Improvements in Apparatus or Means for Preventing Collisions on Railways.
Year: 1899

page_text: Date of Application, 18th Sept.,
1899
"
PROVISIONAL SPECIFICATION.
Improvements in Apparatus or Means for Preventing Collisions on
Railways.
I, ATTILIO BEER, of Venice, (care of G. Zouca, Piazza Manin, No. 4232) in
the Kingdom of Italy, Engineer, do hereby declare the nature of this invention
to be as follows:
This invention has for its object to provide improved apparatus or means
for preventing collisions on railways and consists of an arrangement of mechanism
whereby a train is caused to automatically indicate to an approaching train
line clear" or line blocked" as the case may be and so, without relying upon
human aid, prevent accidents or casualties to which railway traffic is liable.
The several contingencies which are apt to lead to collisions of trains are as
follows.
(1) The meeting of two trains moving in opposite directions on the same
line.
(2) Collision between two trains travelling on the same line and in the same
direction, where the one train moving in front of the other is from some cause
compelled either to move more slowly than the train behind it or to stop, and
to be in consequence overtaken by the train behind.
(3) The front one of two trains travelling on the same line, and in the same
direction has to go back; or some of the carriages of the front train become
accidentally uncoupled and by travelling rearwards come into collision with
the train behind.
In order to prevent collision in all these cases various arrangements generally
of a very complicated nature have hitherto been devised but none of them have
accomplished the desired object as their effective operation has to a greater or
less extent been dependent upon human aid which in very many cases proves
deficient.
According to the present invention electrical contacts are arranged along the
line or track and each railway train is provided with devices for operating such
contacts; one of such devices being carried by the locomotive and another
preferably by the last carriage of the train. The signalling devices arranged
along the line at suitable distances apart, are each provided with an electro-
motor which brings the signalling device into the position to indicate line clear,
and with an electro-magnet by which the said signalling device is allowed to
move into position to indicate line blocked. The line contacts are arranged in
pairs on both sides of the line one pair for each signalling device, one of the
contacts of each pair being connected with the electro-motor of the adjacent
signalling device and with the electro-magnet of a signalling device situated
further forward so that the former signalling device can be set to indicate line
clear, and the latter signalling device be set to indicate stop or line blocked
and thereby give to a train which is moving in the opposite direction on the
same line a timely signal to stop. The second contact of the said pair of contacts

page_text: or
is connected with the signalling mechanism adjacent thereto and with a signal-
ling device situated further rearwards so as to set the former to the "stop
line blocked" position, and the latter, to the line clear" position thus giving
to a train following behind on the same line, a timely signal to stop. Each
train is thus protected both in the forward and rearward direction, so that it
will neither collide with another train travelling in the opposite direction nor
be run into by a train travelling behind it in the same direction.
Thus, the two first mentioned contingencies, (1) and (2), are provided against.
For the purpose of averting the danger attending the last mentioned case (3)
automatic mechanism is carried by (preferably) the last carriage of the train,
whereby, according to the direction of motion, either one or the other of the
pair of line-contacts may be set in operation. Should the last carriage or a
number of carriages of a train become disconnected and run backward or should
the entire train be caused to travel rearwards, the mechanism carried by the rear-
most carriage will act on the signalling-devices in the same manner as does
a train travelling in the direction opposite to that of the train following behind
and will give a train following behind a timely signal to stop.
Contact wheels may be provided in duplicate on the engine and also on
preferably the last carriage of a train and means be provided whereby the said
contact wheels are automatically set in position to act according to the direction
of motion of the train for which purpose the said wheels may be mounted upon
frames or slides either of them being adapted to move up and down according
to the direction of rotation of the carriage wheels, the said frames or slides being
raised through the agency of tappets or cams, and retained elevated by spring
catches and released for lowering by the said tappets or cams. Upon each signal
post there may be arranged two signalling devices namely a stopping signal and a
return signal and into the circuit of the electro-motor of the signalling apparatus of
one signal post there may be inserted the conductor of the electro-magnet of
the return signalling apparatus of the next following signal post, so that
in the event of a sudden return of the train in front, or of a number of carriages
being detached therefrom a signal will be given to a train following behind,
to go back, and so prevent a collision between two succeeding trains.
6
Dated this 18th day of September 1899.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.
Improvements in Apparatus or Means for Preventing Collisions on
Railways.
I, ATTILIO BEER, of Venice, (care of G. Zouca, Piazza Manin, No. 4232) in
the Kingdom of Italy, 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:-
-
This invention has for its object to provide improved apparatus or means
for preventing collisions on railways and consists of an arrangement of mechanism
whereby a train is caused to automatically indicate to an approaching train
line clear" or "line blocked" as the case may be and so without relying upon
human aid prevent or minimise accidents or casualties to which railway traffic
is liable.
6
The several contingencies which are apt to lead to collisions on railways are
as follows:

page_text: (1) The meeting of two trains moving in opposite directions on the same
line.
(2) Collision between two trains travelling on the same line and in the same
direction, where the one train moving in front of the other is from some cause
compelled either to move more slowly than the train behind it or to stop, and
to be in consequence overtaken by the train behind.
(3) The front one of two trains travelling on the same line, and in the same
direction, has to go back or some of the carriages of the said front train become
accidentally uncoupled and by travelling rearwards come into collision with
the train behind.
In order to prevent collision in all these cases various arrangements (generally
of a very complicated nature) have hitherto been devised, but none of them
have accomplished the desired object as their effective operation has to a greater
or less extent been dependent upon human aid, which in very many cases proves
deficient.
According to the present invention electrical contacts are arranged along the
line or track and each railway train is provided with devices for operating such
contacts, one of such devices being carried by the locomotive and another by
one of the carriages, preferably by the last carriage of the train. The signalling
devices, arranged along the line at suitable distances apart, are each provided
with an electro-motor which brings the signalling arm or device into position to
indicate line clear" and also with an electro-magnet by which the arm or
signalling device is caused, or allowed to assume the position to indicate "line
blocked." The line-contacts are arranged on both sides of the line in pairs
one pair for each signalling device, one of the contacts of each pair being con-
neeted with the electro-motor of the adjacent signalling device and with the
electro-magnet of a signalling device situated further forward, so that the former
signalling device can be set to indicate line clear, and the latter signalling
device be set to indicate stop or line blocked and so give to a train which is
moving in the opposite direction on the same line, a timely signal to stop.
The second contact of each pair of contacts is connected with the electro-magnet
of the signalling mechanism adjacent thereto, and also with the electro motor
of a signalling mechanism situated further rearwards, so as to set the former
to the "stop
or line blocked position, and the latter to the line clear" position.
thus giving to a train following behind on the same line a timely signal to stop.
Each train is thus protected both in the forward and rearward direction, so
that it will neither collide with another train travelling in the opposite direction
nor be run into by a train travelling behind it in the same direction.
93
Thus the two first mentioned contingencies (1) and (2) are provided against.
For the purpose of averting the danger attending the last mentioned case (3)
automatic mechanism is carried by (preferably) the last carriage of the train,
whereby, according to the direction of motion either one or the other of the pair
of line-contacts may be set in operation. Should the said carriage or a number
of carriages of a train become disconnected and run backward, or should the
entire train he caused to travel rearwards, the said mechanism carried by the rear-
ward carriage will act on the signalling devices in the same manner as does a
train travelling in the opposite direction and will give to a train following
behind a timely signal to stop.
I will further describe the invention with reference to the accompanying
drawings of which
Figure shows diagrammatically the arrangement of the signalling devices
and also the arrangement of contacts on both sides of the railway line;
Figure 2 is a side elevation of one of the line contacts:
Figure 3 shows, in end elevation, a locomotive engine fitted with mechanism
for the adjustment or setting of the contact wheels according to its direction
of motion:
Figure 4 is a diagram in plan of the engine;

page_text: Figure 5 is a diagram shewing the system of current conductors employed
for the operation of the signalling system:
Figures 6. 7 and 8 are respectively a front view, a side elevation and a vertical
section of one of the signalling devices; and
Figures 9 and 10 represent in elevation and plan respectively on a larger
scale the mechanism for automatically reversing the contact wheels according
to the direction of motion of the train. u, b, c, d, e, and a¹, b, c, d, are the
signalling devices arranged on both sides of the railway line. Each signalling
device comprises an electro-motor D) the spindle f of which carries the semaphore
or signalling arm g which when the motor is set in operation is capable of
turning about a quarter of a revolution and is retained by means of a spring
hook ik in the position to which it has been moved. The spring hook ik consti-
tutes the armature of an electro magnet arranged on a base plate E as shewn
in Figures 6 and 7 so that when a current is sent through the electro magnet
it attracts the hook k so as to release the arm g and allow it to return to its original
or vertical position.
5.
It is here assumed that the arm 9 when in its vertical position gives the signal
to "stop" and when it is in its horizontal position the signal to proceed."
On each side of the railway line are the two main conducting wires X, X³,
Figure 5 in connection respectively with the negative pole and the positive pole
of a source of electricity.
Within the railway line or track near each of the signalling devices are two
yielding contact makers and W. so arranged that when they are depressed
by the contact wheels of the train they make contact with a plate through
the medium of a projection or extensions (Fig. 2) which is electrically connected
with one of the main conducting wires, the said plate being connected with the
electro motor or electro magnet of a signalling device which is connected with
the second main conductor. The plates of the contact makers V are each
connected with the electro motor of the adjacent signalling device and with the
electro-magnet of a signalling device situated further forward, while the plates
forming part of the contact makers Ware each connected with the electro magnet
of the next signalling device and with the electro motor of another signalling
device situated further rearwards. The engine of the train is provided with a
contact wheel for operating the contact makers and the last or other desired
carriage of the train is fitted with a contact wheel for operating the contact
makers W.
26
of its
Suppose a train to be travelling from left to right the contact wheel
engine as it passes over the contact maker Voperates the same causing the
completion of the circuit indicated by the numerals 1, 1, 1, 1. The current
now enters the coils of the motor of the signalling device a and also the coils
of the electro magnet of the signalling device second in advance with the
result that the army of the signalling device a rises and the arm of the
signalling device e descends. As the train proceeds further the contact wheel t
with which the last carriage of the train is provided operates the contact
maker W whereby the circuit, 18, 18, 18, is completed by which current is
sent into the coils of the electro magnet of the signalling device with the
result that its arm g descends to line blocked position.
The said train continuing to travel the contact wheel of the engine operates
the contact maker 2 whereby the circuit 2, 2, 2, is completed so that current
enters the coils of the electro motor of the signalling device also the coils of
the electro magnet of the signalling device d. Hence it follows that the arm
of the signalling device brises and the arm of the signalling device & falls. As
the train further proceeds, the contact wheel carried by the last carriage of
the train operates the contact-maker W, whereby the circuit 17, 17, 17, 17, is
completed. and the current caused to enter the coils of the electro magnet of
the signalling device c¹ to release its arm g which consequently falls into its
vertical position. The engine next passes over the contact maker V3 whereby

page_text: is completed the circuit 3, 3, 3, 3, and the arm of the signalling device c rises,
while the arm of the signalling device e falls. As the train continues to proceed
the wheel t operates the contact maker W, thereby closing the circuit 16, 16, 16, 16,
and sending current through the coils of the electro magnet of the signalling
device and the electro motor of the signalling device whereby the arm g
of the signalling device rises and the arm g of the signalling device 1 falls.
The contact wheel on the engine next operates the contact maker V+ thereby
completing the circuit 4, 4, 4, 4 and the arm g of the signalling device is
caused to rise. As the train proceeds the contact wheel on the last carriage
operates the contact maker W₁ and completes the circuit 15, 15, 15, 15, the
current then entering the coils of the electro magnet of the signalling apparatus a¹
and of the electro motor of the two signalling devices b and c so that the arms g
of the signalling devices 6' and c¹ rise, while the arm 9 of the signalling device al
descends, and as the engine eventually passes over the contact maker Vo the
circuit 5, 5, 5, 5, is completed, the current passing through the coils of the
electro motor of the signalling apparatus e and causing the arm g thereof to
rise.
Thus it will be seen that as a train, indicated by A. Figure 1, is travelling in
the direction indicated by the arrow thereon, arms of the signalling devices
a, b, c, d, e and those of the signalling devices
are all raised, the arm g
of the signalling device a alone being depressed, the assumption being that
this last mentioned signalling device is situated at a point where there exists
a switch or siding, another train being thus prevented from entering upon the
same line that has already been occupied by the train A. The operation of
the currents is the same when a train travels in the opposite direction that is
from the signal devices e to a.
The following is a description of what occurs in the different cases in which
collisions on railways are liable to take place.
First with reference to the most ordinary case namely that in which two trains
are moving in opposite directions on the same line.
Let it be supposed that a train which started first and is moving from right
to left has passed the signalling device ¹ (Figure 5) the arm g of the signalling
device will have been depressed, and will thus have prevented another train
from entering this section of the line in the reverse direction. But should the
latter train have already passed the signal, by the time the first mentioned
train passes over the rail V₁² the signalling device c¹ will give the second train
a signal to stop, while the signalling device will similarly signal first train
to stop.
The second case in which a collision between two trains is likely to occur is
where two trains are allowed to start one behind the other in the same direction
and on the same line and where the train in front is from some cause under the
necessity of either moving slower than the train behind it or of stopping altogether
whence arises the danger of its being overtaken and run into by the latter
train.
Suppose that a train has left the station at e and has arrived at a station say
at signal band that another train is to follow at a little distance behind. As
the last carriage of the first train which started from e passes over the contact
rail W the circuit 10, 10, 10, is completed through the electro magnet of the
signalling device e and the arm of this signalling device is depressed. As
the train proceeds it will similarly cause the arm g of the signalling device d
to go down, by closing the circuit 9, 9, 9, by the contact maker W. But the
moment the last carriage of the said first train passes over the contact maker W,
the circuit 8, 8, 8, will be closed, and the arm of the signalling device e will be
raised while the arm g of the signalling device will fall. The second train
may now start, but it cannot overtake the first train as before it does so it
receives the signal to stop from the device while the first train is anywhere
en the line between the signals b and c, and from the device e if the first train

page_text: should stop anywhere within the section of the line between a-b. When the
first train B is set in motion again, and as it passes the next contact maker W
it causes the arm of the device to rise, and thereby gives the second train the
signal to proceed. By such means any possibility of a collision between the two
trains is entirely obviated.
The third case involving the risk of collision is where the front one of two
trains moving one behind the other is for any reason compelled to travel back-
wards, or where a number of carriages become severed from the front train and
move backward. In this case the arrangement for the automatic adjustment or
setting of the contact wheels r and t, according to the direction of motion, come
into operation. This arrangement is illustrated in Figs. 9 and 10. On the last
carriage of the train and also on the engine there are provided two blocks I
and H arranged one on each side of one of the axles preferaoly the axle of the
last pair of wheels of the vehicle. These blocks are arranged to slide in guide
ways and each carries a wheel; one of the said blocks, namely that on the left
of the engine, carrying the wheel and the other block, namely that on the
right of the engine, carrying the wheel, while the blocks carried by the last
, carriage of the train are arranged in the reverse positions.
So long as the train travels in the forward direction, the wheel r of the engine
and the wheel t of the last carriage are in the lowered position; but the moment
the train starts moving rearwards, the position is automatically reversed, for
in that case the wheel of the last carriage occupying for the time being the
position of the engine, will be depressed, while the wheel of the engine will
be similarly depressed because the engine for the time being performs the part
of the last carriage.
Thus whereas in the first case (ie. that of a train moving from left to right)
the contact wheels and operate the contact makers V1 V2 V3 and W1,
W12, W13, respectively, now, when that train moves in the opposite direction,
or rearwards, the wheels r and will operate the contact makers V1. V12,
V3, 14. and W, W, W2, W3, respectively: so that the same circuits are
closed as if a normally constituted train (with the engine in front) were travelling
from right to left.
Should any of the carriages of the front train become uncoupled, while the
engine continues to advance, then a change will take place in the last carriage
only which, inasmuch as its wheel r is lowered, will now perform the function
of an engine.
The automatic setting of the wheels as the case may be, according to the
direction of motion, takes place in the following manner:―
Upon the axle Z of the vehicle (Fig. 9) are mounted discs or cams provided
with pivotted tappets M. M' and G G adapted to engage with the projections
Hand of the two sliding blocks H and I respectively. The blocks H and I
are suspended from springs and are provided with tappets or catches L L' with
which spring hooks K K', secured to the carriage frame, are adapted to engage.
While the carriage is moving forward the block H is lowered together with the
wheel (engine) or the wheel (end carriage) as the case may be: while the
block I, together with the wheel (engine) or the wheel (end carriage) is raised
by the hook K¹. When the carriage moves in the rearward direction, the
direction of rotation of the axle Z is reversed with the result that the tappet G
engages with the projection H¹ of the block H, thereby raising the latter together
with the wheel or as the case may be. Before the tappet G leaves the projec-
tion H the resilient hook K engages with the catch I and retains the block
in the raised position. At the same time as the spindle Z revolves. the tappet M¹
pushes back the spring-controlled hook K' with the result that the block I
together with the wheel or as the case may be descends. The receding train
now operates exactly as if it were a train travelling in the opposite direction to
that of the other train and the latter is accordingly warned of the impending
danger in the manner above stated.

page_text: In the case where a number of carriages become disconnected from one train
travelling.in front of another train and runs towards the second train it is
necessary that the latter train should be notified in good time that some uncon-
trolled carriages are moving towards it.
To this end it is advisable to arrange
special additional return signals upon the existing signalling devices so as to
impart to the second train a signal to go back into a safe position from the
carriages approaching in the opposite direction; while these carriages them-
selves may at a convenient point be caused to enter a siding.
These return signals are so connected with the line contacts V that as the
carriages recede the said return signals are set to the line blocked" position
by the operation of the contact makers V under the action of the wheels r.
Supposing now that a train travelling from the right to the left has passed
the post b (Fig. 5) and that the wheel of the last or end carriage has operated
the contact maker. W³. The signal is at this moment at the line clear"
position while the signal c and bare in the line blocked" position. Now if
any of the carriages of the train should at this juncture become detached and
move back, the interchange of the wheels and will at once take place under
the last carriage, and as the carriages go past the signal b the wheel r will
operate the contact maker V2 with the result that the return signal ate and the
stopping signal at d will be lowered. In the meantime the second train has gone
past the signal d and the guard now sees the return signal at is down must
accordingly at once go back.
Should the carriages which have become disconnected remain standing on the
line no collision can take place as the signals behind the train will remain
lowered so that the second train cannot proceed. Should one train get off
the metals other trains will not be allowed to come upon it from either side
as both in front and behind the derailed train the signals will protect it by
remaining in the lowered position. The contact wheels r and may if desired
be provided in duplicate both on the engine and on the last carriage of the train.
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. In apparatus for preventing collisions on railways the combination with
signalling devices arranged along a track or line of rails, of mechanism electrically
connected to the signalling devices arranged along the track or line of rails
and mechanism, carried by the train, arranged so that as the train travels along
the track or line of rails, the signalling devices second in advance of the train
are caused to be operated in succession so as to indicate line blocked" the
second signalling device at the rear of the train being also set to position to
indicate line blocked, there being two signalling devices immediately at the
rear of train always at the line blocked position, thereby giving to a following
train timely warning to retard its speed or to stop, and the signalling devices
which are second in advance of the train being set to line blocked position giving
to a train travelling in the reverse direction on the same track or line of rails
timely notice to stop or to go back the said mechanism also setting the signals
to line clear position, after the train has passed the said signals, substantially
as herein before described.
2. In apparatus for preventing collisions on railways, the combination with
semaphore or like signalling devices, of conductors of electricity arranged along
the track, electric motors in connection with the signalling devices for moving
the signal arms into one position (say to indicate line clear) and electro magnets
for releasing the said arins to allow them to assume another position (say to
indicate line blocked); contact makers such as V and W arranged in pairs along
the line or track, and contact operators such as the wheels and carried by
the engine and also by one of the carriages (preferably the last carriage) of the
train to operate the contact makers so as to complete circuits which will cause

page_text: signal in advance and signals at the rear of the train to be operated to indicate
line blocked and thereby give to a train travelling on the same line in the
opposite direction and also to a train following in the rear timely warning to
stop and so prevent collision substantially as hereinbefore described:
3. In apparatus such as described and claimed by the second claim, contact
operating devices such as the wheels and t mounted on sliding blocks which
can be raised and lowered so as to bring either one or other of the wheels into
operating position according to the direction in which the train is travelling, and
means in connection with one of the axles of the vehicle carrying the sliding
blocks, for automatically bringing either of the wheels into operating position
substantially as hereinbefore described.
4. The combination with the subject matter of the last preceding claim, of
projections on the sliding blocks, spring hooks to engage the projections to
retain the sliding blocks in their raised position; rotating tappets on the axle
of the vehicle to act on the spring hooks to force them out of engagement with
the projections and springs for forcing the sliding blocks down when released
from the spring hooks substantially as herein before described.
5. In apparatus such as herein before described for preventing collisions on
railways signalling devices arranged at distances apart on opposite sides of the
line or track each signal device being capable of displaying two signals, one a
stopping signal and one a return signal each signalling device being provided
with an electro motor and an electro magnet for operating the signalling
mechanism and so arranged that the electro motor of one signalling device is
inserted in the electric circuit of the electro magnet of the next following
signalling device so that in the event of a sudden return of the train in front,
or of a number of carriages being detached therefrom a signal will be given to
a train following behind, to go back, and so prevent a collision, substantially
as herein before described.
6. For preventing collisions on railways, mechanism arranged substantially
as hereinbefore described, whereby a train when in motion operates signals,, so
line
as to set signals in advance, and also signals at the rear of the train at
blocked" position and so give to a train travelling in the opposite direction on
the same fine, and also to a train following at the rear, timely warning to stop,
substantially as herein before described.
7. The combination and arrangement of parts constituting means for prevent-
ing collisions on railways substantially as herein before described and illustrated
by the accompanying drawings.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.