AN ELECTRIC DETONATING DISC AND OTHER PROVISIONAL SPECIFICATION SIGNALS FOR PREVENTING RAILWAY ACCIDENTS, APPLICABLE TO RAILWAYS
Year: 1873

page_text: LETTERS PATENT to Jules Viault, of Melun, Department of the
Seine et Marne, Mechanician, and Claude Noël Bernier Son, of
the Department of the Loire, Merchant, both in the Republic of
France, for the Invention of "AN ELECTRIC DETONATING DISC AND OTHER
PROVISIONAL SPECIFICATION left by the said Jules Viault and
Claude Noël Bernier at the Office of the Commissioners of Patents,
with their Petition, on the 13th February 1873.
We, JULES VIAULT, of Melun, Department of the Seine et Marne,
Mechanician, and CLAUDE NOËL BERNIER Son, of the Department of
the Loire, Merchant, both in the Republic of France, do hereby declare
the nature of the said Invention for "AN ELECTRIC DETONATING DISC AND
OTHER SIGNALS FOR PREVENTING RAILWAY ACCIDENTS, APPLICABLE TO RAILWAYS,"
to be as follows:-
This Invention relates to a combination of signals with a railway in
such a manner that the desired signal shall be given by the passage of
the locomotive over the rails.

page_text: On the accompanying Sheets of Drawing, Figure 1 (Sheet I.) is an
elevation of a railway embodying our Invention, showing the loco-
motive engine having lowered the rail and turned the signalling disc
at the departure end of the station.
Figure 2 is an elevation showing the locomotive engine travelling
towards the signal, and the rail raised.
Figures 3 and 4 (Sheet II.) are transverse sections through box
containing mechanism for operating signals. Figure 5 is a longitudinal
section of same; and Figure 6 is a transverse section through box and
lower part of signalling column or pillar.
COMPOSITION OF THE MECHANISM.
In the middle of the engines is placed a wheel A carried by the two
fenders B. A box C is laid in the middle of the way, supported on two
sleepers. A rail D is attached to two racks E which give motion to a
pinion F, enclosed in the box C and set upon an axle G, supported by
the brackets C, A, and at the other end of which is a wheel F¹, gearing
with a pinion F* in another box C, C, carried on two cross pieces C, B,
about a yard outside the way and turning a vertical shaft I, which gives
motion to a disc J (No. 1), red on one side and white on the other, and
provided with a lantern; about a foot above the box C, C, is placed a
pulley K. on which winds a chain L having at its end an iron wire M.
A column N, enclosing the vertical shaft I and supporting the disc J, is
bolted on the box C, C. The whole of the mechanism is enclosed in the
two boxes, so that nothing can fall into the toothed gearing. A tele-
graph post O with its bell P and the two communication wires P¹, P¹, is
placed near the column N; or various other signals might be used.
Into the box C enters a lever Q, fitted to one of the two racks E and
communicating with a detonating signal R. At the end of the chain L
is a lever S supported by the sleeper C, B, and connected with the
bellows T, in the middle of which is a horn V.
All this mechanism enclosed in the two boxes C and C, C, forms the
1st. apparatus, No. 1.
The apparatus, No. 2, which is 500, 600, or 1000 yards in front, is
composed in a like manner.
Near a bridge there is laid, say two yards from the column N, a
shears X, which is always open; the iron wire M passes between the

page_text: A spring y is fixed
keep it open and a
two cutters of this shears, carried on two posts Z.
on one of the handles or levers of the shears to
chain Z' is fixed by one end to the shears and by the other to the arch
of the bridge. The effect of this arrangement is that if the bridge
should fall in or be carried away by flood the chain would tighten,
closing the shears, thus cutting the communication wire of signal No. 1
and that No. 2, and place No. 1 at the alarm point.
of the bridge.
The eшect or this arrangement is that if the bridge
should fall in or be carried away by flood the chain would tighten,
closing the shears, thus cutting the communication wire of signal No. 1
and that No. 2, and place No. 1 at the alarm point.
WORKING OF THE SIGNALS.
First Signal. When a train leaves a station the engine passing over
the apparatus, No. 1 lowers by its wheel A the rail D which before the
passage of the train rose about 6 inches above the level of the ordinary
rails. The rail D in lowering these six inches also sinks the racks E
which give motion to the pinion F and thereby to the gearing F, F",
and shaft I, which latter causes the disc J, No. 1, to turn and present
the red signal on the side of the station which the train has just left, so
as to cover the line behind it. At the same moment that the disc J,
No. 1, turns, the disc J, J, No. 2, laid 500, 600, or 1000 yards in front
and composed of a similar mechanism also turns by the same movement,
by means of the pulleys K of the 1st. and 2d. apparatus and by the
movement of the wire M which unites the two discs. The disc J, J,
No. 2, covers the line on the side over which the train is to run. After
this manoeuver the train is between two signals safely covering the line.
In causing the discs J, J, and J to turn, the rail D, D, of the
dise J, J, No. 2, rises again from its lowered position to about six inches
above the level of the ordinary rails, and when the train has traversed
the distance existing between No. 1 and No. 2 it lowers the rail D, D, of
the disc J, J, and causes the same manoeuver as in passing over No. 1,
but inversely, in order to reverse the alarm signals which it had placed,
and thus free the line for circulation; this second manoeuver causing
the rail D of disc J to rise again 6 inches as before.
Second Signal. At the moment of the turning of the discs J and J, J,
the pulleys K re-unite the two electric wires P¹, P¹, and transmit the
communication to the bell P, which continues to sound so long as there
is danger and that the discs have not returned.
Third Signal.—At the last link of the chain L is fixed the lever S,
which works at the moment that the chain retires under the action of

page_text: the pulleys K, the bellows T having two compartments, the first is
full of wind when the rails D and D, D, are raised, and, when they
lower the action of the lever S causes the wind from the first com-
partment to pass into the second, and under the pressure of the spring U
to be driven out by the horn V, which gives a prolonged sound to warn
the guards at the points or crossings on a level with the arriving train.
Fourth Signal. If, notwithstanding all these signals, the engine
driver would still continue to drive on after a train in front has signalled
that it is stopping or proceeding slowly, the detonating signal R which
has come on the rail Dat the moment that the disc J covers the line
will be crushed by the second train, and the explosion will recall the
engine driver to his duty which he may for a moment have neglected'.
To sum up: A train whether travelling or stopping, not being in a
station, no matter what distance it may be therefrom, the line will
always be covered by two discs in front and two behind.
It being understood that two discs always communicate together, two
other apparatus would be inserted between the No. 1 and the No. 2,
that is to say, that the No. 3 would be between the No. 1 and the No. 2,
and the No. 4 would follow the No. 2, and so on. A meeting of two
trains therefore becomes impossible.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Jules Viault and Claude Noël Bernier, in the
Great Seal Patent Office on the 12th August 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, wc, JULES
VIAULT, of Melun, Department of the Seine et Marne, Mechanician, 2
and CLAUDE NOËL BERNIER Son, of the Department of the Loire,"
Merchant, both of the Republic of France, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date Thirteenth day of February, in the year
of our Lord One thousand eight hundred and seventy-three, in the 3
thirty-sixth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto us, the said Jules Viault and Claude Noël Bernier,
Her special licence that we, the said Jules Viault and Claude Noël

page_text: Bernier, our executors, administrators, and assigns, or such others as
we, the said Jules Viault and Claude Noël Bernier, our executors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
therein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "AN ELECTRIC
DETONATING DISC AND OTHER SIGNALS FOR PREVENTING RAILWAY ACCIDENTS,
APPLICABLE TO RAILWAYS," upon the condition (amongst others) that we,
the said Jules Viault and Claude Noel Bernier, our executors or adminis-
trators, by an instrument in writing under our, or one of our, or their,
or one of their hands and seals, should particularly describe and ascertain
the nature of the said Invention, and in what manner the same was to be
performed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the
said Letters Patent.
NOW KNOW YE, that we, the said Jules Viault and Claude Noël
Bernier, do hereby declare the nature of our said Invention, and in
what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:→
This Invention relates to a combination of signals with a railway, in
such a manner that the desired signal shall be given by the passage of
the locomotive over the rails. Also to an automatic signal giving alarm
in case of the falling in of a railway bridge or in analogous cases.
On the accompanying Sheet of Drawings Figure 1 is an elevation
showing the locomotive engine travelling towards the signal, and the rail
raised.
Figures 2 and 3 are transverse sections through box, containing
mechanism for operating signals; Figure 4 is a longitudinal section of
same; and Figure 5 is a transverse section through box, and lower part
of signalling column or pillar.
The above Figures represent signals operated by the aid of toothed
gearing.
COMPOSITION OF THE MECHANISM.
In the middle of the engine is placed a wheel A, carried by the two

page_text: on two sleepers. A rail D is attached to two racks E (Figs. 2 and 3),.
which give motion to a pinion F, enclosed in the box C, and set upon an
axle G, supported by the brackets C, A, and at the other end of which
is a wheel F¹ gearing with a pinion F2 (see Fig. 5) in another box C, C,
carried on two cross pieces C, B, about a yard outside the way, and
turning a vertical shaft I, which gives motion to a disc J (No. 1), red
on one side and white on the other, and provided with a lantern. About
a.foot above the box C, C, is placed a pulley K, on which winds a
chain L, having at its end an iron wire M. A column N, enclosing the
vertical shaft I, and supporting the disc J, is bolted on the box C, C.
The whole of the mechanism is enclosed in the two boxes, so that
nothing can fall into the toothed gearing. A telegraph post O, with its
bell P, and the two communication wires P¹, P¹, is placed near the
column N, or various other signals might be used. Into the box C
enters a lever Q (Fig. 4), fitted to one of the two racks E, and communi-
cating with a detonating signal R. At the end of the chain L is a
lever S, supported by the sleeper C, B, and connected with the bellows T,
in the middle of which is a horn V.
All this mechanism, enclosed in the two boxes C and C, C, forms the
1st apparatus, No. 1.
The apparatus No. 2, which is 500, 600, or 1600 yards in front, is
composed in a like manner.
Near a bridge there is laid, say, two yards from the column Na
shears X, which is always open. The iron wire M. passes between the
two cutters of this shears, carried on two posts Z. A spring y is fixed on
one of the handles or levers of the shears to keep it open, and a chain Z¹
is fixed by one end to the shears, and by the other to the arch of the
bridge. The effect of this arrangement is that if the bridge should fall
in, or be carried away by flood, the chain would tighten, closing the
shears, thus cutting the communication wire of signal No. 1 and that
No. 2, and place No. 1 at the alarm point.

page_text: which give motion to the pinion F, and thereby to the gearing F, F",
and shaft I, which latter causes the disc.J, No. 1, to turn and present
the red signal on the side of the station which the train has just left, so
as to cover the line behind it. At the same moment that the disc J,
No. 1, turns the disc No. 2 (not shown on Drawing), laid 500, 600, or
1000 yards in front, and composed of a similar mechanism, also turns by
the same movement by means of the pulleys K of the 1st and 2d appa-
ratus, and by the movement of the wire M, which unites the two discs,
the disc No. 2 covers the line on the side over which the train is to run.
After this manoeuver the train is between two signals safely covering
the line.
In causing the discs No. 2 and No. 1 to turn the rail of the disc No. 2
rises again from its lowered position to about six inches above the level
of the ordinary rails, and when the train has traversed the distance
existing between No. 1 and No. 2, it lowers the rail of the disc No. 2,
and causes the same manoeuver as in passing over No. 1, but inversely,
in order to reverse the alarm signals which it had placed, and thus free
the line for circulation, this second manoeuver causing the rail D of
disc J to rise again 6 inches, as before.
Second Signal. At the moment of the turning of the discs Nos. 1 and
2 the pulleys K reunite the two electric wires P1, P¹, and transmit the
communication to the bell P, which continues to sound so long as there
is danger and that the discs have not returned.
Third Signal. At the last link of the chains L is fixed the lever S,
which works at the moment that the chain retires under the action of
the pulleys K. The bellows T having two compartments the first is full
of wind when the rails D and D, D, are raised, and when they lower the
action of the lever, S causes the wind from the first compartment to pass
into the second, and under the pressure of the spring U to be driven out
by the horn V, which gives a prolonged sound to warn the guards at the
points or crossings on a level with the arriving train.
Fourth Signal. If notwithstanding all these signals the engine driver
would still continue to drive on after a train in front has signalled that
it is stopping, or proceeding slowly, the detonating, signal R, which has
come on the rail D at the moment that the disc J covers the line will be
crushed by the second train, and the explosion will recall the engine
driver to his duty, which he may for a moment have neglected. .

page_text: To sum up: A train whether travelling or stopping, not being in a
station, no matter what distance it may be therefrom, the line will always.
be covered by two discs in front and two behind.
It being understood that two discs always communicate together two
other apparatus would be inserted between the No. 1 and the No. 2, that
is to say, the No. 3 would be between the No. 1, and the No. 2 and
the No. 4 would follow the No. 2, and so on. A meeting of two trains.
therefore becomes impossible.
Figure 6 of the accompanying Sheet of Drawings is an elevation of a
railway embodying a modification of the above, the signals being worked
without the aid of toothed gearing. In this Figure the locomotive,
having lowered the rail D, is supposed to be placed between the disc
No. 1 and that No. 3, the rail D, D, of which is raised. Figure 7 is a
longitudinal section of the box C; Figure 8 is a transverse section
through the box C; C; and Figure 9 is a transverse section through the
box C.
All the above Figures represent an arrangement of signals operated
without the aid of toothed gearing.
As in the preceding arrangement the locomotive is provided with a
wheel A, carried by the fenders B, and capable of being shifted at will.
The box C is furnished with four hooks or cramps, and is laid between
two of the existing sleepers of the railway, and the rail D upon which
the wheel A bears is laid in the middle of the way, upheld by two sliding
supports connected with a branch or arm E (see Figs. 7 and 9) of
about two and a half inches in breadth and thickness, set in another
branch F of the same thickness, which is fixed to the cylindrical shaft G
of about six feet in length by 12 inches in circumference, resting on the
box C near one end, and near the other on another box C, C, laid about
three feet outside the way upon two crossed sleepers. In the box C, C, is a
pulley H (see Fig. 8) fixed to the cylindrical shaft G, upon which winds
a chain I attached to a wire J.
Above the box C, C, is screwed the column K (Fig. 6), carrying a
telegraphic plate or disc of about a yard in length by a foot in breadth,
having two colors, say red and white, and to which is connected a chain L
fixed by its other end to the pulley H.

page_text: manoeuver by the aid of chain I and wire J, which connects both
apparatuses.
When the rail D of the first apparatus lowers the rail of the second
from lowered, which it was before the working of the signals, rises to
6 inches above the level of the rails, causing the signals to manoeuver in 5
like manner, and present the red or danger signal towards that part of
the way over which the train is to travel. Consequently the train in
motion is always between two signals, which perfectly cover the line, as
in the arrangement shown Figs. 1 to 5.
When a train in motion has travelled a distance of two or three 1
thousand yards it will in passing lower the rail of the 2d apparatus,
thus reversing the manoeuver, removing the danger signals, and leaving
the line free.
Second Signal.-At the same time that the signals are made the
pulley H connects the electric wires O, which communicating with 1
the alarm cause it to sound so long as there is danger and that the
signals have not been reversed. ;
Third Signal. In the last link of the chain I passes the top of the
lever arm Q, which works at the same instant that the chain unwinds
from the pulley H, causing the bellows R to sound the horn T, as above 2
described in reference to Sheet I.
Fourth Signal. The petard or detonating signal Q is brought on to
the line at the same time that the signals are made, and will be crushed
by the train following that which has set the signals, and the explosion
will, as previously stated, recall the engineer to the duty which he has 2
neglected, so that he will stop the train and replace the signal which he
has crushed.
In order that there may be continuity of signals along the whole line
there will be placed between the two first apparatuses another corres-
ponding with a fourth placed further on than the second without 3
touching the two first, that is to say, the No. 1 with No. 3, No. 2 with
No. 4, so that the No. 2 interposed between Nos. 1 and 3, which com-
municate together is itself in communication with No. 4.
If a bridge is carried away by flood or otherwise the chain V will
tighten, and permit the escape of the wire by pulling on the pivoting 3
catch. The wire J which connects the two apparatuses being thus

page_text: separated the signals place themselves again at danger to stop trains
coming from either side, and prevent their falling into the gulf.
Having now described and ascertained the nature of our said Invention,
and in what manner the same is or may be performed, we would have it
understood that we do not confine ourselves to the precise details herein-
before set forth, as such may be varied while retaining the essential
features of our Invention, and that we claim as secured to us by the
herein-before in part recited Letters Patent,-
Firstly. The use of the method of operating railway signals by means
of a wheel carried by the locomotive, and actuating a rail laid between
the ordinary rails, substantially as herein-before set forth.
Secondly. The use of signals as herein-before described and illustrated,
Figs. 1 to 5 inclusive of the accompanying Drawings, whether the
whole of the arrangements be combined, or whether they are used sepa-
rately, so that they are operated by the wheel A and rail D, substantially
as herein-before described.
Thirdly. The use of signals as described and illustrated, Figures 6 to 9
inclusive of the accompanying Drawings, whether used separately or
combined, so that they are operated by the action of the locomotive on a
rail, substantially as herein-before set forth.
Fourthly. The use of the method of signalling the falling in of a
bridge or analogous accident, substantially as herein-before described and
illustrated, I. and 6 of the accompanying Drawings.
In witness whereof, we, the said Jules Viault and Claude Noël
Bernier, have hereunto set our hands and seals, this Eleventh day
of August, in the year of our Lord One thousand eight hundred
and seventy-three.