IMPROVEMENTS IN ELECTRIC RAILWAY SIGNALS, "AND IN ELECTRIC SAFETY APPLIANCES FOR RAILWAYS AND RAILWAY TRAINS."
Year: 1880

page_text: LETTERS PATENT to John Clayton Mewburn, of 169, Fleet Street, in the City
of London, Patent Agent and Consulting Engineer, for an Invention of
"IMPROVEMENTS IN ELECTRIC RAILWAY SIGNALS, "AND IN ELECTRIC SAFETY
APPLIANCES FOR RAILWAYS AND RAILWAY TRAINS." A communication from
abroad by Theodore Al Burtis Putnam, of New York, in the United States of
America. Electrician.
상
PROVISIONAL SPECIFICATION left by the said John Clayton Mewburn
at the Office of the Commissioners of Patents on the 16th March 1880.
JOHN CLAYTON MEWBURN, of 169, Fleet Street, in the City of London, Patent
Agent and Consulting Engineer. "IMPROVEMENTS IN ELECTRIC RAILWAY SIGNALS,
FOR RAILWAYS AND RAILWAY TRAINS."
AND IN ELECTRIC SAFETY APPLIANCES
[A communication from abroad by Theodore Al Burtis Putnam, of New York, in
the United States of America, Electrician.]
'
This Invention consists generally in a system and appliances whereby a moving
locomotive or train of cars at different times forms automatically a part of several
electric circuits, by closing the same to operate an alarm placed on such locomotive
or train, or operate any desired signal on the line of the railway, or lock a closed
Bwitch or draw as follows:-
'
First. To denote when a switch or draw-bridge is misplaced by sounding or
operating a signal on the locomotive or train.
1
Second. To lock by the action-of-the-locomotive_or_train a closed switch or draw
bridge, and unlock it mechanically while passing the same.
1
Third. To signal one locomotive or train by another locomotive or train on the
same line or on different approaching lines.
Fourth. To signal by the action of the locomotive or train its approach to a
station or crossing.
Fifth. To signal an approaching locomotive or train from a station or depôt.
Sixth. To denote by an alarin on the locomotive or train any defect in the
circuit for all signals.
:

page_text: The above system may also be adapted without alteration to operating other
classes or kinds of signals.
All of the signals can be transmitted any given or required distance by means of
conducting wires, or if found feasible the track rails may be utilized as conductors.
In ordinary practice, one battery is placed on the locomotive, but more than one
battery may be used, placed in any part of the circuit, or mechanical or other kinds
of electricity may be used.
The word locomotive or engine where employed herein must be understood as
including the tender and attached train as well.
The signals may be visible or audible, steam whistles, gong bells, or any form of
semaphore; but it is preferred to employ on the locomotive a vibrating bell.
The mechanical devices employed and the signals may be operated either by
magnets attracting armatures, by reversing polarities to repel armatures, or by
demagnetizing helices attached to permanent magnets, to allow armatures to be
drawn from the same, and open or closed circuits, or divided circuits may be
employed as found most desirable, arranged in any manner.
The general construction and operation are as follows:-
of an
An electrical conductor is arranged in a cavity on the road bed, preferably mid
way between the tracks, and adapted to be elevated or protruded by the pressure
extra wheel on the locomotive axle, acting through levers on the said
conductor as the train is passing. This conductor when protruded is swept by
metallic brushes or brush like conductors on the locomotive, by which means a
circuit or circuits.are closed.
Wires lead from the protruded conductor to any point on the line, and are
'caused 'through suitable mechanism to make or break a circuit there also when
required.
The brush conductors on the locomotive are connected by wires with the battery,
and with an alarm on the locomotive, and should the whole circuit above described
be complete, the proper signal is given.
Where the circuits are to be made merely for the purpose of operating
mechanically, as in locking a switch or drawbridge no alarm is permitted, and such
will be provided for by separate or insulated conductors, both on the road bed and
'on the locomotive, in one circuit an alarm being placed, while in another no such
alarm will be needed. Thus we would have two circuits from the same battery, one
including the alarm on the locomotive, and the other operating outside and
independently of such alarm.
It is preferred to employ as an alarm mechanism on the locomotive a permanent
magnet with iron helices attached, holding an armature against the force of a
resisting spring; when the current flows to demagnetize these helices at a neutra
point, the spring forces the armature from the magnet against a projection, whereby
a short circuit is formed to operate a vibrating bell, which will sound until the
armature is returned to and held by the helices again. This may be done
mechanically, or by reversing the polarity of the circuit through the helices.
The locomotive serves in the capacity of ground wire to form part of and
complete the circuit.
I have described above the circuits for danger alarms, and for mechanically
operating signals, switches, or other required signal or mechanism.
The general principles upon which is based the defect signal, or that which
indicates to the engineer that a conducting wire or wires are broken, or that the
signal alarms are otherwise damaged may be described as follows:-
"In addition to the circuits already described, another circuit is led from the poles
of the same battery on the locomotive of such higher resistance than those before
mentioned, that this circuit of high resistance cannot operate an alarm placed in it
unless it receives the full battery current, and this it can receive only when the '
other circuit or circuits are broken or defective. Thus there are two signals, one
to indicate danger, and one to indicate defects in the circuits or mechanism, the

page_text: latter being unable to sound, while the former is perfect. These two alarms can
differ in character or sound, so as to be readily distinguished, or one bell may serve
for both, but in such a case, the specific cause of alarm could not be ascertained.
The conducting wires may be laid along the rails in tubes or otherwise, so that
the destruction of any part of the road bed would break the wires, in which case
the defect alarm would sound and give warning of danger, as well as of defect.
Thus it will be seen that three circuits from one battery are employed.
First. The alarm circuit to operate the bell or other alarm on the locomotive
through one conductor on the road bed, and one on the locomotive.
Second. An operating circuit for signals along the line through another conductor
on the road bed and on the locomotive.
Third. A circuit of greater resistance confined to the locomotive, except that it is
closed by means external to the same, which circuit operates freely only when
either of the others is defective.
Only one circuit is usually in operation at any given time.
The mechanism employed for carrying out the above system of signals may be
briefly described as follows:-
On an axle of the engine or its tender is a sleeve upon which are mounted two
extra wheels of less diameter than the track wheels reaching barely to a level with
the rails. The sleeve is shorter than the axle between the track wheels, and is.
adapted to be slipped along the same from side to side by some mechanism
connected with the reversing mechanism of the engine. It may be a beveled slide
arranged to play between fixed collars on the sleeve, and by it the shifting of the
reversing lever throws the extra wheels from side to side. This is necessary as in
the case of single track roads (and also in double track roads if desired) there are
employed a double set of conductors, and other mechanism for signalling on the
road bed, so that the locomotive may always signal ahead, and not behind, except
as specially provided for, and it therefore becomes necessary to shift the extra
wheels to the opposite side in backing, so as to operate the signals in the direction
the locomotive is travelling.
As these duplicate sets of conductors and mechanism on the road bed are,
however, intended generally for locomotives travelling in opposite directions head
on, and the conductors are arranged for this purpose, there is employed a
commutator or electric switch on the locomotive which is also arranged to be
operated by the reversing lever, and this shifts the conductors on the locomotive
in such a manner as to bring the proper ones into contact with those on the road
bed.
.
The conductors on the locomotive are in the nature of wire brushes arranged to
sweep the conductor on the track as the locomotive passes. These are enclosed. for
their better protection in boxes, the lids or covers of which are raised through
suitable mechanism by the conductor on the road bed, so that they may be brought
into electric contact with the latter. At the same time the raising of their covers
closes by proper metallic contact the circuit of high resistance on the engine. The
lids or covers of the boxes may be arranged to close by gravity alone after the
circuit is made, or be closed by a spring.
The brushes within the boxes are connected with wires or other conductors
leading-to-the_battery_direct or through the danger alarm, as the case may be,
and they may be arranged to be thrust-out-by_the_raising of the box covers or not
as desired or necessary. As two circuits are to be closed by-a-conductor_on_the
road bed, two brushes are employed, but I do not confine myself to any particular
construction with reference to the same, nor to any particular number.
The conductor on the road bed and its operative mechanism may be constructed
as follows:-
A hinged lever is arranged just inside of the track rail, so as to clear the flange
of the track wheel. The forward end of this lever rests upon and may be hinged
to a vertical post or link which rests upon or is pivoted to a cross lever which

page_text: extends under the ground to the middle of the track. This cross lever is fulcrumed
at the proper point in its length, and is connected at its other end with a conductor
which plays vertically in insulated guides. As the train passes the first named
lever is depressed by the extra wheel on the locomotive, and the conductor. is
protruded vertically to engage the brushes on the engine. The vertically arranged
part, which is denominated the conductor, may be of wood provided with metallic
conducting plates on its sides or faces to which the wires for transmitting the
current are attached, and these plates must be properly insulated in their guides
and from each other. To protect these conductors from ice and snow flat roofs or
covers are secured to their tops which fit closely down to the boxing around the
conductors when they are at rest, and protect them from injury.
After the locomotive has passed the conductor, the latter is retracted or drawn
down by strong springs, and these springs should he so strong as to prevent any
less weight than that of the locomotive from compressing them, which prevents
them from being tampered with by mischievous persons.
In latitudes where snow and ice do not form, the conductor on the road, might be
much simplified.
As before stated conducting wires lead from the insulated plates on the conductor
to points along the line, one being to a switch; the operation of this will now be
described.
+
The motion of the switch lever in throwing open the switch closes a circuit at
the switch with a wire leading from the road bed conductor, and this conductor
when brought into contact by a passing brush on the locomotive closes a circuit
which leads through the signal alarm on the locomotive, thus notifying, the engineer
that 'the switch is open, and 'there is danger ahead. The motion of the lever in,
closing the switch forms another circuit thereat with another wire 'leading to the
.other conductor on the road bed; this. conductor when swept by the other 'brush
on the locomotive closes a circuit direct from the battery, and locks the switch
first, so that it cannot be opened until, the locomotive has passed the switch and
unlocked it again.
'The mechanism'at the switch for making these circuits will vary somewhat with
the kind of Bwitch employed, but the principle is the same in all cases. When the
switch is open a circuit is always formed, which leads directly through the alarm
on the locomotive. When the switch is closed a circuit is formed, which leads
directly to the battery on the locomotive, and locks the switch, but sounds no
alarm. The former is easily comprehended, and consists simply in bringing two
metallic conductors into contact; the latter consists of an electro magnet suitably.
placed, so as to attract a catch when the circuit is closed. The movement of this
catch allows a weighted lever to drop and shoot a locking bolt. As the locomotive
passes its wheel operates on a lever to raise the weight again, retract the locking
bolt, and set all the parts for the next train.
For block signals it is comtemplated placing road bed conductors at, say, one
inile apart, and to enable the engineer on one locomotive to know if another train
is within the same block ahead of him, there is provided at the proper point a
depressor lever to be acted upon by the wheel as the locomotive enters the block
so as to close a circuit that connects with the road bed conductor just passed in
such a way as to sound the alarm in the locomotive of the train following. This
mechanism may consist simply of pivoted levers, elastic conductors, a drop, and
an electro magnet arranged to operate thereon. The wires from the conductors
lead to the earth and to the road bed conductor, and from the magnet in the same
manner. When a locomotive enters the block it actuates the depressor lever
mechanically and closes the circuit; as it passes out of the block it acts through the
road bed conductor at that end to break the circuit and drop the lever. In this
'case 'the locomotive following gets no alarm; but if it enters the block before its
leader passes out it will get the danger signal. Thus trains may, be kept 'any
'given distance apart when it is desirable.

page_text: To signal the approach of a train at crossings there is employed in substance, the
following mechanism:-A post is set on the road side, and within. it or alongside
of it is placed a light rod, hinged to the post at its foot and held upright by a
catch at the top. This catch is within attracting distance of a magnet, and wires
from this magnet are carried to a road bed conductor at any distance away.
As the approaching train passes the conductor a circuit is formed, the magnet
attracts the catch, and the light rod is allowed to fall until it assumes a horizontal
position across the transverse road.; this rod may be provided with flags or streamers
to attract the eye, and should be placed high enough to leave the road, free from
obstruction. As the locomotive passes it sets the signal rod again mechanically.
through the action of the wheel on a depressor lever.
It is also contemplated to arrange a gong or bell to be sounded before the rod
falls and thus give a timely warning; the spring or weight which supplies motive
power to the alarm may be wound up by the falling of the rod.
By carrying a wire from the road bed conductor to a station or depot an
approaching train may signal itself, and conversely by a wire leading from a
station to a road bed conductor an operator at a station may signal the approaching
locomotive.
In lieu of the road.bed. conductor above described.and.the arrangement of brush
conductors on the locomotive there may be employed an arrangement which will
now be described, and which is in some respects preferable to the first.
The locomotive is supplied with a long wooden base piece, on which are mounted,
so as to be insulated from each other and the base, metal conducting strips arranged
parallel with the road way, and adapted to be swept by brushes protraded from
the road bed by the weight of the locomotive as in the first named device. These
strips are connected by wires with the poles of the battery on the locomotive
precisely as in the former case.
The brushes which form, the road bed conductors are-mounted; in a head and
insulated from it and from each; other. This head plays. in guides and is operated
through links, which connect Iwith cross arms secured to the same simultaneously
provided with quadrant shaped covers arranged to close over the brushes when
they are retracted. When the engine or its tender' depresses the lever in passing
the enclosing covers are thrown open, and the brush protruded simultaneously.
When the pressure is taken off the depressor lever a strong spring retracts 'the
brushes and closes the covers. The circuit of high resistance on the locomotive Jis
formed by connecting its wires with two of the adjacent strips on the base 'piece
under, the locomotive,, whereby they become negative and positive poles, of the
same. These are swept, simultaneously by one, brush on the road bed conductor,
which is insulated from everything else.,
Instead of arranging the brushes to protrude from the centre of the road bed,
they might in some cases be arranged at the sides of the tracks; and instead of
being projected vertically they may project horizontally. Indeed various arrange-
ments and modifications of the parts are possible without departing from the
Invention in a matter of substance.
In this case also there are employed extra pressure, wheels fixed on the locomotive
axle, and on opposite sides of the tracks; and to prevent these from operating, the
duplicate sets of road bed conductors to the confusion of the signals two sets of
conductors on the locomotive-are-employed-as well,-and-a .commutator, is provided
arranged to throw one set of the latter entirely out of communication with the
battery when, the other, is being operated, which may be operated by the reversing
mechanism. The rod like conductors on the locomotive may be kept clean by being
moved under rubbers or scrapers, the motion being derived from the locomotive
axle through suitable gearing.
i
To notify the engineer or guard, should the couplings between the cars give way
or the train part from any, cause, a wire is led from the battery on the engine
'through a bell or other alarm, and carry similar wires through each car.. On the

page_text: ends of these wires couplings are fixed having two metal faced jaws insulated from
each other and arranged normally to spring together, so as to be in electric contact.
One jaw connects with the wire leading through the car, and the other jaw with a
wire leading to the truck, so as to serve as a ground wire. When the jaw of one
of these couplings is slipped between the two jaws of the coupling on the next car,
and a non-conducting plug is inserted between the jaws of the coupling at the rear
of the last car, a continuous electric connection is established between the engine
and every car in the train; and when the coupling jaws become disengaged by the
parting of the train the jaws of the coupling spring together, a circuit is closed, and
an alarm sounded on the engine. This mechanism may be employed in compartment
cars to signal the guard or engineer for any reason, if desired.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Clayton Mewburn in the Great Seal Patent Office on the
15th September 1880.
JOHN CLAYTON MEWBURN, of 169, Fleet Street, in the City of London, Patent
Agent and Consulting Engineer. "IMPROVEMENTS IN ELECTRIC RAILWAY SIGNALS,
AND IN ELECTRIC SAFETY APPLIANCES FOR RAILWAYS AND RAILWAY TRAINS."
(A communication from abroad by Theodore Al Burtis Putnam, of New York, in
the United States of America, Electrician.)
The Invention consists generally in a system and appliances whereby a moving
locomotive or train of cars at different times forms automatically a part of several
electric circuits, closing the same, to operate an alarm placed on such locomotive
or train, or operate any desired signal on the line of the railway, or lock a closed
switch or draw as follows:-
First. To denote when a switch or drawbridge is misplaced by sounding or
operating a signal on the locomotive or train.
Second. To lock, by the action of the locomotive or train, a closed switch or
draw-bridge, and unlock it mechanically, while passing or after passing the same.
Third. To signal one locomotive or train by another locomotive or train on the
same line, or on different approaching lines.
Fourth. To signal, by the action of the locomotive or train, its approach to a
station or crossing.
Fifth. To signal an approaching locomotive or train from a station or depot.
Sixth. To denote by an alarm on the locomotive or train any defect in the circuit
for all signals.
The above system may also be adapted without alteration to operating other
classes or kinds of signals.
All of the signals can be transmitted any given or required distance by means of
conducting wires, or, if found feasible, the track rails may be utilized as conductors.
In ordinary practice I employ one battery placed on the locomotive, but more than

page_text: one battery may be used placed in any part of the circuit, or mechanical or other
kinds of electricity.may be used.
The word locomotive or engine, where employed herein, must be understood 'as
including the tender and attached train as well.
The signals, may be visible or audible steam whistles, gong bells, or any form of
semaphore, but I prefer to employ on the locomotive a vibrating bell.
The mechanical devices employed and the signals may be operated either by
magnets, attracting armatures, by reversing polarities to repel armatures, or by
demagnetizing helices attached to permanent magnets to allow 'armatures to be
drawn from the same, and open or closed circuits or divided circuits may be
employed, as found most desirable, arranged in any manner.
f
The general construction and operation is 'as follows-An electrical conductor is
arranged in a cavity on the road bed, preferably midway between the tracks, and
adapted to be elevated or protruded by the pressure of an extra wheel on the
locomotive axle acting through levers on the said conductor as the train is passing.
This conductor when protruded is swept by metallic brushes or brush like conductors
on the locomotive, by which means a circuit or circuits are closed. Wires lead
from the protruded conductor to any point on the line, and are caused through
suitable mechanism to make or break a circuit there also when required.
The brush conductors on the locomotive are connected by wires with the battery.
and with an alarm on the locomotive, and should the whole circuit above described
be complete the proper signal is given. When circuits are to be made merely for
the purpose of operating mechanically, as in locking a switch or drawbridge, no
alarm is permitted, and such will be provided for by separate or insulated
conductors, both on the road bed and on the locomotive, in one circuit an alarm
being placed, while in another no such alarm will be needed. Thus we would
have two circuits from the same battery, one including the alarm on the locomotive,
and the other operating outside and independently of such alarm. "I prefer to
employ as an alarm mechanism on the locomotive a permanent magnet with iron
hélices attached, holding an armature against the force of a resisting spring; when
the current flows to demagnetize these helices at'a neutral point the spring forces
the armature.from the magnet against a projection, whereby a short circuit is
formed to operate a vibrating bell which will sound until the armature is returned
to and held by the helices again. This may be done mechanically or by reversing
the polarity of the circuit through the helices. The locomotive serves in the
capacity of a ground wire to form part of and. complete the circuit. I have
described above the circuits for danger alarms, and for mechanically operating
signals switches, or other required signals or mechanism. The general principles
upon which are based the defect signal, or that which indicates to the engineer
that a conducting wire or wires are broken, or that the signal alarms are otherwise
damaged, may be described as follows: In addition to the circuits already
described another circuit is led from the poles of the same battery on the locomotive
of such higher resistance than those before mentioned, that this circuit of high
resistance cannot operate an alarm placed in it unless it receives the full battery
current, and this it can receive only when the other circuit or circuits are broken
or defective. Thus I have two signals, one to indicate danger, and one to indicate
defects in the circuits or mechanism, 'the latter being unable to sound while the
former is perfect. 'These two alarms can differ in character or sound so as to be
readily-distinguished, or-one-bell-may-serve-for-both,-but-in-such-a-case-the-specific-
cause of alarm could not be ascertained. The conducting wires may be laid along
the rails in tubes or otherwise, so that the destruction of any part of the road bed
would break the wires, in which case the defect alarm would sound and give
warning of danger as well of defect. Thus it will be seen that I employ three circuits
from one battery, first; the alarm circuit to operate the bell or other alarm on the
locomotive through one conductor on the road-bed, and one on the 'locomotive;
second, an operating. circuit for signals along the line, through another conductor
on the road-bed and on the locomotive; third, a circuit of greater resistance for

page_text: defect signals confined to the locomotive, except that it is closed by means
external to the same, which circuit operates freely only when either of the others is
defective. Only one circuit is usually in operation at any given time.
The mechanism I employ for carrying out my Invention may be described as
follows, reference being had to the accompanying Drawings and the letters of
reference marked thereon, that is to say :--Figure 1 is a side view of a locomotive
and track provided with my improvements, the forward truck of the locomotive
being in section to better show the arrangement of the mechanism beneath. This
view also shows a portion of the track with the levers for operating the conductors on
the road-bed, a switch, a signalling device for crossings, and a station; Figure 2 is
an enlarged view of a magnetic apparatus, such as I prefer to employ for sounding
the alarm on the locomotive; Figure 3 is an enlarged detail view showing the
brush conductors on the locomotive; Figure 4 is an enlarged sectional elevation
showing the road-bed conductor; Figure 5 is an enlarged detached view arranged
to illustrate the closing of the circuits by contact of conductors in passing;
Figure 6 is a plan view showing the depressor bars or levers for operating the
various mechanical devices through the medium of the extra wheel on the
locomotive; Figures 7, 8, and are views illustrating the switch mechanism;
Figure 10 is a cross section of the road-bed arranged to show the mechanism
whereby one locomotive signals another in the same block; Figures 11 and 12 are
views illustrating the operation of the signal at a crossing; Figures 13, 14, 15, 16,
17, 18, and 19 will be referred to more particularly hereinafter:
Let A represent a locomotive engine or a train of cars, as the case may be, as
either may be provided with my signalling apparatus, I prefer however to mount
the devices on the engine or its tender, so that the signals and their apparatus may
be convenient to the engines. Referring to Figure 5 a represents a sleeve on one
axle of the engine which has secured to it two extra wheels B, B, and two fixed
flanges or collars b, b. This sleeve is shorter than the axle between the track-
wheels, and the wheels B, B', are closer together than the latter. The sleeve may
be slipped along the axle, as indicated by the dotted lines in Figure 5. This move-
ment is effected by means of an oblique faced slide c arranged to play in fixed
guides and between the collars b, b, and the sleeve. When this slide is pushed
forward it drives the sleeve and its attached wheels to one side, and when drawn
back it pushes them to the other side. The slide is operated, or may be operated,
through the medium of the reversing lever of the engine; its object will be explained
farther on. C, C¹, are brush conductors made of fine wire and arranged beneath
the engine, their free ends being opposed and pointing inwards. These brushes are
housed for protection in boxes D, Di, with raising covers, as indicated in Figures 3
and 5, and connect by suitable wires with a battery d on the engine, one through
an electric alarm e and the other direct. The covers of the boxes D, D¹, are raised
by mechanism that will be hereinafter described, and when raised to permit the
brushes to close the circuit with the road-bed conductor, a conductor on one of
them is brought into contact with a fixed conductor f (Fig. 5), thus closing the
circuit of high resistance before mentioned. This circnit is confined to the engine
and is formed by carrying a wire from one pole of the battery through the defect
alarm to the conductor f, and another from the other pole to the conductor on the
cover of the box D or D¹. The above constitutes the mechanism on the engine or
train, and I will now describe that connected with the track or road-bed with
especial reference to Figures 4, 5, and 6. Midway between the track rails of the
road-way, or, preferably, at that point for many reasons, I place a conductor-
carrier E. in a pit or box arranged below the surface of the ground. This
carrier may be of wood but is provided on its sides with metallic conductors g, g',
properly insulated and provided with conducting wires h, h¹, leading through
tubes i, i, or by other means to various points on the line, as will be herein-
after explained. The carrier E is provided with a cap or roof ; which fits down
close upon the surrounding curb and protects the conductors against snow and
ice when they are employed in rigorous climates. The carrier E is linked to or

page_text: rests upon one end of a lever k properly falcrumed in the underground casing,
to the other end of which is linked or otherwise connected a vertical depressor 2.
The upper end of this depressor takes under the free end of a lever or levers F
arranged parallel with the track rails, as shown in Fig. 6. This lever, or,
preferably, levers, as I prefer to employ two, is placed just inside of the track
rail and its outer end is hinged to a bed-piece, the other end being connected
with the depressor; or in lieu of two levers hinged to bed-pieces at their outer
ends and their adjacent ends connected with the depressor, I may employ a
metal, bar bent up at its center where it rests upon the depressor. This would
rise by its own elasticity. Normally the free ends of the levers F are raised
and the carrier E is down or depressed, but when the extra wheel B of
the engine strikes the lever F in passing it is depressed and kept so until
the said wheel passes entirely over it. This depression acts through the lever k
to protrude or elevate the carrier E, and expose its attached conductors g, g', to
the action of the brush conductors C, C, which sweep them in passing and close
the various circuits. This operation is shown in Fig. 5. To raise the covers
of the boxes D, D', and expose the brushes, I provide them with long curved bars
m, m, arranged parallel to the track. The roof j of the carrier E takes under these
as it rises and lifts the covers in time to permit the brushes to sweep the conductors
it carries. To ensure the contact of the brushes C, C¹, with the conductors g, g¹,
being made before the circuit of high resistance is completed, I provide the under
faces of the bars m, m, with a swell or projection opposite the centers of the
brushes, and this swell in riding over the roof lifts the covers D, DI, high enough
to complete said circuit only after the others are made. The brushes may be
attached to the box covers in such a way as to be protruded by them in lifting, if
such an arrangement be deemed desirable for the better protection of the brushes.
After. the engine has passed the carrier E is retracted by a strong spring n, or its
equivalent, arranged under the lever k. This spring should be of such strength that
the weight of the engine is required to compress it and raise the conductors; other-
wise it might be tampered with by mischievous persons. Having described the
mechanism whereby the engine is put into the circuits to close them I will now
describe the mechanism whereby the circuits are caused to sound alarms, lock
switches or draws, and show signals.
First To signal the engineer or sound the alarm on the engine when a
switch is open. The construction of this mechanism will vary somewhat
according to the kind of switch employed; but the principle is the same in
all; namely, the movement of the switch lever closes a circuit of which the
engine and a road-bed conductor shall form a part. In Figures 7, 8, and 9 I
have shown a switch and switch mechanism provided with my improvements. An
elevation of the same on a smaller scale is also shown in Fig. 1. G is a box or
casing, in which is a vertical stem H provided with semaphores I (see Fig. 1) at
the top, and a crank o at the bottom, which connects with the switch-bar p through
a link-bar q, conductors r, r, connected respectively with the ground, and with a
road-bed conductor by wires, and these are brought into electric connection when
the switch is thrown open by means of an intermediate bar s or commutator
attached to the stem H; consequently when the switch is open, the engineer gets
a signal to that effect when his engine reaches the road-bed conductor and closes the
circuit at that point. The wire from the conductor connects with the conductor g¹
of the carrier E, whichisconnects through a brush C with the alarm e on the engine.
Second. To lock the-same-switch-by-an-approaching-train-to prevent its being
thrown open while the engine is between the last road-bed conductor and the switch,
a wire h from the conductor g leads to a magnet t in the casing G through the
commutator 8, and suitable conductors, with which the latter is in contact whenever
the switch is closed, which magnet is placed within attracting distance of a catch u.
This catch supports the long arm of a weighted lever r, the short end of which
bears a locking pin. w arranged to be protruded through a hole in an arm or disk
on the stem H of the switch. When: the long arm of the lever is lifted and thus

page_text: supported, the bolt or pin w is retracted, and the switch is free to be operated.
When the switch is closed the bolt is opposite its socket in the disk x, and the
switch is ready to lock. The brush C on the approaching engine sweeps the con-
ductor g, the circuit is closed, the magnet t attracts the catch, and allows the lever v
to drop, the bolt w is pushed upward into its socket, and the switch locked. It
will remain locked until the engine reaches it or passes it, when it is automatically
freed by the following described means or their equivalents:-A lever J is acted
upon by the wheel of the engine to lift the long arm of the lever until its extremity
is again caught and held by the catch u. This it accomplishes through a rod y and
a pusher z. This mechanism serves to illustrate the principle of operation, but it
may be varied to suit the circumstances of the case. It must be understood
however that by reason of the commutator 8 only one circuit is on at a time,
that for locking the switch being off when the open switch circuit is on, and vice
versa.
Third. To enable a leading engine or train to signal its proximity to a following
engine or train. This is for block signals, and I contemplate arranging road-bed
conductors at intervals, say one mile apart, and to arrange within each block a
mechanism to enable the engineer of a train to know if there is another in the
same block ahead of him. This mechanism I will now describe with especial
reference to Figure 10. F¹ is a depressor lever arranged parallel with the road
way, and in such a position as to be depressed by the extra wheel B as it enters the
block. This lever acts through a depressor a¹ upon one end of a lever 6', the other
end of which takes under and lifts the long arm of a pivoted metal bar c¹. When
thus lifted the long arm of this bar is brought into metallic contact with a
conductor d', and the short arm is depressed until it is in metallic contact with
another conductor d". When they have assumed this position a drop el swings
over the short end of the bar c' and holds it down. The two conductors d¹, d¹¹, are
now electrically connected. A wire from one of these leads to the conductor g¹ just
past, and from the other to the ground. An electro-magnet fis arranged within
attracting distance of the drop e³, and wires from it lead one to the ground and
another to a conductor in the road-bed ahead. If the leading engine which has
made the connection on entering the block has not passed out before its follower
enters the latter will receive the signal; but if the leader has reached the next
road-bed conductor a circuit will be formed, the magnet fl will attract the drop e¹
and the long arm of the bar ct will drop, thus breaking the circuit and the follower
will get no signal. The conductors d', d", may be elastic so as to insure close
contact, and the mechanism may be housed in a box below the surface. The inner
extremity of the lever 61 may be provided with a conductor to contact with a
conductor on the longer arm of the lever c' when the other circuit is broken, and
wires may lead from these to points along the line for signaling if desired.
Fourth. To signal the approach of a train to a crossing or other point. This
may be accomplished by various means based upon one leading principle, namely,
the displaying of a danger signal at the point by the approaching engine or train
automatically through the medium of an electro-magnet. I prefer to employ
substantially the device which I will now describe with reference to Figures 11
and 12. K is a post set up at the side of the road which crosses the track.
Hinged to this post is a light arm L arranged to turn up against the face of the
post or into a hollow between its sides, and to be retained in that position by
means of a drop catch which takes over its extremity. This catch is within
attracting distance of an electro-magnet, one wire from which leads to the
ground and the other to a road-bed conductor g₁ at any desired distance away.
When the approaching engine reaches the conductor and closes the circuit the
electro-magnet attracts the catch j', releases the arm L, and allows it to drop.
Suspended from the arm L are colored strips of some light or flexible material
which will be readily visible and signify danger. The arm need only drop to a
horizontal position, and it is preferable to arrange it high enough to permit wagons
to drive under should any be crossing the track when it falls. When the engine

page_text: reaches the crossing it elevates and sets the arm Lagain by means of the following
described mechanism:-F" is a depressor lever or levers similar to that shown in
Figures 4, 6, and 10. This lever is depressed by the extra wheel B, and acts through
a lever M to drive upward a lifting rod m' which bears a friction roller that takes
under the arm L near where it is hinged. When the arm is raised it is again
caught and held by the catch j'. As it does not stand quite vertical it falls readily
when released. Several of these signals may be employed if deemed desirable or
necessary. I further contemplate attaching a bell alarm to the post K arranged to
be operated by a train of gears, the same to be set in motion by means of a magnet
attracting a detent. This can be done before the rod L falls, the catch releasing
the rod being lifted by a cam rotated by the alarm-mechanism. Thus the alarm or
gong bell may be caused to sound for a sufficient length of time before the rod falls
to insure a timely warning. The alarm mechanism may be driven by a weight or
spring, and I contemplate so arranging the parts that the rod L in falling shall
wind up the same. Thus upon the circuit being closed by the approaching
locomotive the alarm first sounds, then, the rod L falls, winding up the weight or
spring by its momentum and weight in descending and restoring the alarm power.
The rod L may be hinged near its base so as to be swung laterally outward but not
inward, which will permit those caught inside when it falls to escape readily, but
will not permit those outside to get upon the track. This construction will not
however be required if the rod be arranged overhead. The same character of signal
as that above described may be employed to signal the approach of a train to a
station.
Fifth. To signal an approaching train from a station or depot N, to warn the
engineer of danger, or for other purposes, it is only necessary to lead a wire from a
road-bed conductor g' to the station, and arrange to close a circuit by connecting it
with a ground wire. The signal on the engine may then be sounded at the will of
the station operator. Heretofore I described but one set of road-bed conductors,
as shown in Figure 4, and these arranged to signal and operate ahead of an engine
when running in but one direction; but it will be obvious that on single track
roads where the travel is in both directions, duplicate sets of road-bed conductors
will be required, and these will have to be operated from depressor levers arranged
on opposite sides of the track. In backing or running with the engine reversed;
also provision will have to be made for sending the signals in the proper direction.
This I accomplish by means of the sliding sleeve a upon which the two extra
wheels B, B', are mounted. When the engine is reversed and run backward, the
reversing mechanism shifts the wheels B, B', over until they assume the position
indicated by the dotted lines in Figure 5. But in this case the brush conductor C
will come in contact with the conductor g' in the road-bed, and produce confusion
in the signals. This I avoid by employing an ordinary commutator or electric
switch on the engine, operated by the reversing lever which sets all the circuits
right.
In Figures 13, 14, 15, and 16 I have shown another construction and arrange-
ment of the conductors on the engine and road-bed, which prefer in some respects
to the one I have described; Figure 13 shows a tender or locomotive, as the case
may be, and the road-bed and conductor in section taken longitudinally; Figure 14
is a transverse section of the same; Figure 15 is an enlarged sectional view of the
road-bed conductor showing the brushes protruded, and Figure 16 is a similar view
showing them retracted; Figures 17 and 18 are modifications of the above.
As in the case of the road-bed conductor before described-F-is-the-depressor lever
or levers arranged to be operated upon by means of an extra wheel B. This lever
rests upon or is attached to a depressor which connects with one arm of a lever k,
to the other end of which is secured the brush-holder E; 0, 0, are quadrant shaped
covers which have bearings on common axes at n¹ in the curb or boxing o¹. These
are provided with cross arms p', p', which connect by links with the end of the
lever k. This arrangement is such that when the brushes q', q', are retracted or
drawn in, the covers close tightly over their tops, as shown in Figure 16, and

page_text: completely protect them from injury or contamination; and to insure a more
perfect protection I provide one cover with a rabbet or projection to fit over the
edge of the other, as shown. When the brushes are protruded by the passing
locomotive, the covers open or separate, as shown in Figure 15, to give them
unobstructed passage. Underneath the locomotive or car I fix a long base-piece P,
preferably of wood, arranged longitudinally with the track and low enough to be
swept by the brushes q¹, q", in passing. To the lower face of this base-piece
I secure insulated metallic conducting strips 2, 1, which connect by wires with
the battery and alarms on the locomotive. Any and all required circuits may be
formed by the contact of the brushes with the conducting strips, and the wires may
lead from the brushes to different points along the line for operating signals,
sounding alarms on the locomotive, locking switches, &c., precisely as with the road-
bed conductor first described.
The brushes are insulated from the holder E and from each other, and any
number may be employed to close as many circuits. The circuit of high resistance
which is confined to the locomotive is closed by the following arrangement :-
Two adjacent conducting strips (as at r) form the two poles of the said defect
circuit. These are swept by a single brush which is isolated and insulated from all
other parts.
The other circuits require no special description.
By the arrangement shown in Figure 17 the road-bed conductor may be arranged
entirely outside of the track. Or as shown in Figure 18, the brushes may be
protruded horizontally by a proper arrangement of levers. The above described
arrangement of the conductors enables me to dispense with the shifting of the wheels
B, B, and to fix them on opposite ends of the axle, where I wish to operate two
sets of signals on the same line, as on single truck roads. This duplication may be
accomplished by placing the two road-bed conductors side by side, and their
respective conducting strips also side by side. Then as both road-bed conductors
would be operated mechanically by the extra wheels I arrange an ordinary com-
mutator on the locomotive, whereby I may throw either set of conducting strips >¹
out of contact, and the other into contact, at will, and this may be done by means
of the reversing mechanism on the locomotive. By means of this commutator the
locomotive may be caused to signal only ahead in whichever direction it may be
heading,
In lieu of the fixed strips 71, 7, I may employ cylinders arranged to be slowly
revolved through the medium of the locomotive axle. By applying suitable pads
or scrapers to these cylinders as they revolve they may be kept free from. dust or
other accumulations. Or the strips might be arranged to reciprocate by similar
mechanism under rubbers which would keep them clean. To prevent the circuit
of high resistance from being closed before the other circuits I make the strips
,, which form the poles of said circuits shorter than.the others.
In Figure 19 I have shown a device or mechanism whereby the engineer will
receive a signal should the train part by the breaking of a coupling. A wire
extends through each car, and is provided at each end with a coupler or key con-
structed substantially as shown. This coupler consists of two metal-faced jaws a¹¹
and connected by an elastic part c", and insulated from each other. The jaws
a, b, rest normally in elastic contact. The wire d through the car is attached
to the jaw 6", and a wire e leads from the jaw a¹¹ to the metal of the car-truck
to serve as a ground wire. When the cars are coupled the jaw b¹ of one coupler
is inserted between the jaws of the other on the next car, and an insulating plug
is inserted between the jaws of the coupler at the rear of the last car. A wire from
the battery on the locomotive passes through an alarm on the locomotive, and
thence to the rear of the tender, where it is provided with a coupler like that just
described, whereby the engine is electrically connected and every car on the train.
When one coupler is drawn out of the other with which it is engaged, by the
separation of the cars, the jaws all, 61, spring together, the circuit is closed, and
the alarm on the engine is sounded. The couplers may be formed in various ways,
but I prefer to so construct them that they cannot be put together wrong in

page_text: coupling, and so that they cannot be separated except by the exercise of a moderate
degree of force. This system can be readily adapted to long freight trains, and
circuit closers may be arranged in any compartment of the same to signal the
guard or engineer.
Having thus described the said Invention, I declare that I claim,-
First. The combination of the sleeve and the wheels B, B¹, fixed thereon, sub-
stantially as shown, with suitable mechanism for moving the said sleeve endwise
on the axle, substantially as and for the purposes specified.
Second. The wheels B, B', arranged to be shifted simultaneously with the
reversing of the engine, and by or through the same mechanism, substantially as
set forth.
Third. The boxes D, D', constructed substantially as shown, in combination with
the brushes C, C1, and the necessary mechanism for operating the same, as and for
the purposes specified.
Fourth. The road-bed conductor or its equivalent. constructed substantially as
shown in Figure 4 and as specified, whether provided with a roof or not.
Fifth. A movable conductor arranged to be elevated by the wheel of a passing
locomotive, in combination with suitable conductors on the locomotive, to contact
therewith, and suitable conducting wires or their equivalents arranged to sound
signals and operate mechanism through magnets, substantially as set forth.
Sixth. A switch lever arranged to close an electric circuit when the switch is
thrown open, which will sound an alarm on an approaching engine or train, in
combination with the track mechanism, substantially as and for the purposes set
forth.
Seventh. A switch mechanism so arranged and connected electrically with a road
bed conductor that the closing of the circuit by the locomotive forming a part
of same at said conductor will lock the switch, substantially as shown and
specified.
Eighth. The mechanism for unlocking the closed switch, which consists essentially
of a depressor to be acted upon by a wheel on the locomotive, a lifter to be forced
upward by said action of the wheel, a lever bearing a pin which is withdrawn by
the upward movement of the lifter, and a catch to sustain the lever when the pin
is withdrawn, substantially as set forth.
Ninth. The mechanism for signalling a follower from a leading locomotive or
train, which consists essentially of a depressor lever F¹, a depressor a³, a lever b',
an unequally fulcrumed lever c', elastic conductors d', dl, a drop el, and a magnet f',
all arranged and connected with the road bed conductors, substantially as set
forth.
Tenth. The mechanism for signalling the approach of a train to a crossing,
station, or other point, which consists of a post K, a rod L, hinged thereto, and
bearing signals 1, l, a catch j', and a magnet , all arranged substantially as
shown, and either with or without a ball alarm as specified.
Eleventh. The mechanism for resetting or adjusting the signal rod L by means
of a wheel on the passing locomotive, substantially as shown in Figures 11 and 12,
and as specified.
Twelfth. A base piece P attached to a locomotive or tender, and provided with
metal conducting strips r', rl, all connected with the battery and arranged to
operate substantially as and for the purposes specified.
Thirteenth. The combination of a brush conductor consisting of several insulated
parts, substantially as shown and described, with the mechanism to operate the
same, and the metal surfaces to be swept thereby for the purposes set forth.
Fourteenth. The reversing mechanism of a locomotive in combination with a
commutator, and connectors from the battery to the brush conductors so arranged
that the operation of reversing the engine will shift the said commutator, substan-
tially as and for the purposes set forth.
Fifteenth. An electric alarm controlled by a divided circuit, substantially as
herein set forth.

page_text: Sixteenth. The road bed conductor, consisting of a brush holder E provided with
brush like conductors, the quadrant covers 0, 0, arranged to turn on journals in the
fixed casing, and provided with cross arms linked to the lever and the lever k, all
arranged to operate substantially as set forth.
Seventeenth. The construction and arrangement of parts, as described, whereby
the circuit of high resistance is kept open until the other circuits are closed by the
passage of the locomotive for the purposes set forth.
Eighteenth. The signal device at statious or crossings, which consists of an arm
bearing visible signals, arranged to be dropped by a current of electricity through a
circuit closed by an approaching locomotive, in combination with an alarm or gong
adapted to be sounded by power, the falling arm being adapted to wind up the
weight or spring furnishing the power, and renew it, all substantially as and for
the purposes set forth.
Nineteenth. The combination of a battery, magnets, armatures, and conductors
with a locomotive and the intermediary mechanism, substantially as herein
described, for the several purposes herein set forth.
Twentieth. A depressor lever or levers F, as shown in Figure 6, or its equivalent,
constructed substantially as described, for actuating mechanical movements on
railways.
Twenty first. The electric coupling device, substantially as shown in Figure 19
and as described, whereby a signal or alarm is sounded when the train parts,
arranged substantially as set forth.
In witness whereof, I, the said John Clayton Mewburn, have hereunto set
my hand and seal, this Fifteenth day of September, One thousand eight
hundred and eighty.
J. C. MEWBURN. (L.S.)