires in contact with the corrugated surface of the apparatus on the line, is as afore-
said, employed to actuate the stop gear of the locomotive, or to repeat by means of an
indicator or whistle on the locomotive, the attitude of the outdoor signal; this last
method being especially suitable for fog-signalling. It will be readily understood that
this automatic stopping of a train purposed to take place only in case a signal at
danger attitude be disobeyed by the driver.
Merely as one instance of how the stop-brush may be utilized, the fig. I shows it as
adapted to the Westinghouse Brake.
The motion imparted to the levers CC turn the cock "fig. II" so that the air pressure
being admitted into the interior of the plug S acts as on a piston, the object of which
is to keep the cock open until the air-pressure is counter-balanced by the springs R. R;
whose force can be ajusted to obtain the application of the brakes to any required
degree; the spring R then automatically and hermetically close the cock. Fig. 3 is a
longitudinal section of the apparatus fixed on the permanent way for receiving the
action of the motor brush and for conveying same to the signals etc. I term this
apparatus "motor-apparatus, this motor-apparatus is as aforedescribed, actuated by
the deflection of the wires of the motor brush" in contact with the corrugated or
serrated steel plate P. This plate which I term "motor-plate" is by means of suitable
bearing supported on four flanged friction rollers R, R, which run on the guides g. g.
fixed along the bottom of the cast-iron box Z to which is affixed the cast-iron tank X.
This box and tank serve as covering, and stand to the whole arrangement. The box Z
which is bolted on to the sleepers by means of lugs, is open at the top and is covered
by the plate P, which forms to to say its lid, and which is susceptible of a longitudinal
movement, L is a lever keyed on to the spindle or axle A and is connected to the
plate P by the rod D which is jointed on to the bearings of one of the friction rollers R.
This lever carries the locking gear, which consists of a lock-bolt V, which, when the
lever L (by the action of the motor-brush) comes to position L', is pushed down by a
spring, into the slot S, cut into the transverse bar B holted on to the sides of the tank X.
The unlock is performed by electricity and by means of the following arrangement.
When an electric current is sent through the magnet E, the small armature lever
is freed, it is immediately pushed up by a spring K and lifts the bolt V out of the
slot S. The lever L and consequently all the other parts of the apparatus are there-
upon carried back to their normal position by the counter weight carried on a lever
keyed to the spindle A. The small lever is likewise brought again into contact with
the magnet E.
The lever L carries also a box I containing the electric circuit controlling.devices
which may be of any suitable description. Fig. V however shows the arrangement
of a mercury switch for controlling the unlock of the rear-apparatus. The switch
consists of an hermatically sealed tube, having a narrow neck in the middle. When
the lever passes from L to L the meniscus of mercury puts in contact the two

page_text: conductors C, but when L' returns to L does not repeat the contact. The electric switches
are however, not absolutely essential; for as the "motor-apparatus" is able to develop
any amount of force required, a part may be employed in revolving small dynamos
which will generate all the currents required for the telegraphic signals.
The rod T affixed to the bearings of the rollers R, carries two pistons Y, Y¹, which
slide in the closed cylinder W, W1, one piston rarefies and the other compresses the
air, and in each is a small aperture that can be regulated at will. They thus act as
air-cataracts; their object being to regulate the motion of the apparatus and to render
it almost invariable whatever be the speed of the train by which it is being actuated.
Fig. IV is an end elevation of the "motor-apparatus showing its position on the
line.
As is obvious the above described arrangement of the "motor-apparatus" is merely
illustrative of one method of carrying out my invention; thus Fig. IV shows how
the motor apparatus may be carried on levers instead of on rollers.
Fig. VII is the plan view of the apparatus for automatically stopping the train in
connextion with the stop brush.
66
This apparatus which I term stop-apparatus"
consist simply of a corrugated steel plate P termed stop-plate "carried on two
horizontal bell crank lovers M, M ; which are pivotted on to the strong iron stand S ;
these levers are normally held in position M by the pulley-chain C and when the latter
is freed the counter-weight Q puts the plate P in position p. It is then in the passage
of the stop-brush (fig. I-B A) carried on the tender or locomotive.
This plate is manipulated by means of a pulley-wire which connects the chain O to
the semaphore by means of levers arrangement.
Fig. VI is an elevation of a portion of a semaphore post showing one method of
connecting the semaphore-arm with the motor and stop apparatus..
'
The spindle A (being the extension of the spindle or axle A of the motor apparatus
fig. 1.), carries the motion of the motor apparatus to the lever M, a hole at the end of
this lever admits the free passage of the chain (but not that of the stop B. This
chain C, which supports the counter-weight Q, passes up over the pulley P affixed to
the counter-weight lever N of the semaphore, it then passes down under the pulley R
and is finally connected to the pulley wire of the signalman's hand lever.
By means of this arrangement the automatic and manual actions are left entirely
independant, so far as regards the putting of the signal to danger attitude, but it
requires the concurrence of both actions to take the signal off.
Fig. IX is a front elevation of a tender and shows the relative position of the
apparatus and brushes. BE is the motor-brush and P E is the " motor-apparatus."
BA is the stop-brush and PA is the stop-apparatus.
For the sake of facility the drawing shows the two apparatus in juxtaposition;
whereas in reality they are placed at a certain distance apart so that the train may pass
over the stop apparatus P A before arriving at the motor apparatus P E.
This distance is of course modified to suit local circumstances, for instance from 200
to 500 yards etc. In the same manner, the position of the Brushes, may be modified;
I however have chosen the position of the outside of the rails as being out of the way
of the rolling stock (couplings etc.)
In order to show more clearly the arrangement along the line of the apparatus ;
Fig. X is the plan view of a double line railway, and fig. XI is a single line railway.
PE, PE, are the motor-apparatuses, and P A', PA³, are the stop-apparatuses, and
for the fig. XI, PI AT¹, P₁ AT2, are likewise stop-apparatuses which are manipulated
by electricity controlled by the motor-apparatus.
As it frequently happens that trains fracture and consequently accidents occur
through a following train colliding with the part of the fractured train left on the line;
the unlock arrangement of the motor apparatus is combined with an electric regulator,
whose object is to prevent such accident by rendering impossible for the motor
apparatus and consequently the stop-apparatus and signal, when once locked at "danger
attitude to be unlocked as long as any vehical remains on the section protected by
the said apparatuses and signal.

page_text: Besides the regulator the unlock arrangement requires at each motor-apparatus,
three batteries which are arranged as follows.
It must be well understood that the following arrangement applies to one pair of
rails only, as each pair of rails requires a separate "set" of batteries and apparatuses.
Battery 1 is connected by one of its reophores with the ground and by the other
with an electric switch, which, when the motor apparatus is locked at "danger
attitude" puts this reophore in connexion with one of the rails of that part of the pair
of rails forming the section.
Battery 2 is connected by one of its reophores to one of the rails and by the other
reophore with a switch, which when the motor apparatus is locked at "danger
attitude" puts this latter reophore in connextion with the other rail. Between. these
two and third battery is interposed the above mentioned electric regulator of which
fig. XII is a section; it consists of two galvanometers B' and B' with astatic needles G¹
and G G¹ is influenced by battery No. 1 of the post in advance. A small_spiral
spring tends continuelly. to carry the needle back to its normal position, which I term
zero of the dial."
;
One end of the spindle S₁ is connected by means of an ebonite sleeve E, with a
small spindle carrying a small metallic brush M¹ in contact with the ebonite ring R.
over which is wound a very fine conducting wire whose spires come successively in
contact with the brush M¹. This ring acts as a rheostat that is to say that the more
⚫the needle deviates, the greater will be the length of wire the current will have to flow
through and consequently will encounter the greatest resistance. I term this galvano-
meter "regulator of intensity."
Beneath this galvanometer is a second one B exactly similar except that the ring I
does not act as a rheostat; Instead of being covered by a wire, part of its interior
circumference is covered by a metal plate with which the brush, M³ comes into
contact.
The action of this apparatus is as follows:
The bobbin B' of the regulator, is connected by one wire with the ground and
by the other wire, with the rail, which is connected to battery 1 at the post in advance.
The bobbin of the galvanometer B is by one wire connected with the rheostat
ring R of the regulator, and by the other wire with one of the rails.
The brush M¹ of the regulator is connected with the other rail which is connected
to battery 2, so that the galvanometer B³ will be influenced by this battery according
to the state of deviation between the rail and the ground, the needle G₁ of the
regulator will deviate more or less and the current from battery 2 will encounter
more or less resistance in the rheostat, and consequently, as the state of deviation
between the ground and a rail is sensibly the same as between the two rails, the
proportional resistance of the rheostat is calculated so that, the deviation of the
galvanometer B³ shall remain nearly constant and its brush continually in contact
with the metallic plate.
But when there is an exceptional deriviation between the two rails (such for
instance as would produce the presence on the line of a pair of wheels) that does not
equally exist between the ground and the rails, the needle G returns to
zero of the
dial" and the brush M leaves the contact of the plate; and as the battery 3, which
performs the actual unlocking of the "motor-apparatus, is connected by one of its
reophores with the brush M³ of G³, and by its other with the electro of the unlocking
gear, and as the action of this magnet E solely depends on the contact between the
plate and the brush B³ the unlocking cannot take place unless the brush be in contact
with the plate and this contact as aforestated does not exist if a vehical left on the
line, or any other cause creates an abnormal deriviation between the two rails; in
other words the motor apparatus and consequently the stop-apparatus and signal
cannot show "line clear" as long as any vehical remains on the section and it is equally
so should there be a broken rail in the section.
This arrangement does not require the rails to be insulated nor need any alteration
be made in the construction of the line, the only one. thing is that the rails of one
section must be sufficiently insulated from those of the adjacent section.

page_text: The following are my claims with respect to the above described invention.
10-A method of automatically and mechanically working and operating signals,
level crossings, gates, and analogous appliances, connected with railways, without the
slightest shock and breakage, by means of a brush formed of flexible elastics wires or
blades of steel or other metal or the equivalent of a brush, the which brush being
suitably attached to any portion of the rolling stock in combination with a corrugated
or serrated steel or other metal surface, or its equivalents, adapted by means of a
suitable apparatus on the permanent way, and of which one method is substantially
herein described and illustrated in the drawings.
2°-A method of automatically stopping trains of repeating on the locomotive the
attitude of the signal of the line, or of warning the driver by sounding a whistle on
the locomotive, by means of a brush formed of flexible elastic steel or other metal
wires or blades, or its equivalent suitably attached to any portion of the rolling-stock
in conjunction with a corrugated or serrated steel or other metal surface, suitably
adapted on the permanent way by means of a suitable apparatus of which one method
is substantially herein described and illustrated in the drawings.
3°-A method for preventing, the said apparatus and signal, showing "line clear"
as long as any vehical be on the section by means of galvanometers as substantially
herein described and illustrated in the drawings.
Dated in London this Sixteenth of August in the year of our Lord 1800 and
eighty seven.

page_text: Improved
.
Method of and Apparatus for Automatically and
Mechanically Working Signals and other Analogous Appliances
on or.Connected with Railways, and of Automatically Stopping
Trains by the Signal at Danger Attitude
I, RAYMOND SNYERS, Civil Engineer, of 14 Park Place, Regents Park, London, N.W.,
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 object of this invention is to effect improvements in the automatic working of
railway signals by the trains and in the automatic stopping of trains.
To this end an aggregation of flexible steel (or other metal) wires or blades, held in
a wooden or metal block or strip, forming what I term a "brush" is affixed to the
locomotive or tender of each train; the height of this brush above the level of the line
is such that on passing over the surface of a plate or body fixed upon the sleepers, the
wires forming the brush are deflected and a reaction is thereby produced which puts
the said plate or body into motion. This plate or body is connected by means of pulleys
rods, wires or other known mechanical devices, to the out door signals or the appliances to
be operated. By this arrangement a train can be made to set into the danger attitude the
signals which it passes, or to lower the signal at the commencement of the section which
it is leaving, or to open level crossing gates, and the like. In order to stop the engine or
to call the attention of the driver if he should neglect to stop at a danger signal, a second
plate or body is arranged on the permanent way, and is capable of being placed in
two positions, of which one corresponds with the danger attitude of the corresponding
signal, and the other with the "line clear" attitude. When the said second plate
or body is in the former position it is so situated as to come in contact with the
blades or wires of second brush, also carried on the locomotive, tender or other part
of the train. The contact of the plate or body communicates a motion to the brush,
the motion thus produced being employed to stop automatically the train or else
to warn the driver by means of a whistle or other indicator on the locomotive.
The object in employing a brush is to enable a train travelling at a high speed
to actuate the plate or body and the apparatus connected therewith, or vice versa to
enable the appliances on the locomotive connected with the brush for stopping the
train to be actuated by the plate or body.
In order that my said invention may be clearly understood reference is hereby
made to sheet 1 of the illustrative drawings filed with my provisional specification
and to the two sheets filed herewith.

page_text: Fig. 1 shews the longitudinal elevation of a tender provided with its brushes which
are carried on a bar J connected by the joint or articulation 0 0 directly on to
the axle boxes; by this method of mounting, the brushes maintain an invariable
height above the line and as the plates or bodies stand on the sleepers there will
always be an invariable relation between them and the brushes.
BE is the "motor-brush" i.e. the brush for actuating the signals and other
appliances. The following are suitable dimensions for this brush:-five feet in
length and 3 to 4 inches in breadth. The wires are held or fixed in an iron or
wooden band or backing P and pass down between the iron or wooden plates P1
which are strung on one or two rods T and are tightly pressed together by means of
the nut M.
The band P and the rods T are both suspended by strong screw bolts V to the
bar J. This arrangement enables me to regulate at will the height of the brushes
above the line and likewise the distance between the band P and the rods T. Thus
the length of the wires forming the brush proper can be adjusted to obtain any degree
of stiffness and consequently of force.
B.A is the stop-brush" i.e. the brush for automatically stopping the train as
above described; this brush is likewise carried by the bar J by means of the lever
arrangement C C. The motion communicated to this brush, produced by the deflection
of its wires in contact with the corrugated surface of the plate on the line, is, as
aforesaid, employed to actuate the gear for stopping of the locomotive such as the
regulator, reversing lever, brakes, etc. or to repeat by means of an indicator or whistle
on the locomotive, the indication of the outdoor signal, this last method being
especially suitable for fog-signalling. It will be readily understood that this automatic
stopping of a train is intended to take place only in case a signal at "danger attitude."
be disobeyed by the driver.
As one instance of how the "stop-brush" may be utilized, Fig. I shows it as
adapted to the Westinghouse Brake. The motion imparted to the levers C C turns the
cock (Fig. II).
This valve or cock is connected to the main pipe containing the compressed air.
The pressure thus comes into P and cannot escape when the mechanism is in the
position shown in the figure. It is well known that the brake is applied when the
pressure in the main pipe is reduced and that the more this pressure is reduced
the more powerful the action of the brake. The stop-brush controls the escape of the
pressure by slightly turning the cock c so that the openings e and i come in front of
the openings e ¹ the pressure thus passes into the cock and then escapes through the
openings and into the atmosphere. But as the apertures are much smaller
than the apertures e e¹, there exists a certain pressure in the cock which acts. on the
surface S to maintain the apertures e el and i¹ in front of each other. On the other
hand there are the springs R which tend to turn the cock c in the direction of the
arrow, and to close the apertures.
i
These springs counterbalance the pressure as soon as the latter becomes inferior to
their tension the cock turns and the apertures are closed. Thus by regulating properly
the springs R the application of the brake can be regulated at will.
It is seen in Fig. I that the brush B A communicates the motion to the cock ( by
by two levers c c which act on the cock by two small connecting rods T in which the
bolts b can slide. These rods are slotted so that they only act in tension and not in
compression.
In whatever direction the brush B A moves, the cock always turns the same way.
The spring R (Fig. 1) is to carry back the whole mechanism M T C of the
brush B A to its first position as soon as the latter is no longer in contact with the
stop plate P (Fig. VII). On account of the slots in the connecting rods T, the return
movement does not affect the cock c which retains its position caused by the pressure
on S as stated above.
Fig. 3 is a longitudinal section of the plate or body and apparatus connected with
it situated on the permanent way and designed to receive motion from the "motor-
brush" and convey the same to the signals etcetera....

page_text: I term this plate and the appliances connected therewith the " motor-apparatus."
This "motor-apparatus" is, as afore described, actuated by the deflection of the wires
- of the "motor-brush" in contact with the corrugated or serrated steel plate P. This
plate which I term "motor-plate" is supported on four flanged antifriction rollers RR
which run on the guides gg fixed along the bottom of the cast iron box Z to which is
affixed the cast iron tank X.
:
This box and tank serve as covering and stand to the whole arrangement. The
box Z which is bolted on to the sleepers by means of lugs, is open at the top and is
covered by the plate P which forms so to say its lid and which is susceptible of a
longitudinal movement.
.
A is a shaft or spindle which is continued through and beyond the box and is
connected by mechanical devices to the signals or other appliances. L is a lever
keyed on to the spindle or shaft A and connected to the plate P by the rod D which
is jointed to the bearings of one of the rollers R. This lever carries locking gear by
which, when moved by the motor plate, it is secured until unlocked by extraneous
agency, such as an electric current transmitted by the action of the train in passing
out of the section. This locking gear consists of a lock bolt V, which, when the
lever L (by the action of the motor-brush) comes to the position L₁, is pushed down
-by a spring into the slot or notch S, cut into the transverse bar B bolted on to the sides
of the tank X.
The unlocking is performed by electricity and by means of the following
⚫ arrangement.
When an electric current is sent through the magnet E the attraction of this
magnet is reduced since it has a polarized core, the small armature lever is freed,
it is immediately pushed up by a spring K and lifts the bolt V out of the slot S.
The lever L and consequently all the other parts of the apparatus are thereupon
carried back to their normal position, by the counter weight Q carried on a lever
keyed to the spindle A. The small lever is likewise brought again into contact
with the magnet E by the attraction exercised by the polarized core of the latter.
The lever L carries also a box whose position is indicated at II containing the
electric circuit controlling devices which may be of any suitable description. Fig. 5,
however, shows the arrangement of a mercury switch for controlling the unlocking of
the rear apparatus that is of the apparatus at the end of the preceding block section.
This switch consists of a hermetically sealed tube containing a small quantity of
mercury and having a narrow neck in the middle (Fig. 5). The contact shown by
the Fig. V consists of a tube having a narrow neck in the middle near which are
the two ends of the conductor c c which are to be connected by a few drops of
mercury.
The object of this narrow neck is as follows ;-
When the right hand end of the tube is depressed the mercury accumulates between
the two conductors c c' and establishes the contact during a certain period of time
whilst the mercury is passing drop by drop to the other side-When the tube is
inclined in the opposite direction the contrary takes place, the mercury accumulates
at u and passes drop by drop to the other side, but these drops are of too small bulk
to unite c and c'. The contact thus does not take place when the lever of L' is carried
back to L by the counter weight Q. The condition of unalterability of the contact is
that the tube be hermetically sealed. The electric switch is, however, not absolutely
essential, for as the "motor-apparatus" is able to develope very considerable force
if required, a part may be employed in rotating small dynamos which will generate all
the currents required for the telegraphic signals.
The rod T affixed to the bearings of the rollers R, carries two pistons Y Y¹ which
slide in the closed cylinders W W₁; one piston rarefies and the other compresses the
air, and in each is a small aperture that can be regulated at will, they thus act as
air-cataracts; their object being to regulate the motion of the apparatus and to render
it almost invariable whatever be the speed of the train by which it is being actuated.
Fig. IV is an end elevation of the motor apparatus showing its position on the line.
As is obvious, the above described arrangement of the motor apparatus is merely

page_text: illustrative of one method of carrying out my invention: thus Fig. IVb¹s shows how
the "motor-plate" may be carried on levers instead of on rollers.
Fig. VIII. is the plan view of the apparatus for automatically stopping the train in
connection with the stop brush. This apparatus which I term "stop-apparatus
consists simply of a corrugated steel plate P termed the "stop-plate" carried on two
horizontal bell crank levers M M, which are pivotted on to the iron stand S; these
levers are normally held in position M by the chain C and when the latter is freed,
the counter weight Q puts the plate P in position p. It is then in the line of passage
of the "stop-brush" (Fig. I, B A) carried on the tender or locomotive.
This plate is manipulated by means of a wire which connects the chain C to the
mechanism by which the semaphore is operated.
Fig. XIII is an elevation of a portion of a semaphore post showing one method of
connecting a semaphore arm with the motor apparatus.
The spindle A (being the extension of the spindle or shaft A of the motor apparatus
Fig. III) transmits the motion of the motor-plate to the lever M; a hole at the end
of this lever admits the free passage of the chain C but not that of the stop B. This
chain C, which supports the counter weight Q, passes up over the pulley P affixed to
the counter weight lever N of the semaphore; it then passes down under the pulley R
and is finally connected to the wire of the signal-man's hand lever.
By means of this arrangement the automatic and manual actions are left entirely
independent, so far as regards the putting of the signal to "danger attitude," but it
requires the concurrence of both actions to take the signal off..
Let it be supposed that the lever M be maintained in the position M by the motor
apparatus. In that case the ball B will be pressed against the said lever, and will
constitute a fixed point, so that, if the signalman pulls the chain C, the counter-
weight N will rise, and if he lots go the chain the counterweight will fall.
Inversely, let it be supposed that the lever M, through the effect of the locking
apparatus, assume the position M¹ before the signalman lets go the chain C. In that
case the hand lever will become a fixed point, and when M assumes the position M¹
the counterweight N will descend. When the lever returns from the position M
to that of M-if the unlocking takes place through the effect of the counterweight Q
of the motor apparatus (see Fig. III)-the counterweight N will rise again.
Each action separately, whether due to the motor apparatus or to the hand lever,
has, therefore, the effect of working the counterweight N, and consequently the
semaphore arm, which is connected with it by the rod t. If the two actions be
performed simultaneously, they will also cause the counterweight to fall.
Let it now be supposed that the lever return from the position M₁ to that of M,
while the chain C remains slack, or that the signalman pull the chain while the
lever remains in the position M¹, neither of these actions could raise the counter-
weight N. The rod t is continued to the bent lever D, to which is attached the
wire cord F for working the distant stop apparatus.
It will be noticed that the chains C and F determine the "danger" position of
the signal when released. Consequently, if there be an accidental fracture of these
chains, the signal and the stop apparatus will set themselves automatically at
danger."
"
Fig. XIV is a front elevation of a tender and shows the relative positions of
the plates and brushes.
BE is the "motor brush," and PE is the "motor plate ; " BA is the "stop-
brush," and PA is the "stop-plate."
2
For the sake of clearness the drawing shows the two apparatus in juxtaposition
on the permanent way, whereas in reality they are placed at a certain distance
apart so that the train may pass over the " stop-apparatus" PA before arriving
at the "motor apparatus" P E.
This distance is of course.modified to suit local circumstances. The position of
the brushes on the train may be modified; I however have chosen the position of
the outside of the rails as being out of the way of the rolling stock, couplings, etcetera.
B

page_text: The stop apparatus which are worked from a distance, by electricity for instance,
are of the same nature as those described above and shown by Fig. VII. The only
difference is that one of the arms M is held by an electro-magnet and released
by an electric current at the right moment. In that case the plate P assumes
the position p through the effect of the counterweight Q. This stop apparatus,
chiefly used for single lines, pulls up the trains running in the direction of the
arrow but a train running in the reverse direction has its motor brush arranged
in such a manner that, if it encounter the plate p in the position p the former
will move the latter to the position p and reapply the armature against the electro-
magnet. This re-application is effected, quietly and without shock, by a system
of brakes also based upon the principle of a brush acting upon projections or
corrugations. This, however, is only mentioned by way of explanation.
As it frequently happens that trains divide or part and consequently accidents occur
through a following train colliding with the part of the divided train left on the line,
the unlocking arrangement of the "motor-apparatus" is combined with an electric
regulator, whose object is to prevent such accidents, by rendering it impossible for the
"motor apparatus" and consequently for the." stop apparatus" and signal, when once
locked at danger attitude" to be unlocked as long as any vehicle remains on the
section protected by the said apparatus and signal.
It must be well understood that the following arrangement applies to one pair of
rails only as each pair of rails requires a separate "set" of batteries and apparatus.
Referring to Fig. XV, which supersedes Fig. XII filed with my provisional
specification, three batteries are comprised in a set. The circuit of the first battery
commences at one of the rails of the railway and ends at the earth 3. In the circuit
there is included a contact operated when a train passes over the motor apparatus as
described with reference to Fig. III a battery and an instrument acting like a
galvanometer G. The rails, the contact maker and the battery are shewn diagram-
matically in the drawings and are connected to the branch a (1). The galvanometer
serves to increase or diminish the resistance of the circuit of the second battery by
varying the depth of a resistance coil in a mercury bath. The circuit of the second
battery commences at one of the rails of the railway and ends at the other, and
includes a battery, the aforesaid variable resistances and a galvanometer which makes
and breaks a third circuit, by means of a mercury contact. The end a (2) of the
circuit is connected through the battery to one rail, and the end a¹ (2) is connected to
the other rail. The third circuit is wholly metallic, and includes the electromagnet of the
unlocking gear of the motor apparatus at the commencement of the section as described
with reference to Fig. III. This electromagnet is shown diagrammatically in Fig. XV
at E, the battery being also shewn at B.
The first astatic galvanometer G¹ is brought back to the position shown in the figure
by a slight spiral spring . On the arbor of the hand is mounted a small counter-
weight which participates in the deflection of the hand. The whole galvanometer
is mounted on one arm of a balance B¹ B₁, being balanced by the counterweight Q¹.
On the other arm of the balance B¹ B¹ is hung the rheostat or variable resistance R,
which is made of fine platinum wire rolled up into a slightly conical or helical form.
In the position drawn it is entirely immersed in a reservoir of mercury; and the
greater or less resistance of the rheostat is measured by the lesser or greater amount
of immersion of the wire spirals. When, therefore, it is completely immersed, the
resistance is zero; and, the more the spirals issue from the mercury the more does this
weight act upon the balance. This effect of the variable weight may be adjusted by
aid of the beam provided with two small weights qq which oscillate with the arm
B.
The second astatic galvanometer G³ which the regulator proper of the unlocking
apparatus, is also mounted on one of the arms of a balance B, and is balanced by a
counter weight Q. A small weight P' is fast on the arbor of the hand Gand
participates in its deflection.
A slight spiral spring brings the hand back to the
position shewn in the figure. An interrupter I, which consists of a platinum plate
capable of being immersed in the cup of mercury M², is hung from the other end of

page_text: the balance. The two balances and their accessory parts are supported by a bracket.
The following is the action of the instrument. When a current arrives at the
galvanometer G1, the hand deflects in proportion to the intensity of the current; the
small weight P1 is therefore displaced to the same extent and destroys the equilibrium
of the balance in proportion to its displacement. In the same ratio, also, the spirał
wire issues from the mercury and opposes a greater resistance to the current.
The connections between the galvanometer, the rails and the earth are shown by the
figure the parts being in the positions they would assume when a train was passing
through the section, but had not yet arrived at the motor apparatus. The electrical
resistance or earth dorivation between the two rails can be made appreciably the same
as between one of the rails and the earth. Now, the resistance of the rheostat being
in inverse ratio to the above derivations, the deflection of the galvanometer G² will
always be the same, whatever be the intensity of the derivation. Owing to the effect
of the small weight P any deflection of G2 upsets the equilibrium of the balance B
but in a direction contrary to that of the balance B'. For a certain deflection of G³,
which corresponds with the maximum of derivation-for instance when the ground is
covered with water or snow-the plate I will dip into the mercury. In such a case
contact is made, and the battery No. 3 sends its current through the electro magnet E,
thus unlocking the motor pedal'or plate.
It is only in the case of an exceptional derivation, or shunt circuit between the two
rails for instance, a pair of wheels on the line, or a bar of some substance more or
less a conductor of electricity, laid across the rails and which is not also repeated
between one of the rails and the earth, or one not foreseen and provided for at the
time of regulating the instrument, that the hand G2 will no longer deflect, or will
have an insufficient deflection, for the plate I to dip into the mercury. In such a case
the unlocking of the pedal or plate cannot take place, and the signal will remain in
the position of "danger."
'
It is therefore not sufficient, for the signal to permit the passing of a train, that the
train have passed and locked the next signal; but also the section of line which it has
just run over must be absolutely clear and oppose no accidental obstacle to the passage
of the following train.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. Operating fixed visual railway signals and other railway appliances, such as
level crossing gates, by means of a brush or its equivalent carried on the train in.
combination with a corrugated, ribbed or serrated moveable plate or body in or near
the track and in mechanical connection with the signal or appliance to be operated
substantially as described.
2. Operating a signal on a moving railway train by means of a corrugated, ribbed
or serrated plate or body situated on the track and acting in combination with a brush
or its equivalent carried on the train, the said plate or body being mechanically
connected with a fixed signal, such as a semaphore, and operated simultaneously with
it substantially as described.
3. The combination with a moveable, corrugated, ribbed, serrated or roughened
plate situated in the permanent way of a railway, and acted upon by a brush or its
equivalent on the train, of a second moveable corrugated, ribbed, serrated or roughened
plate situated at a. distance ahead of the first, and mechanically connected both to
the first plate, and to a fixed signal, such as a semaphore, substantially as described.
4. An electric controlling device for railway signals, comprising three circuits, the
first of which passes from one rail to the earth, the second from rail to rail through the
earth, while the third contains the locking or unlocking gear and is broken when
the current circulating in the second circuit exceeds the amount due to a normal
leakage or derivation between the rails substantially as described.

page_text: 5. The motor apparatus for operating fixed railway signals, and other railway
appliances constructed arranged and operating substantially as described with reference
to Fig. III of the drawings.
6. The stop apparatus for operating a signal on a moving train, constructed arranged
and operating substantially as described with reference to Fig. IV of the drawings.
7. The electrical controlling device for railway signals constructed arranged and
operating substantially as described with reference to Fig. X of the drawings
Dated this 30th dow of A1 1000
R. SNYERS.
W. Lloyd Wise,
46, Lincoln's Inn Fields, London, W.C.,
Agent for the Applicant.