Improved Means for Utilizing the Weight of Locomotives for Operating Signals, Switches, and other Railway Appliances, and for Driving Dynamos and Storing up Energy.
Year: 1892

page_text: Date of Application, 12th Apr., 1892-Accepted, 12th Apr., 1893
COMPLETE SPECIFICATION.
Improved Means for Utilizing the Weight of Locomotives for
Operating Signals, Switches, and other Railway Appliances, and
for Driving Dynamos and Storing up Energy.
I, CASTLE SMITH, of 54 Fleet Street, in the City and County of London,
Gentleman, 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 as communicated to me from abroad by Eduardo Migual
de Monte, of 3 Alfred Street, Bangalore, in the Territory of Mysore, in the
Empire of India, Civil Engineer, and Carl Jost, of 13 and 15 Hornby Row,
Bombay, in the Presidency of Bombay, also in the Empire of India, Electrician:-
This invention relates to the working of railways with absolute safety by
utilizing the weight of passing locomotives to effect the proper adjustment and
working of the switches, signals, crossing-gates, turntables, cranes, hoists, and other
moving parts of the line automatically.
As the apparatus to be hereinafter described works independently of the railway-
officials, it will be readily understood that accidents arising from negligence,
oversight, or error, on the part of such officials will be a matter of impossibility in
cases where this invention is adopted.
According to this invention the fact of one train being upon any part of a given
section of a line will render it absolutely impossible for any other train to enter on
that section. As soon, however, as the first train has passed out of that section it
will be possible again for any other single train to enter the section, such train in
turn blocking the section against the entrance of any other train while it occupies
any part of the section. As the line is divided up into a series of sections it will
be seen that but one train can occupy each section at a time, so that two trains
cannot possibly come into collision.
In order that this invention may be more fully understood and carried into
effect I have appended hereunto five sheets of drawings, which I will now proceed
to describe.
Figures 1 and 2 (Sheet I) shew the special form of locomotive-wheel employed
to operate the mechanism to be hereinafter described, and Figures 4 and 5 shew
one of the "transposing levers" upon which the said wheel acts.
Figure 3 illustrates the form of compensator I prefer to employ to overcome the
expansion and contraction of the rods connecting the "transposing levers" with the
automatic electro-mechanical apparatus.
Figures 6 to 10 (Sheets I, II and III) shew the automatic electro-mechanical
apparatus; and
Figures 11 and 12 (Sheets IV and V) shew a section of a railway track fitted
according to this invention.
As before stated the weight of passing locomotives is employed to effect the
proper adjustment and working of the moving parts of the line. This weight is
transmitted through one or inore of the wheels of the locomotive which is, or are,
specially constructed for this purpose. The remaining wheels of the locomotive
and train, being constructed in the ordinary manner, do not effect the working of
the moving parts of the line so that the length of the train or number of wheels
upon which it is supported, does not in any way affect the proper working of the
apparatus to be described.
Figures 1 and 2 (Sheet I) shew one of these specially constructed locomotive-
wheels which is made wider in the rim than the other wheels of the locomotive or
train. The rim of this one wheel will thus project beyond the rails to a greater
extent than the other wheels, and will therefore be the only wheel that will come

page_text: in contact with and press down the top of certain "transposing levers," which,
as hereinafter explained, are located just alongside of the rails. This extra pro-
jection of the rim of one of the wheels of the locomotives, may be either towards
the inside or the outside, and the location of the said "transposing levers" would in
like manner be also inside or outside as the case might be, but in the drawings it
has been shewn preferably inside.
"
The said "transposing levers are so constructed that when pressed down by
the special wheel of the locomotive, they still remain a little higher than the tops
of the rails, so that this specially broadened wheel may be so made that this
broadened flange, or rather rim, may run a little higher than the tops of the rails,
and thus, whilst capable of pressing down the tops of these "transposing levers
it runs clear of the tops of switches etc., over which the train has to pass. This
construction is shewn in the drawings in which a is the ordinary rim of the
wheel, and b is the specially broadened part, placed in this instance, on the inside
of the wheel.
"
Figures 4 and 5 (Sheet 1) are sectional elevation and sectional plan respectively
of one of the herein before mentioned "transposing levers" which are placed at
suitable intervals along the line as will be seen by reference to Figures 11 and 12
(Sheets IV and V). It will be readily understood that in the case of a single
line track, the "transposing levers" which effect the adjustment and working of
the line for the "up" traffic must be placed along one side of the track, and
those for effecting the adjustment and working of the line for the "down" traffic
must be placed along the other side of the track. In this case the locomotives
employed to work the traffic on the line will have the specially constructed wheel
shewn at Figures 1 and 2 on one side only. In the plan of the single line track
shewn at Figure 11 and 12 the "transposing levers" are so arranged that the one
specially broadened wheel must be placed upon the right hand side of the loco-
motive as it goes forward. In the case of double line tracks the "transposing
levers may be placed on either side of the line as is most convenient and the
locomotives running on such line (provided that they do not also run upon a single
line track during any part of their journey) may have a specially broadened wheel
upon each side.
"
By this arrangement the locomotive may be run either forward or backward as
may be most convenient, the use of a turntable or other device for the same
purpose at each end of the journey not being necessary, as it is in the case of the
single line track.
Referring to Figures 4 and 5, A is a horizontal lever working on the pivot a ;
through a close fitting opening in the metal box B', so that it has just sufficient
play to work freely up and down, and yet fitting so closely that no stones or rubbish
can fall through the opening, and so get under the lever A. This lever is further
protected from such accidents by a cover which is screwed down over it, and has
an opening at the top through which the said lever A can just freely work up and
down. C is a slide with one side sloping as an inclined plane, against which the
free end of the lever A works, through the friction pulley d. The slide C itself
also works freely in the horizontal direction on the friction pulleys at e, and is
strengthened at its vertical face to receive the rod which is screwed into it and
pivoted to the quadrant lever g, g'. The whole of this arrangement, the slide C,
the rod r', and the quadrant lever g, g', is covered by the continuation of the same
cover that protects the top of the lever A. The working dimensions and
proportions of the various parts of this arrangement are so adjusted that the
lever A can only actuate its connected arrangements when it is pressed down by a
pressure of a given number of tons such as is brought to bear upon it through a
wheel of a locomotive.
The bed plate B is fixed to a strong foundation at a suitable position on the
main line of a railway line, at such a distance from the station that all shunting
operations may be able to be performed between it and the station without inter-
fering with it. When so located, the top of the box B' will be about level with

page_text: ແ
When the
the top of the rail, and the top of the lever A will stand so much higher than the
top of the rail as may be desired for the purpose of actuating or working another
lever at a distance. The rocking lever g, g¹, may be so situated that the arm g
may, if necessary, work even lower than the bottom of the rails.
specially constructed wheel shewn at Figures 1 and 2 passes over the lever A, the
lever will be gradually pressed down owing to its surface being inclined as shewn;
the roller d working downwards on the sloping face of the slide C, will push the
slide C, with its rod r' forward and actuate the quadrant lever g, g¹. After the
engine wheel has passed over the lever A and left the transposer, the lever A will
be pushed back into its original position by means of a suitable spring, not shewn
in the drawings, but which may be arranged to work horizontally on the rod r¹, or,
by the spring A", H, H", or H, shewn in Figures 6 to 12. To prevent any
"jumping" of the lever A in the transposer, by the pressure of the locomotive
wheel passing over it, this lever may be made sufficiently long to enable the wheel
to pass over it gradually, so as to avoid any "jar." The corners of the box B', as
shewn may also be rounded off so as to allow space for any oscillation of the loco-
motive wheel in going over the rails, and thus prevent the flange of the engine
wheel from striking against the corners of the box B, and allow it (the flange)
under all circumstances of oscillation, to work easily between the rails and the side
of the box B¹.
Suitable masonry foundations are provided for the transposing levers so that
none of the arrangements may be in the way of sleepers, switches, etc. Longitu-
dinal in place of transverse sleepers might be used if necessary. Proper drainage
arrangements should also be provided in connection with the boxes B', so that water
may not collect in them. Pits somewhat like ashpits may be built alongside of
the transposing levers for the purpose of periodical inspection and cleaning, and
provision may be made at these pits for locking them if necessary. The rods and
quadrant levers should all be protected; the rods might run in gas pipes, or
masonry ducts, so that no rubbish may interfere with their free working. The
quadrant levers and compensators should be protected in masonry chambers into
which the gas pipes containing the rods would terminate.
As
To overcome the expansion and contraction of the rods, connecting the "trans-
posing levers" with the automatic electro-mechanical apparatus to be hereinafter
described, some suitable form of compensator must be employed. Figure 3
(Sheet I) illustrates the form of apparatus which I prefer to make use of.
shewn at this figure the rod a is divided at or near its longitudinal centre and the
meeting ends each provided with a short rack 6 firmly secured thereto. These
racks 6 are arranged one each side of, and engage with, a small pinion e which is
free to rotate upon a fixed pin. It will be readily understood that any longitudinal
movement of the free ends of the rod a, brought about by their expansion or con-
traction due to a variation in the temperature, will cause the said free ends to
approach, or recede from, one another. As the pinion c will freely turn to
accommodate itself to the new position of the racks b the other ends of the rods a
will remain stationary without affecting the position of the mechanism to which
they may be attached. On motion being transmitted through one of the rods a
the pinion e will be rotated and will communicate an equal movement, though
in the opposite direction, to the other rod a through the rack b secured thereto.
Figures 6 and 7 (Sheet II) are respectively side and front elevations of the
electro-mechanical or shunting mechanism by means of which the proper adjust-
ment and working of the moving parts of the line are effected on the passage of a
locomotive over a series of "transposing levers." Figures 8 and (Sheet III)
and Figure 10 (Sheet I) are vertical sections taken at the lines 1-1, 2-2,
and 3-3, respectively on Figure 6. Two metal plates Z', Z, Z, Z', suitably
connected together by means of tie-rods shewn in the side view Figure 6, contain
all the mechanism either within the two plates, or attached to them at the front or
back. A, A, is a round bar capable of longitudinal movement and made in one
solid piece with its head A' under which is placed the strong steel spring A".

page_text: This spring is made of such strength that it would require the pressure of a
corresponding number of tons to press it down as may have been arranged as the
pressure under which the "transposing lever" is to actuate the mechanism. Thus
no force that may accidentally or intentionally be brought to bear on the "trans-
posing lever," except that of the several tons that would press upon it through
the one special wheel of the locomotive, could actuate the mechanism. O is a
guide bearing, fixed to the frame plate Z¹ by bolts or otherwise, through which the
continuation of the round rod A, A, A, works above its head A', the lower end of
this rod passes out through a hole in the foot of the frame plate Z'. The lower
end has also a suitable eye hole by means of which it can be connected to a
similar eye hole of a rod in connection with the bell crank lever g of the trans-
posing lever Figures 4 and 5, whilst at its upper end a hook a (better seen in the front
view Figure 7) is screwed on, having spring pressing against its back and keeping its
hooked end in gear with the teeth of the contact wheel b. This contact wheel />
is constructed of ebonite or other insulating material somewhat in the shape of
a ratchet wheel. Two star-shaped metal plates 61, 61, are fixed one on each side
or face of the contact wheel b in such a manner that the teeth or portions 61, 61,
are all insulated from each other at the rim, by the portions of the ebonite
contact wheel, which lie between them and are shown black in Figure 7. From
the terminals e a contact spring (best seen in the side view) remains in permanent
contact with the metallic star-like portion of the contact wheel b, the terminal c
itself being connected by wire with the carbon of the battery M; so that on one
face of this contact wheel the metallic star-like portion is always in contact with
the carbon of the battery M. The terminal f has a similar contact spring
connected with the other metallic star-like portion on the opposite face of the
contact wheel. This terminal fis itself in connection by wire with the zinc of
the battery M, and with the earth E. Thus the two sides or faces of the contact
wheel insulated from each other, are the one through the terminal c always
connected with the carbon pole of battery M, and the other through the terminal
with the zinc pole of this battery and with the earth. From the terminal d
which is in permanent connection with the line wires La contact spring also runs
to the metallic star-like portion of the contact wheel 6 on the same side of the
face that is in contact, through the terminal c with the carbon pole. From the
terminal e which is in permanent connection with the magnet coil m a fourth
contact spring runs to the star-like metallic portion of the contact wheel b, but on
the opposite side, or that face which through is in connection with the zinc pole
of the battery M, and with the earth. The two terminals d and e, as will be seen
by reference to Figure 7, will respectively come in contact with the star-like
metallic portion of the contact wheel b each on its own side, alternately and again
become disconnected from it as this contact wheel b revolves. For when the spring
of the terminal d is in contact with the metallic portion, the spring of the
terminale on the opposite face is at the same time disconnected from the star-like
metallic part, being then over the ebonite or non-conducting portion shewn black
in the drawing. Thus, each of these two terminals, on its own side or face of the
contact plate b, only alternately gets connected and disconnected with the star-like
portion of the metallic contact wheel and through it with the battery M. That is,
as the wheel carrying the contact wheel 6 revolves, the terminal d (and through it
the line wires L) during the revolution of one tooth, or one-sixteenth of a revolu-
tion (there being 16 teeth) becomes connected through the contact wheel b and
terminal e with the carbon pole of the battery, and through the revolution of the
next th part, is again disconnected, and so on, the connection being alternately
formed, then broken, and reformed, and rebroken again. In like manner the
terminal e and through it the magnet coil m is alternately connected and then
disconnected through every 11th revolution of the contact plate b, with the zinc
pole of the battery M, and with the earth E. K is a board on which the
terminals c, d, e, f, as well as the contact wheel bare fixed, but all properly insulated
from each other. 9, g', Figure 7 is a lever with a small pawl or catch h which
C

page_text: gears into the cogs of the contact wheel b, so that, like the hook a that is fixed to
the top of the rod A and which also gears into the cogs of this contact wheel b,
this pawl h will, independently of the hook a work the contact wheel h. m is a
magnet the armature V of which is kept separated from the magnet by the
spring VI so long as no electric current is passing through the coil of the magnet m.
v, vl, v', are three adjusting screws to adjust the spring and armature. F is a
two-armed wheel fixed to the axle L, each of its two arms acting as tappets lift
the lever i, i, whenever one of them passes under that lever at y. L L is the axle
resting in its bearings set in the frame plate Z, Z, Z, Z'. D is a large toothed
wheel having 60 teeth, and fixed to the shaft L. It has solidly combined or fixed
to it, the ratchet or catch wheel which has eight catch teeth; this ratchet
wheel is so fixed inside of the larger wheel D, as to leave sufficient space
between the inner rim of the larger wheel, and the catch teeth of the smaller
wheel to admit the fixing of the two pawls r, T.
The drum P P¹ has two flauges
between which the rope supporting the weight W is wound. The two pawls r, r,
are screwed on to that face of the flange P which is towards the large wheel D
and gear into the teeth of the ratchet wheel v. q, q' is an eccentric with its strap
and rod attached. wo is another ratchet or catch wheel having only two catch teeth,
into one of which the pawl u falls or clicks each time the wheel w has made a
half revolution. The rope drum with its flanges P P₁ the eccentric q, q', and the
ratchet wheel w are made in one solid piece, and work together loose on the axle L, so
that when the weight descends and turns the drum PP it gives motion at the same
time to the eccentric 9, q', and the ratchet wheel w. As the pawls r, r, are fixed to the
flange P of the druni and these gear into the catch teeth of the ratchet wheel v and
this ratchet wheel is fixed to the large wheel D, this large wheel will also be turned
round with the descent of the weight W. The two-armed wheel F, being also a
fixture on the axle, will be carried round with the wheel D, when the weight
descends. When however the motion is in the opposite direction, and the weight W
is lifted up, then the large wheel D and the ratchet wheel are not turned.
S (Figure 6) is a small toothed pinion carrying with it the plain flange S¹ on the
face of which is fixed the pawl u which works in the two grooves or catch teeth of
the ratchet wheel w. This toothed wheel S, with its plain flange S¹ also works
loose on the axle L when the rack B' is drawn downwards by the rod B", and the
pawl u being in gear, the revolution of S, actuated by the downward motion of the
rack B1, will set in motion the drum P P and so wind up the weight W and work
the eccentric 9, 9².
B is a rack which being moved up and down gives motion to the small toothed
pinion S, and is supported at its back by the support to keep it in gear with the
pinion S. III is a fixed slide lever by which the pawl is lifted out of the catch
teeth of the ratchet wheel 10, as soon as the rack B₁ has, through the pressure of
the spring H, risen up to its highest position. This pawl u as will be seen in
Figures 6 and 9, is like a lever, and is pivoted in the middle with the end resting
against the fixed slide bar III, so that as the rack B' rises, the pressure of the
end t against the slide bar III is increased, the end t is pressed down and the other
end of the ratchet which gears into the teeth of the wheel w is instantly relieved
and is thrown out of gear. VII is a small toothed pinion having 15 teeth made
solid or fixed on its axle, near one end of it; this axle also carries at its other end
a revolving fan VIII to prevent a too rapid drop of the weight W and allow it to
descend slowly. On the end of this axle near the pinion VII a stop wheel XI
with only one tooth is fixed, this tooth arrests the fall of the weight after the
wheel with its two arms has made a half revolution. i, i, is a horizontal lever
having double vertical projections y, y, the upper one of which makes a groove or
catch cavity in this lever, into which catch the one tooth of the stop wheel XI
gears to stop the descent of the weight W after each half revolution.
lever i, i, is pivoted at 2 to the frame plate at its broader end, whilst its thin end
to which it tapers, rests on the top of the armature rod V of the magnet m. The
This

page_text: free end of this lever may be weighted in order to assist its fall on the withdrawal
of the armature V from under it.
m is a magnet, its armature 4 having a platinum point at 5, which is entirely
insulated from all other parts of the arrangement. From the armature 4, 5, an
electric wire runs to the magnet m whilst from the screw 8, which is also properly
insulated from all other parts, a wire goes to the carbon pole of the battery M.
One end of the coil of the magnet m' is permanently connected with the line wire L.
Q is a switch board with three terminals a, x, x, with their three contact
springs underneath; all these terminals being well insulated from each other.
Terminal is connected by wire with the free end of the coil of the magnet m',
the other end of the said magnet being, as already stated, connected with the line
wire L. is connected by wire with the carbon pole of the battery M³ whilst the
last terminal is connected by wire to the zinc pole of that battery and to
the earth E.
H" is a lever and spring to work the switch. The spring H" also keeps the
contact spring of the terminal " in continued connection with the terminal 2º and
through it with the magnet m'.
9, 9, Figure 7 is a lever pivoted to the frame plate at the screw shown in the
drawing, with a pawl at h gearing into the teeth of the contact wheel b; and
working through a spring z so arranged that when the arm g' is pressed downwards
by one of the descending arms of the wheel F, the other arm g rises and carries
upward with it the pawl h. As soon as the descending arm of F has released the
arm a', the spring presses the other arm g downwards, and the pawl gearing
into the next tooth of the contact wheel 6 causes it to make a th revolution. Thus
both the lever g, g', and the hook a of rod A, either independently, or together, at
the same time give motion to the contact wheel and cause it to make th of a
revolution at a time.
B (Figures 9 and 10) is a lever pivoted at z, one end 2 of which is connected
with the lower end of the rack B', and the other end z with the spring H; the
pressure of which keeps the rack B at its full height. At this lever B is
connected through the rod B" with a transposing lever A such as is shown in
Figures 4 and 5, so that when this lever is pressed down by the special wheel of
the locomotive, it draws the rod B" and with it the rack B', which in its downward
course actuates the toothed pinion S with its plane face S¹, through which by
means of the pawl u and the wheel w the eccentric 9, q', and the drum P P¹, are
all turned on the axle L. But as the pawls r, r, gear into the teeth of the large
wheel D in an opposite direction they are carried round by the flange P of the
drum, slipping over the teeth of the large wheel D without turning it.
The principle of the above described apparatus is that potential energy is always
stored up in the weight W, and is always ready to be converted into actual energy
for automatically operating the movable parts of the line, as soon as an electric
excitation of magnets placed in suitable positions may set in motion the machinery
of the automatically acting electro-mechanism.
Figures 11 and 12 (Sheets 1V and V) shew a section of line fitted, with the
appliances herein before described, according to this invention.
All details are omitted from these figures, which are diagrams rather than
drawings, and the various parts of the electro-mechanism arranged in such a
manner that their action may be clearly understood. For details of construction
reference must be made to the earlier figures of the drawings which have been
herein before described.
At each end of a section, an automatic arrangement as before described is erected
in a suitable building, and sets of transposing levers as shewn laid along the line at
suitable distances, and connected by means of suitable connecting rods, quadrant
levers, etc., with the said electro-mechanism. The stations in Figures 11 and 12 are
distinguished as I and II; the former for purposes of description being called the
station of departure, and the latter that of arrival.

page_text: The connection of the line wires L L' with the automatic electro-mechanical
apparatus is such that the battery M at each station can work the magnet m at the
other station only. The battery M' works the magnet m¹ of its own local apparatus
and at the same time it also works the similar magnet m' of the second station and
helps to bring into action the local batteries M" of both stations at the same time,
thus putting the mechanism of the electro-mechanical apparatus of both stations in
work simultaneously. The contact wheel b forms and breaks the currents that
have to be passed through the magnets m of both stations. The two terminals c
and are always in contact with the metallic portion of this contact wheel but
always on its opposite sides, which are insulated from each, other as hereinbefore
fully described. The terminal fis also in permanent contact with the earth, whilst
the terminal c is in permanent contact with the battery M.
The line wires L L do not run directly from one station to the other but make
the connection between the two stations through two springs L" L" (shewn also at
Figure 7 but not previously described) in each station, so that when these springs
are disconnected the connection between the two stations through these line wires
is also interrupted. These springs are fixed at any convenient part of the apparatus
with the slide bar t' and the vertical rod VI, this latter being properly supported
and moving freely in a guide socket fixed to some suitable part of the mechanism.
The batteries and the magnets at two stations are so arranged that each station
has a local battery M" the circuit of which is normally incomplete, and another
battery M' with the circuit similarly incomplete, but yet so arranged that as soon
as the circuit of the battery M' at either station is completed, it at the same time
completes the circuit of the batteries M" at both stations. The battery M at each
station, and the magnets m at both stations are also so arranged that whilst the
circuits of the batteries at both stations are incomplete, both batteries are always
ready for work, as soon as a contact at either station is made on the contact
wheel b. The arrangement of these batteries at both stations is however such that
neither battery can work locally, but that whenever a contact is made at either
station, the current from the battery of that station will pass through the line
wires L L', through the magnet m of the other station and thence through the
contact wheel of this other station to the earth. It will be seen by reference to
Figure 7, that the mechanism is only kept from being set in motion by the pawl
of XI being held in the nick of the horizontal lever or bar i, i. And that as soon
as the current, passing through the magnet m deflects the upright rod of the
armature V and thereby liberates the horizontal rod i, i; it, falling by gravity, sets
free the pawl of XI, and the mechanism is set in motion with the exception of
the wheel and rack B. This would go on as long as the weight W is kept
descending, but the motion is always stopped after half a revolution has been made,
as one of the arms of F lift the horizontal bar i, i, and cause the pawl XI to click
into its groove and stop the mechanism. The flow of the current is at the same
time stopped through the switching off of the terminal on the contact plate by
its movement of one tooth through the action of the pawl h which was also actuated
by the arm of the wheel F. Thus it will be seen that the machinery cannot go
round more than half a revolution at one time: this means that it will only
move so much as will turn the eccentric a half throw. The springs A, H¹,
and H, always restore the rods, quadrant levers, and the pawl lever u to
their original position as soon as the pressure by which they were actuated has
passed off.
H
In order to describe the connection of the various parts and their action in
automatically controlling a section of a railway line, I will now refer to Figures 11
and 12 (Sheet IV and V). I, II, VI, III, IV and V, are transposing levers, as
hereinbefore described, placed along the inner side of the right hand rail starting
from the station I, (Figure 11) to the station 11 (Figure 12) and are all actuated
in succession by the specially broadened wheel of the locomotive (Figures 1 and 2)
as the same passes over them going from station I to station II. I, IP, VP, III,
IV, and V are similar transposing levers along the other line of rails, that is on

page_text: the inner side of the right hand rails starting from station II. Thus the locomotive
going from station I to station II would press down the levers successively from I
to V, whilst a locomotive coming from station II to station I would press down in
succession the levers from I' to 'V' on the other side.
The line is shewn as open from both sides so that a train can enter upon it from
either station; whilst it is closed at the points II and II', and the way open to the
sidings. This is the normal condition of the line when working under this inven-
tion. The entrances to the main line on both sides of all stations are at such
distances from the station and from each other as may be suitable for different
localities, with respect to station shunting work; so that all such work may be done
between these two points of entrance. Between any two stations one of these
points will be the point of entrance to, and the other the point of exit from, that
section of the main line that is contained between such two stations. At all points
of entrances and of exits the normal condition of the switches at these points is
such that the line is open, and the way to the sidings closed. At such an interval
from all such points of entrances and exit as may be desirable at particular localities,
with respect to the maximum number of carriages that may then be required to
make up a train length, a second set of switches are placed. The normal condition
of these second or inner switches would be that they would close the way to the
main line and open that to the siding. It will thus be seen that the section has
two sets of sidings with the requisite switches at each end, but so arranged that
whilst at the first or outside switches the way is open to the main line and closed to
the sidings, the way to the main line at the second or inside switches is closed and
that to the sidings open. From this arrangement it is clear that a train leaving
any station, in any direction, will find that first switches it comes to so arranged
that it can run on to the main line, but that as soon as it arrives at the second
switches (about a trains length distant from the first switches) it finds the way to
the main line closed, and it has to run off to a siding. Thus the line, though open
to the admission of a train on to the main line is constantly and absolutely blocked
to its progress beyond about a trains length. This condition of the main line
cannot be altered except through the electro-mechanical apparatus. These auto-
matic electro-mechanical apparatus are placed at any suitable points, at, or near,
statious, in suitable masonry or other chambers, and protected by means of locked
doors from any unauthorized manipulation. They are connected to the switches,
and to the transposing levers alongside of the rails by means of suitable rods and
quadrant levers and compensating arrangements, all of which are also properly
protected from unauthorized interference. So long as the apparatus remains thus
connected, it can only be worked through the pressure of the specially broadened
wheel of the locomotive on the transposing levers, as the locomotive passes over
them. In no other way can the switches be moved and no tampering with them is
practically possible. The only other way of working the switches is to open the
chamber of the electro-mechanical apparatus and by disconnecting the mechanism,
enable them to be worked by hand.
The magnets m at the two stations are both of them in connection with the
earth E through their respective terminals e and f. One of the line wires (L)
connecting the two stations, is disconnected from the batteries M at both the
stations, the terminals d being on the ebonite part of the contact wheel b. Both
the magnets m' at the two stations are connected through the other line wire L
with each other, and with the earth through the terminals and a¹¹ at Q. The
carbon poles of both the local batteries M are disconnected from the magnets m
at both stations, by the break in the contacts at 5 and 8. Therefore no electric
current is complete.
Starting from station I the special wheel of the locomotive presses the first
transposing lever at I. This pressure through the rods and quadrant levers con
necting this transposing lever with the rod A of the electro-mechanical apparatus
at station I draws this rod A downwards, and the hook a attached to the top o
this rod A, acting on the contact wheel b causing it to revolve one tooth or 7th o

page_text: a revolution. This movement of the contact wheel 6 switches off the spring of
terminal e and disconnects the magnet m at station I from the earth, as the spring
of terminal e gets on the ebonite part of the contact wheel b. The spring of
terminal d is by the same motion switched on from the ebonite to the metallic
portion of the wheel. The line wires L are thereby brought into connection with
the battery M at this station, and a current is established from this battery through
the line wires L to the magnet mn of station II which was in connection with the
earth (Figure 12). On this current passing through the magnet m at station II,
the armature V is drawn into contact with the magnet. The upper part of the
armature is thereby deflected from its vertical position and slips out from under
the tapered end of the horizontal lever i, i. This leve having lost its support
falls by gravitation and thus releases the pawl XI which is then free to
rotate with the large wheel D to which it is geared, and which is turned by
the weight W, as soon as this pawl is thus released. The eccentric, as well as
the two-armed wheel F also revolves with the wheel D. As soon as these wheels
have made a half revolution, the following results have been attained. The arm
of the wheel F has raised the lever i, i, and the pawl XI clicks into its groove
or catch in this lever, and being thus stopped it arrests the further revolution
of the large wheel D. The arm of the wheel F has pressed the lever h, g², g,
raising the pawl h to gear with the next tooth of the contact wheel b and
as soon as the arm of the wheel F has released the arm g' of the lever, this
is pressed down by the spring Z° attached to it and in its turn presses down
the tooth of the contact wheel 6 turning it round one tooth. This switches off the
connection between the magnet m (at this station II) and the earth. The terminal
spring e now rests on the ebonite portion of the contact wheel 6 and thus the
current from the battery M of the station I ceases to pass through this magnet m
of station II, and the armature V being released its rod reverts to the vertical
position and supports the taper end of the horizontal lever i, i. During this half
revolution the eccentric q, g, through its rod q' station II, and the quadrants and
rods connecting it to the switches at I close the line at this point opening the way
to the siding and through the further connection of these switches with those
at II open the latter for the main line, closing the way at this point to the siding.
The battery M at station II is brought into connection with the line wires L
through the switching ou of spring of terminal d from the ebonite to the metallic
portion of the contact plate. Thus as soon as the locomotive has arrived at the
main line, and before it has even entered upon it, it closes the line at the forward
station. The locomotive with its train being now on the main line having passed
the first transposing lever at I it next passes over the transposing lever II. The
pressure on this lever through the rods and quadrant levers which connect it with
the rod A (Figure 7) again draws this rod down and the hook a again works the
contact wheel b at station I switching off the spring of the terminal d from metallic
to the ebonite part of the contact wheel b and that of the terminal e from the
ebonite to the metallic part on the opposite side. The magnet m at station I thus
becomes connected with the earth; and the circuit between the battery M of
station II is completed through the magnet m at station I. The armature V at
this station is drawn to the magnet m; the lever i, i, is released and its point
descends; the pawl XI is released and set free to go round with the large wheel D.
In fact the mechanism at station I now goes through motions similar to those that
had been actuated when the transposing lever at I had been pressed. And the
eccentric making a half turn through its rod q', and the quadrant levers, and rods
which connect it with the switches at I, these switches are closed, and, through the
further continued connection between them and those at II, the latter are opened.
This answers the purpose of signalling, as the fact of the opening of these switches
at II is a certain proof that the line behind the train has been closed, for the set of
switches at II can only be opened by the closing of the switches at I. Having
completed the half revolution the mechanism again comes to a stop leaving the
:
B

page_text: magnet m at station I disconnected from the earth, the spring of terminal e having
been switched off from the metallic to the ebonite portion of the contact wheel b.
The spring of terminal d having been switched off from the ebonite to the metallic
portion of the contact wheel the line wires L at this station through this
terminal d are brought into connection with the battery M of station I. It will
now be seen that the carbon poles of battery M of station I, as well as the carbon
pole of battery M of station II, are both connected with the line wires L, and
consequently with one another, also that the magnets m at both stations are
disconnected from the line. The train having now reached that part of the line,
where, having passed the switches at II, station I, it will enter on the main line
between the two stations, it is necessary to prevent any possibility of another
locomotive coming on the line from either side. This is effected by the passing of
the locomotive over the transposing lever at VI. The pressure here through the
rods and quadrant levers which connect this transposing lever with the rod VI",
draws the rod downwards, so that its top, which is bent at an angle, engages with
the sloping portion of slide t¹ and pushes this slide from it, and thereby breaks the
connection of the line wires L at the point where the springs L" L" make the
contact, by the slipping of lower one out of contact with the upper one.
connection having been thus broken the spring H brings the rod VI and all
the connecting rods, quadrant levers etc., into the position they were in before
the wheel of the locomotive passed over the transposing lever VI.
This
The continuous connection between the two stations throngh the line wires L L
having been thus interrupted, and the line being already closed by the switches at
the points I, I, the train can proceed with absolute security from all possibility of
collision over the open line between the two stations. It will be seen that the line
is open to the train at 11', but closed at 1', and it will therefore be necessary for
the locomotive to open the line at I¹ for itself. When the locomotive passes over
the transposing lever at III near the station II, the rods and quadrant levers which
connect this with the rod B of the rack, draw this rod B downwards. The rack B' thus
descending actuates the wheel S to which it is geared, and this being loose on the
axle L L revolves, and through the plain flange S', and the pawl u fixed to it, carries
the wheel w, and with it the drum P P¹ in the direction to wind up the weight W
at the station II. The large wheel D does not revolve with these, for as the pawls r, r,
are geared to the cogs of the wheel D in the opposite direction, they simply go round
with the flange P₁ of the drum, slipping over the cogs of D. The eccentric 9, q',
however does go round with the wheel w and making a half turn presses downwards
with its rod and, through the rod and quadrant levers connected with the
switches at. I', opens the line at this point. Through the connection of these switches
by the rods and quadrant levers the line is at the same time closed at the switches
at II. Passing next over the transposing lever at IV, the rods and quadrant levers
connecting this with the rod B of the rack B', draw this latter rod downwards.
The rack B' thereby sets the pinion S in motion in the same manner as before and
winds up the weight W a half revolution of the drum PP. The eccentric q, q', at
the same time making a half revolution reverses the work it has just before per-
formed, closing the line at the switches I¹ and opening it at switches II. On the
locomotive reaching the last transposing lever at V, the rod H" will be drawn
downwards, through the rods and quadrant levers connecting it with the trans-
posing lever at V. This downward movement of this rod H will switch at the
contact spring out of connection and switch the spring into connection
with . The battery M of station II will thereby complete a circuit through
both magnets m' of both the stations, with the earth through x and x" at station I.
As soon as this circuit is completed the contacts at 5 and 8 at both stations will
also be made by the armatures of the magnets m' and the local batteries M" at
both stations will pass currents through their respective magnets m thereby
liberating the horizontal levers i, i, at both stations and setting their mechanism in
motion as the same had been actuated previously at each station separately. Thus

page_text: the line at the switches I and I¹ at both stations will be opened, and at the same
time and through the same motion, the line at II and II will be closed, and the
revolution of the double-armed wheel F will restore the interrupted line L L by
shifting the slide into its original position and thereby bringing the two
springs L L into contact again. The line will thus be restored to its normal
state (as shewn at Figures 11 and 12) and be ready for another train to pass over
it in the same manner again from either side. When the train comes on the line
and travels over it in the direction from station II to station I, the progress is
made in the same way as described above, only the right side specially broadened
wheel of the locomotive in this case passes over the transposing levers l' to V₁ on
the other side of the line.
If, say through a breaking of the line wires, L L in a storm, the passing of
the train over the transposing lever I at station I has not closed the line at the
switches at I' station II, then it will be evident that when the train passes over the
transposing lever at II station 1, the line will not be opened to its further advance.
The train will therefore get shunted on to the siding at II station I, for these
switches can only be opened when the current from battery M station II passes
through the line wires L L and through the magnet m of station I. Thus if from
any cause cither of two apparatus at each end of a section of the main line is out
of order or does not act, or if the line wires are interrupted, and a train entering
the main line from either side fails to close immediately the main line at the other
or forward station, then it cannot go on any further on the main line and must get
shunted off to the siding at the second or inside switches.
In the same way, as
soon as a train has passed over the second transposing lever it at once closes the
line behind it at the first switches and the line here can only be opened when this
train has passed over this section and presses the transposing ever at V.
In the possible event of two trains entering a given section of the track at
opposite ends at exactly the same instant, the transposing levers I and I would be
depressed together and the contact wheels at both stations moved equally. The
magnets m' at both stations would remain unaffected as the line wire L would be
switched on to the carbon poles of both batteries M. The automatic electro-
mechanical apparatus at both stations would therefore also remain unaffected, and
the points I, and II, II' not moved from the position shewn at Figures 11 and 12.
The trains travelling in opposite directions would therefore be shunted into the
sidings at II, II'.
The arrangements described are for a single line railway. It would of course
be far better to maintain this system in its integrity for the double lines also, as by
its means it would be impossible for any train even accidentally to get on the wrong
line, in a double line railway. If however it be considered unnecessary to do more
than stop or close the line behind a train after it had entered on to a section of a
line and to open it only after that train had passed over this section, the same
apparatus could be used, but some of the transposing levers would be omitted.
The contact wheel 6 (Figure 7) may be made in any modified form, but its
principle is that a plate of ebonite or the like separates two metal plates or faces,
which are so made that as the wheel revolves the springs of the terminals d on one
side and those of e on the opposite side, are brought alternately in contact with
the battery or with the earth respectively, and then alternately this contact is
interrupted, and then re-made, re-interrupted, and so on. These contacts may be
made either at the teeth or cogs of the contact wheel b, or they may be arranged
n a circle within these teeth, in which ebonite spaces may alternate with metallic
ones, and such alternations may be repeated more than once between the space of
ach tooth. When the contact points are arranged in this way on a circle within
the teeth of the contact wheel 6, the contact may be made and broken oftener
han once during the time the wheel is moved even one tooth, that is, the
erminal d may be brought into two or more intermittent contacts with the
battery M during the revolution of the contact wheel 6 one tooth.

page_text: The electric apparatus at all stations should of course be properly protected by
suitable lightning conductors from atmospheric electric disturbances, and the
present single contacts may be multiplied to avoid atmospheric electric disturbances
in the magnets m and m¹.
The axle L of the electro-mechanical apparatus may have a handle to the end
shewn projecting in the side view Figure 6 and the weight W wound up, say once
a week, its rope being long enough to have a fall equal to the run for say twice
that period. This would of course be different for different localities; a sufficient
margin being always left for at least as long a period as may be arranged for the
periodical winding. The use of this handle is necessitated by the fact of the
rack B winding up the weight W only twice for every three times that it
descends.
Should there be any necessity for having more than one locomotive at steep
gradients, only the locomotive permanently attached to the train would have one
of its wheels broadened. The supplementary locomotive or locomotives would
not have such specially broadened wheels, all their wheels being of ordinary
construction. These locomotives would be used only for such local use, and if at
any time they should have to be put on the line as traction engines, then before
being so put on a main line, one wheel of each engine would have to be broadened.
Locomotives that are reserved for station shunting purposes, may, or may not, have
this specially broadened wheel. If they had at times to be worked as traction
locomotives on the main line, then of course one of their wheels must be specially
broadened. This wheel would not interfere in any way with any station shunting
work, as it would not come in contact with anything between those points on
either side of the station, at which the first transposing levers would be located.
Such shunting engines may however have if desired one or more of their wheels
made broader and by a suitable location of transposing levers, and appropriate
connections therewith, may be used for utilizing the power developed by the weight
of the locomotive for various purposes, such as for raising weights, and thus storing
potential energy. The potential energy thus stored may be developed into actual
energy, which may be used for driving dynamos and transmitting this power
electrically to the other station and thus dynamically doing the work in another
manner which under our present arrangements is done by the potential energy of
the weight W in its descent.
In place of widening one or more of the wheels of a locomotive so that it, or
they, alone may actuate the transposing levers, the same result may be obtained by
providing a separate and additional pressure wheel suitably mounted on a shaft
working in bearings carried in brackets depending from the frame work of the
locomotive. If preferred, this bracket may be secured to the axle boxes of the
locomotive so that the springs of the latter, in yielding to its oscillation and other
movements, may not affect the relative position of the pressure wheel to the
transposing levers. It is obvious that any other suitable device for operating the
transposing levers by the weight of the locomotive may be employed without
departing from the principle of this invention. For instance, a pressure wheel
mounted upon one of the axles of the locomotive between its wheels may be
employed with excellent results, and may be regarded as an interrupted continuation
of an inwardly broadened wheel.
Though this invention has only been described in connection with the opening
and closing of the line, it will be readily understood that the electro-mechanical
apparatus may be similarly employed to raise and lower signals, open and close
crossing-gates, and for other like purposes. The necessary mechanical connections
for these purposes being so obvious it has been considered unnecessary to describe
the same in detail.
It is obvious that the electro-mechanical apparatus described may be employed
to close the steam regulators, or apply the brakes of locomotives on the line, or to
perform both of these operations. It will be readily understood that this result

page_text: may be achieved by causing the said apparatus to move arms projecting from the
track into the path of tappets carried by the locomotives. The movement of these
tappets consequent upon their contact with the said unyielding projecting arms,
may then be utilized to stop the train by mechanical connection with the steam
regulator, or brake, or both regulator and brake. This method of controlling the
traffic of a line may be employed where circumstances do not readily permit of the
construction of the sidings required for the working of the invention as herein-
before described. In some cases these two methods of controlling the traffic may
be combined with advantage, as for instance as soon as a locomotive is shunted
upon a siding by the action of the electro-mechanical apparatus, its further progress
may be stopped by the tappet-mechanism described.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same. is to be performed, I declare that what I
claim is :-
(1) The employment of the weight of passing locomotives to effect the proper
adjustment and working of the switches, signals, crossing-gates, turntables, cranes,
hoists, and other moving parts of the line automatically, substantially as
hereinbefore set forth and described and illustrated by the accompanying
drawings.
(2) The employment of one or more specially broadened wheels of a locomotive
to actuate mechanism which effects the proper adjustment and working of the
switches, signals, crossing-gates, turntables, cranes, hoists, and other moving parts
of the line automatically, substantially as herein before set forth and described and
illustrated by the accompanying drawings.
(3) The employment of an additional bearing wheel on a locomotive to actuate
mechanism which effects the proper adjustment and working of the switches,
signals, crossing-gates, turntables, cranes, hoists, and other moving parts of the line
automatically, substantially as hereinbefore set forth and described and illustrated
by the accompanying drawings.
(4) The construction and use of transposing levers to be acted upon by the weight
of passing locomotives for effecting the proper adjustment and working of the
switches, signals, crossing-gates, turntables, cranes, hoists, and other moving parts
of the line automatically, substantially as hereinbefore set forth and described and
illustrated by the accompanying drawings.
(5) The general arrangement and construction of an electro-mechanical apparatus
or railway shunting mechanism, substantially as hereinbefore set forth and
described and illustrated by the accompanying drawings.
(6) In electro-mechanical apparatus or railway shunting mechanism the general
arrangement and construction of the contact wheel 6 and the parts in connection
therewith actuated both directly by certain of the transposing levers and by the
two-armed wheel F on the main shaft L of the apparatus so that the line wire
connecting the apparatus at each end of a section is alternately connected with
the carbon pole of the battery M at its own end of the line wire, and with the zinc
pole of the same battery and with the earth through the coil of the magnet m;
the connection of the line wires with the apparatus being such that the battery M
at each station can work the magnet m at the other station only, substantially as
herein before set forth and described and illustrated by the accompanying
drawings.
(7) In electro-mechanical apparatus or shunting mechanism, the employment of
the local battery M" to operate the magnet m on the completion of the circuit
at 5 and 8 by the magnet m', the magnets m¹ of each apparatus being operated by
the batteries M' at each station simultaneously by the operation of the switch Qat
either station substantially as hereinbefore set forth and described and illustrated
by the accompanying drawings.
(8) In an electro-mechanical apparatus or shunting mechanism the rope

page_text: drum P P', the eccentric 9, 9', and ratchet wheel w having but two diametrically
opposite teeth, made in one solid piece, and working together loose on the axle L
so that the weight W in descending turns the drum P P and gives motion at the
same time to the eccentric 9. 9', and the ratchet wheel w, and, through the pawls r
on the flange P¹ of the drum P P', rotates the wheel D and the shaft L with its
two-armed wheel F, the arrangement of the parts being such that the drum and the
parts made in one with it is free to rotate in the opposite direction upon the
shaft L, substantially as herein before set forth and described and illustrated by
the accompanying drawings.
Dated this 12th day of April 1892.
CASTLE SMITH,
Invention " Office, 54, Fleet Street, London, E.C.