An Improved System of Automatic Electric Signalling for Railways and Means or Apparatus for Use therewith.
Year: 1888

page_text: Date of Application, 9th Aug., 1888
Complete Specification Left, 6th June, 1889-Accepted, 27th July, 1889
PROVISIONAL
An Improved System of Automatic Electric Signalling for Railways
and Means or Apparatus for Use therewith.
I JOHN LEMAN ECKERSLEY DANIEL of 3 Victoria Street Westminster, Electrical
Engineer do hereby declare the nature of this Invention to be as follows:-
In carrying out my invention I arrange along the line switches-preferably over-
head or aerial switches, protected from atmospheric influence-which are so arranged
as to be operated by the head and tail of a train, each such switch being provided with
levers which project outwards so as to be operated by bars or projections fitted on the
head and tail of the train and said switch levers.and projections being so arranged
that the head of the train can operate them, and the tail not, or vice versa, or both the
head and tail if desired.
Each switch is in connection with a battery which works a signal at the beginning of
each section, and a signal behind it, the first is operated by the head and tail of the
train, the head setting the signal to "danger" as it passes it and the tail breaking the
The second
circuit which the head made, but not altering the position of the signal.
switch is operated by the tail of the train only, which makes and breaks the circuit
which operates the signal behind and throws it to "safety" and leaves it so, and so
on, throughout the line.
"
In applying my system to a double line of railway over which trains pass in one
direction only on each line, I divide the line into sections and place a signal (normally
at "safety") at the beginning of each such section, said signal being actuated by a
magnet as hereinafter described. Now, starting from a terminus, I carry wires from
the signal through a battery forward to a switch just in front, which is arranged to
make and break a circuit. The head of the train as it passes this switch, makes this
circuit and the first signal is taken to "danger" where it remains until it is put to
safety" again by the tail of the train passing into the next section as described
hereinafter. As the tail of the train passes into the first section it will restore the first
switch to its normal position thus breaking the circuit which the head of the train
made The head of the train passing out of the first and entering the second section
passes another switch and makes another circuit which the tail again breaks in exactly
similar manner as was first described. The tail then passes another switch (so arranged
that it could not be operated by the head of the train) which is connected through the
battery of the second signal back to the first signal in such a manner that the current
returns to the first signal in the opposite direction to the other current above described
(which placed the first signal to "danger") thus restoring the first signal to "safety."
The tail in its onward course next breaks this latter circuit but still leaves the first
signal to "safety." On reaching the 3rd signal the same operations are repeated, and
so on throughout the line. If desirable, the system can be so arranged that the first
signal shall not be returned to "safety "until the tail of the train passes the 3rd
instead of the 2nd signal, thus providing a double block behind.
In each circuit made by the head of the train there may be included a bell or other
phonetic signal to act as a tell-tale and fog signal. An indicator, or a bell, can also
be placed at any other desirable point and also be included in and actuated by either
circuit.
On single lines of railway, over which trains travel in both directions, exactly the
same arrangement as that above described with reference to double lines is carried out
on both sides of the line, but a signal on one side is connected with another on the
other side some few sections further on, and they work simultaneously, one blocking a
train going in one direction and the other blocking a train coming in the other

page_text: It will readily be seen that with my system if a train breaks and leaves the tail part
in a section this latter part cannot be run into by another train, also that this system
can be worked without relays, and that a sufficiently powerful battery can be used to
actuate semaphores if necessary.
The signal I prefer to use in combination with this system, but which may be
employed in other systems, is a semaphore constructed as follows-It consists of a
semaphore arm and a head, the latter containing the means or mechanism for working
the arm which is evenly balanced and is fitted with a disc of coloured glass for covering
the bull's eye of a signal lamp when the arm is in the "danger" position. This arın
is operated by a suitable armature, preferably a Siemens armature, working in an
intense magnetic field which may be produced either by an electro-magnet or by a
permanent magnet. The arm is mounted on the spindle or axis of the armature, said
spindle or axis projecting through the head for the purpose. When the armature is
moved by the current to either position it moves the signal arm either to the "safety
or the "danger" position and the arm is held in either position by gravity, or by a
spring, or by magnetism, until the armature is again moved by a current.
Dated this 9th day of Aromat 1000
"
D
ERNEST DE PASS, Fel. Inst. P.A.,
68, Fleet Street, London, Agent for the Applicant.
COMPLETE SPECIFICATION.
An Improved System of Automatic Electric Signalling for Railways
and Means or Apparatus for Use therewith.
I, JOHN LEMAN ECKERSLEY DANIEL, of 3 Victoria Street, Westminster, Electrical
Engineer, 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, reference being had to the accompanying drawings and to the
letters and figures marked thereon, that is to say :-
In carrying out my invention I arrange along the line switches-preferably over-
head or aerial switches-protected from atmospheric influence, which are so arranged
as to be operated by the head and tail of a train, each such switch being provided with
levers which project outwards so as to be operated by bars, or projections, fitted on the
head and tail of the train, and said switch levers and projections being so arranged
that the head of the train can operate them, and the tail not, or vice-versa, or both the
head and tail if desired.
Each switch is in connection with a battery which works a signal at the beginning
of each section and a signal behind it; the first is operated by the head and tail of the
train, the head setting the signal to "danger" as it passes it, and the tail breaking the
circuit which the head made, but not altering the position of the signal. The second
switch is operated by the tail of the train only, which makes and breaks the circuit
which operates the signal behind and throws it to "safety" and leaves it so; and so
on, throughout the line.
In applying my system to a double line of railway over which trains pass in one
direction only, on each line, I divide the line into sections and place a signal (normally
at "safety") at the beginning of each such section, said signal being actuated by a
magnet, as hereinafter described. Now, starting from a terminus, I carry wires from
the signal through a battery forward to a switch just in front, which is arranged to
make and break a circuit. The head of the train as it passes this switch, makes this
circuit and the first signal is taken to "danger" where it remains until it is put to
safety" again by the tail of the train passing into the next section, as described
hereinafter. As the tail of the train passes into the first section it will restore the first
switch to its normal position, thus breaking the circuit which the head of the train
made. The head of the train passing out of the first and entering the second section
passes another switch and makes another circuit which the tail again breaks-in exactly
similar manner as was first described. The tail then passes another switch (so arranged
"

page_text: that it could not be operated by the head of the train) which is connected through the
battery of the second signal back to the first signal in such a manner that the current
returns to the first signal in the opposite direction to the other current above described
(which placed the first signal to "danger ") thus restoring the first signal to "safety."
The tail in its onward course next breaks this latter circuit but still leaves the first
signal to "safety." On reaching the third signal the same operations are repeated,
and so on throughout the line. If desirable the system can be so arranged that the
first signal shall not be returned to "safety " until the tail of the train passes the third
instead of the second signal, thus providing a double block behind.
In each circuit made by the head of the train there may be included a bell, or other
phonetic signal, to act as a tell-tale and fog-signal; an indicator, or a bell, can also
be placed at any other desirable point and also be included in and actuated by either
circuit.
On signal lines of railway, over which trains travel in both directions, exactly the
same arrangement as that above described with reference to double lines is carried out
on both sides of the line, but a signal on one side is connected with another on the
other side some few sections further on, and they work simultaneously, one blocking a
train going in one direction, and the other blocking a train coming in the other
direction.
It will readily be seen that, with my system, if a train breaks and leaves the tail
part in a section this latter part cannot be run into by another train, also that this
system can be worked without relays, and that a sufficiently powerful battery can be
used to actuate semaphores, if necessary.
"
The signal I prefer to use in connection with this system, but which may be employed
in other systems, is a semaphore constructed as follows: It consists of a semaphore arm
and a head, the latter containing the means or mechanism for working the arm which
is evenly balanced and is fitted with a disc of coloured glass for covering the bulls eye
of a signal lamp when the arm is in the "danger position. This arm is operated by
a suitable armature, preferably a Siemens armature, working in an intense magnetic
field which may be produced either by an electro-magnet, or by a permanent magnet.
The arm is mounted on the spindle or axis of the armature, said spindle or axis
projecting through the head for the purpose.
When the armature is moved by the current to either position, it moves the signal
arm either to the "safety" or the "danger" position, and the arm is held in either
position by gravity, or by a spring, or by megnetism, until the armature is again
moved by a current.
And in order that my invention may be readily understood, I proceed with reference
to the accompanying drawings, to describe one inode of carrying the same into effect.
DESCRIPTION OF THE DRAWINGS.
Fig. 1 is a diagrammatic view shewing my system of automatic electric signalling
on railways-in this figure the circuits are also shewn.
a', a², a³, are posts carrying signals which may consist of semaphores, bells, or such
like indicators; these signals are normally at a position indicating "safety." b₁,62,63,
and c, c², c, are posts carrying electric switches hereinafter more fully described. d',
d², d³, are batteries in circuit with said switches. Assuming that a train is on the
section of line marked A, a projection situated on its head will, on reaching the post 63
set one lever of the switch carried by this post into such a position that a current
As the train
will pass through the wires m, thus setting the signal at a² to "danger."
passes on, a projection situated on the tail of it will actuate the other lever of this
switch so restoring the levers to their original position, and, at the same time, breaking
the circuit, the signal a still standing at "danger"; and upon the train reaching the
post and acting upon the switch carried by this post, a current will pass through the
wires n back to the signal at a' causing this signal, which was previously at "danger,"
to assume its "safety" position, thus indicating that the section of line A is clear. The
train will now have passed into the section B, and upon reaching the switches 68
وو

page_text: "
and c³, they will be acted upon in a similar manner causing the signal a³ to indicate
danger," and setting the signal a² to "safety,” and so on through all the following
sections of the line. It will thus be seen that the switches carried by the posts 61, 62, 63,
when acted upon by a passing train, cause the signals a¹. a², a³, to assume the "danger"
position, while the switches carried by the posts c¹, c², c³, restore the signals in the
section before them to their "safety" position.
When a double line of rails is used. the switches shown in Fig. 1 are erected in hoth
the
up and down lines, and when one line of rails only is used, the switches are erected
upon both sides of the rails.
Fig. 2, shews a front elevation, Fig. 3, a side elevation, and Fig. 4, a plan of the
electric switch which I prefer to use, but it will be of course apparent that the same
may be modified to suit circumstances without departing from the nature of my
invention.
a is a horizontal crosspiece connected by means of the beam axx, to the post a.
The horizontal crosspiece a* carries levers and which are connected together by a
link m, so that as one of them is moved in one direction, the other is moved in the
opposite direction. nx is a slide or contact maker working in bearings n', n', and
coupled to the axis of the lever k by a connecting rod n²; this slide or contact-maker
is connected to one pole of the battery. o is the contact surface (see Fig. 5) which is
connected to the other pole of the battery and upon which a metal spring ol, carried
by the slide, rests when the circuit is closed; 02 is insulating material on which the
spring o¹
rests when the circuit is open. The drawing represents the levers in the
position they occupy when the circuit is open. When the leverk (say of the switch 62)
is thrown forward from right to left by the head of a passing train, the spring o
on the slide will be withdrawn from the insulated portion o², and drawn on to the
contact surface o, so closing the circuit in which is the signal a² causing it to indicate
danger," and as the tail of the train comes along it will restore the levers of this
switch to their original position, still leaving the signal a² at "danger," and then when
the tail of the train comes to the switch c² it will actuate the levers of this switch and
cause a current to pass back to the signal a¹ so setting this signal to "safety," the levers
of this second switch being so arranged that the tail of the train will also, at the same
time, restore them to their original position after having caused the signal a¹ to stand
at "safety."
"
Figs. 6 and 7 shew two sections, taken at right angles to one another, of one form
of a semaphore I prefer to use.
A, is an axis upon which is mounted the semaphore arm A* which is evenly
balanced and carries a coloured disc; fixed to this axis, and rotating with it, is the
armature B. Care permanent horse-shoe magnets attached to pole pieces C*, C*,
creating a powerful magnetic field around the armature B. D, D¹, are flexible
conducting wires leading the current to the armature. E is a lamp which illuminates
the bulls eye F. C¹, C, are distance pieces for keeping the magnets in position.
When the switch a is worked by a passing train, a current, say from the positive
pole of the battery, enters by the wire D causing the armature B to rotate and the
semaphore arm to assume its "danger" position. Whereas when the switch cis
worked, a current from the opposite or negative pole of the battery will be caused to
enter by the wire D, and so the armature will rotate in the opposite direction and
cause the signal to assume its "safety" position.
Having now particularly described and ascertained my invention and in what
manner the same may be performed, I claim :-
1. The improved system or method of automatic electric signalling on railways,
consisting in arranging switches in connection with an electric-battery operating a
signal at the beginning of each section of the line, and also a signal in the rear of such
section, the first switch being actuated by projections on the head and tail of a train,
the head setting the signal in proximity to it to "danger," and the tail breaking the
circuit which the head made, but not altering the position of this signal; the second
switch being actuated by the projection on the tail of the train only, and making and

page_text: breaking the circuit which operates the signal in the rear of the section and throwing
said signal to "safety," and so on throughout the line, substantially as described.
2. The means for automatically and electrically operating signals on railways,
substantially as hereinbefore described and illustrated in the drawings annexed.
3. The arrangement and combination of parts constituting the improved electric
switch, substantially as described and as shewn with reference to figs. 2, 3, 4, and 5 of
the drawings annexed, and for the purposes set forth.
4. The arrangement and combination of parts constituting the improved signal
substantially as described and as shewn with reference to figs. 6 and 7 of the accom-
panying drawings, and for the purposes set forth.
Dated this fith day of Inna 1880
ERNEST DE PASS,
68, Fleet Street, London, Agent for the Applicant.