Improvements in or Relating to Railway Signalling, Switching, and like Apparatus.
Year: 1899

page_text: Date of Application, 13th Feb., 1899-Accepted, 10th Feb., 1900
COMPLETE SPECIFICATION.
Improvements in or Relating to Railway Signalling, Switching, and
like Apparatus.
A communication from THE CONTINENTAL HALL SIGNAL COMPANY, of Brussels,
Belgium.
1, ALFRED JULIUS BOULT, of 111, Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement: -
The object of this invention is to provide electrically controlled and operated
mechanism which will serve as a block signal system, a switch operator, and cross-
ng signal, the same to be worked and controlled by the current, but constructed
so as to give the danger signal in case of the failure of the current.
The invention consists in the combination of electric motors, semaphore, oper-
ating mechanism, controlling magnets, and switch operating mechanism combined
and arranged as hereinafter more fully described.
Fig. 1 is a side elevation of the signal operating mechanism with a portion of
the casing removed to show the internal parts.
Fig. 2 is a side elevation of the signal post, showing the circuit controlling
device.
Fig. 3 is a side elevation of the switch operating motor.
Fig. 4 is a plan view of the switch locking mechanism.
Fig. 5 is a side elevation of the switch operating mechanism, circuit controller
and part of the locking apparatus.
Fig. 6a plan view of the interlocking mechanism.
Fig. 7 is a plan view of the interlocking contacts.
Fig. 8 is a side elevation of part of the interlocking mechanism and contacts.
Fig 9 is a perspective view of the switch operating contact lever, contacts
and track circuit controlling magnet.
Fig. 10 is a diagrammatic view of the track controlling magnets batteries and
circuit adapted to block signalling, and
Fig. 11 is a diagrammatic view of the track controlling magnets, motors and
circuits of the interlocking crossing signal and derailing switch.
Similar letters and figures of reference indicate corresponding parts in all
the views.
The description of the mechanical construction and the arrangement of the
parts and electrical circuits will be given in connection with the description of
the operation.
The apparatus as used in block signalling, will be first described, referring to
Figs. 1, 2 and 10, Fig. 10 shows three sets of electric motors magnets and circuit
controllers, such as are shown in the enlarged views, Figs. 1 and 2. These three
sets of motors correspond to three stations or blocks. The magnets R, R¹ and R³
have no mechanical connection with the signal and are omitted in Figs. 1 and 2.
The rails of the track are divided electrically into sections whose length corre-

page_text: sponds to the length of the blocks by insulating pieces 7, 12 etc, near each
section The connections having been-made and the blocks being clear of trains
of cars, the circuit of the battery V will be closed so that the current flows
through the wire 6, the tail L, wie 7,. magnet R, wire S, ail L', and wire 9
back to the battery. This energizes the magnet R, causing its armature lever
to make contact with the forward stop, thus closing the cucuit of the battery S,
so that the current flows through the wires 3, 10, 11 lever contact e, wire 12,
magnet Mwne 13, and a magnet N of the apparatus of the adjoining station,
thence to the wire 4 and back to the battery S, or if that be the first signal in
the system, the wire 13 would be connected to the wine 29, thus leading the
current through the wires 13 and 4 back to the battery S. In either case the
magnet M would be energized and would attract the armature lever K, so as
to bring the contact spring carried by the said lever K into contact with the
forward stop I, thus completing another circuit of the battery S, so that the
current flows through the wires 3, 10, 14 brush g, quadrant-shaped switch arm E,
brush wire 15, contact I, spring, armature lever K, wie 16, motor B, wires 17,
18 and 4 back to the battery S, causing the amature of the motor B to rotate.
The armature shaft of the motor B (see Fig 1) carries a pinion (not shown) which
engages the spur wheel b on the shaft d. On the same shaft is a pinion b¹,
which engages the spur wheel 2 on the shaft d'. The shaft d' also carries the
sheave O, to which one end of a cham O is attached, the other end being con-
nected with the semaphore aim in the manner presently to be described, the
connections being aanged so that when the semaphore arm is in a horizontal
position, the chain is unwound from the sheave O. The other end of the chain O¹
"
23
is connected with the shorter arm of a counter weighted lever (2 fulcrumed on
the semaphore post. 03. The other arm of, the lever 02 18 connected by a rod O'
with the signal arm 05 pivotted to the top of tlie post 03. The shaft e to which
the signal arm 0 is rigidly attached carries the quadrant shaped switch arm E,
also rigidly attached to the shaft, but electrically insulated therefrom. The
brushes f and y are attached to the post O and are made of spring material which
causes them to norm a good contact with the periphery of the quadrant shaped
switch arm E, but their motion is limited so that they will not follow the arm
to any considerable extent. The rotation of the armature of the motor B, acting
through the intermediate gearing, causes the chain O¹ to be wound upon the
sheave O The said chain acting through the counter-weighted level 02 and
connecting rod 0, lowers the semaphore arm and rotates the quadrant shaped
switch arm in the direction indicated by the arrow, Fig. 10. This motion
continues until the quadiant-shaped switch aim E ceases to make contact with
the brush g. The circuit is thus broken through the motor B, when the motor
stops. The semaphore arm O³ now makes an angle of about 40° with the horizon,
dicating caution in this position. It is held in this position by the follow-
ing arrangement. The armature lever K is angled and pivotted to the support F
attached to the frame A The vertical arm of the lever carries the contact spring
as before described and the horizontal arm carries a brake shoe G capable of
being pressed against the drum D, whenever the armature lever. K is drawn
toward the magnet M The drum D is placed loosely on the shaft & and carries
the spring-pressed pawl which engages the teeth of the ratchet C secured to
the shaft 7 The direction of the motion of the parts when actuated by the motor
is indicated by the arrows, and it will be seen that the application of the brake
shoe G to the brake drum D), offers little resistance to the 1otation of the a
armature, as the pawl will slide easily over the teeth of the ratchet; but the
rotation in the opposite direction, such as would be communicated by the counter-
weight is prevented by the engagement of the pawl with a tooth of the ratchet.
In this manner the signal is prevented from returning to the horizontal position
so long as the magnet M is energized. The battery V2 sends a current through
the wire 21, rail L³, wire 22, magnet R¹, wire 23, rail L³ and wire 24, which
returns it to the battery V. This energizes the magnet R¹, causing its arma-
2

page_text: ture lever to make contact with the stop which closes the circuit of the
batteries S and S¹; so that the current flows through the wires 2, 25, 26 the
lever stop v¹, wire 27 magnet M¹ wire 28 magnet N of the next station at the
rear of the train, wires 29, 18, 4 battery S wire 3 and battery S¹. This energizes
the magnet M¹, causing the operations previously described in connection with
signal No. 1 to take place in signal No. 2. It also energizes magnet N, causing
the lever to be attracted. The lever H carries a brush h, which when the
lever H is attracted by its magnet N makes contact with the quadrant shaped
'switch arm E. This closes the circuit of the battery S, so that the current flows
through wires 3, 10, 20 brush h quadrant shaped switch arm E the brush f
wire 15, contact I spring i lever K wire 16 motor B wires 17, 18, 4 and back to
the battery S. This causes a further rotation of the armature of the motor B
bringing the semaphore arm still farther down, this motion being continued until
the quadrant shaped switch arm E ceases to make contact with the brush f, when
the circuit through the motor is broken. The semaphore arm now makes an
angle of about 80° with the horizon, a position indicating
"
"
«
as above
in this position by the brake G. as before described. In the same manner a
safety " It is held
battery belonging to the adjacent block, energizes the magnet R², causing it
to attract its armature, thereby making contact with the stop and closing
the circuit of the batteries S and S, so that the current would flow through
the magnets M³ and N¹, causing signal No. 2 to assume a position indicating
safety and signal No. 3 to assume a position indicating "caution"
described in connection with signal No. 1. In like manner the magnet N³ would
be energized, causing signal No. to be brought to the position indicating
safety" in which position it would be held so long as the current circulates in
the coils of the magnets M, M1, M2, etc. This condition will be maintained so
long as the track is clear. Now suppose a train to enter a section having the
rails L. L; the first pair of wheels passing the insulating pieces r. r would, with
the axle to which they are attached, form an electrical connection between the
rails L and L', of no appreciable resistance, and as the battery V1 is preferably
one of high internal resistance there would be no difference of potential between
the rails L. L₁, consequently no current would circulate in the coils of the
magnet R, it being short circuited by the axle of the locomotive and the armature
lever will be drawn away from the contact v by its retractile spring; this breaks
the circuit above described through the magnet M. releasing the brake G from
the drum D. Under these conditions there is nothing to prevent the counter-
weight from descending, and by means of the connecting rod pulling the sema-
phore arm into horizontal position, where it is stopped. The retractile spring of
the armature lever K draws the contact spring away from the contact point I.
and brings it to rest against the back contact J The counterweight in its descent,
acting through the lever 02 and connecting chain 01, causes the train of gearing
and the armature to rotate in a direction opposite to that in which it rotates when
actuated by the current. The rotation of the armature in the magnetic field
causes the motor to act as a generator and send a current through the circuit
composed of the motor B, wire 19 back contact J, armature lever K and wire 16.
and the direction of the current through the motor is the same, as that sent
through it when driven as a motor, by a current. from the battery. This
strengthens the magnetic field, which, re-acting on the armature coils, strengthens
the current, the action being that of a dynamo The resistance thus offered by
the armature in a closed circuit acts as a brake on the counter-weight, and thus
retards the fall of the counter-weight The object of this arrangement is to
prevent the jar and rebound of the semaphore arm and to avoid the danger of
breaking the parts of the mechanism By this arrangement nothing is detracted
from the effective weight of the counter poise, it is only prevented from acquiring
momentum. The honzontal rosition of the semaphore arm is the one indicating
danger." that is to sav. it indicates that a train, a car or an engine is in the
section or block L L'. When the first pair of wheels enters the section L² L'.

page_text: "
as above
the magnet R¹ is cut out in the manner above described the lever x is withdrawn
from the contact, and the circuit is broken through the magnets M₁ and N¹.
This allows signal No. 2 to assume the position indicating "dange
described in connection with signal No. 1 and allows the brush h¹ to be withdrawn
from the quadrant shaped switch arm E¹. When the last pair of wheels passes
the insulating pieces and 3, the battery V1 again sends a current through the
magnet R and signal No 1 is brought into the position indicating " caution"
in the manner above described. This position of the semaphore arm in No. 1
indicates to a train approaching that the signal or moving in the same direction
as the first mentioned train. that the second block ahead is occupied as indicated
by dotted wheels and axle at 100. When the first mentioned train passes the
insulating pieces 745, the battery V2 sends a current through the magnet R¹,
closing the circuit of the batteries S S¹, through the magnets M¹ and N causing
signal No 1 to assume the position indicating "safety," and signal No. 2 to
assume the position indicating "caution" as above described. This position of
signal No. 1 indicates that the track is clear two blocks ahead. In this description
it is supposed that the signal is in use on a road having two or more tracks, and
that the trains run in only one direction on the same track. In that case the
other tracks would be equipped like those already described, and therefore no
further description is necessary. The improved signal is equally applicable to a
single track road the number of signals being the same as for a double
track road, the only difference being that the magnet R¹ would control a
signal No 1 and a signal No. 2 at the end of the block by closing the circuit of
the battery S through the magnet M and M¹ of such a system arranged in parallel,
the operation being exactly the same as that above described The batteries S, S¹
and S2 are preferably storage batteries which are kept charged by the occasional
application of a current from a dynamo through the wires 1, 2, 3, 4.
The
The switches are
In describing the use of a signalling and switching apparatus as hereinafter
represented, reference will be made to Figs. 3, 4, 5, 6, 7, 8, 9 and 11.
The con-
stiuction of the signal is the same as that already described except that in this
case the magnet N is omitted, and the brush h is arranged to press permanently
against the quadrant shaped switch arm E For a single crossing of two roads
there will be four switches, one on each road at each side of the crossing and
eight signals one home and one distant signal for each of the four switches. The
object of the switches is to prevent a train from reaching the crossing, until it
gets the right of way by causing the train itself to set the danger signal
use of the signals is to indicate the position of the switches.
interlocked so that the switches on one road only can be closed at the same time
as will be hereinafter more fully described. The normal position of the switches
is open and of the semaphores at "danger" until it is desired to let a train pass.
Suppose a train going west on an east and west railroad to be approaching a
crossing to give it the right of way it would be necessary to close the switch
lving between it and the crossing and to make the signal governing that switch
to indicate "safety." To do this the contact arm 7 (Figs 7 and 8) would be
placed so that one end makes a contact with the plate z and the other with the
plate and the switch lever would be placed on the contact
This would
close the circuit of the battery S3 so that the current would flow through the
wires 44, 48, 49 plate z contact arm Z contact wires 50, 51 switch lever
contact u wire 52 brush k semicircular switch arm E brush 7, wire 53 motor B
wire 54 brush q³, quadrant-shaped arm E3 brush h³ wires 55, 56, 48 to the
battery S³, energizing the motor B5 The motor B5 is shown in detail in Fig. 3.
Attached rigidly to the armature shaft and at right angles thereto, is a circular
iron disc P the said disc being located near the field magnets so that when the
latter is energized the disc is drawn toward the field magnets carrying the arma-
ture shaft with it. On the outer end of the armature shaft is secured one half s
of a clutch, the other half of the said clutch being formed on a boss on the
pinion m. The pinion m is placed loosely on the armature shaft between the
half clutch and the journal box. The parts of the clutch are chambered to receive

page_text: the coiled spring which separates them whenever the disc p ceases to be attracted
by the field magnet, and they are at such a distance apart as not to permit the
disc p to touch the field magnet at any time In other respects the motor may be
of any well known type. The current flowing through the motor causes the
disc P to be attracted, bringing the parts of the clutch into engagement with the
part carried by the pinion : at the same time the armature is revolved and the
pinion m which is carried thereby, and which engages the spur wheel m¹
on the shaft & communicates motion to the said shaft A pinion (not shown)
on the shaft engages the spur wheel m³ on the shaft
The shaft carries
the plate P, and the spur wheel m² which engages the spur wheel mt on the
shaft d The said shaft carries the plate P and the semicircular switch arm E',
shown in detail detached from the apparatus The diameter of the spur wheel m
is twice that of the spur wheel m², so that the plate P¹ makes one revolution
while the plate P makes a half revolution.
The current continues to flow through the motor B³ until semicircular switch
arm E has made half a revolution, when the brush k ceases to make contact
with it and the circuit through the motor is broken. As soon as the circuit is
broken the field magnet ceases to attract the disc p, and the spring separates the
two parts of the clutch thus cutting off the motor from the other parts of the
mechanism and preventing its momentum from carrying the parts beyond
the point where it is desired to have them stop The mechanism is so arranged
that the crank pins and n¹, (Fig. 5) when the circuit is broken by the switch
arm E, always stop in the horizontal lines passing through the centres of their
respective discs. One end of a connecting rod Q is attached to the switch rod U³,
and the other end is supported between two friction rollers journalled on the
side of the switch operating mechanism. Near the end of the rod guided by the
roller is formed a transverse slot whose vertical length is a little greater than
the diameter of the circle described by the crank pin n. The sides of the slot
are curved outwardly on a circular curve having the same radius as the outward
portion of the path of the crank pin n The ends of the slot are parallel plane
surfaces This construction allows the crank pin to move the rod Q through a
distance equal to about a quarter of a revolution of the crank disc P. The switch
rod Q passes through a slot in the casting U, secured to the ties and the said
rod Q has formed therein two holes, one of which comes opposite a hole in the
guide casting U, when the switch is opened and the other is opposite the said
hole when the switch is closed. A sliding bar T carries a bolt t, which is fitted
to the holes in the casting U and rod Q. so that when the switch is opened and
also when it is closed, the bolt will lock the switch in either of these positions.
When the mechanism is operated, the crank pin n is carried along the curved
side of the slot Q2 in the rod Q, for one eighth of its revolution without imparting
any motion to the rod Q: at the same time the plate P₁ is moved one quarter
of a revolution, and by means of the rod Q' and angled lever Q3 by means of
which it is connected to the bar T, withdraws the bolt from the rod Q. During
the next quarter of a revolution of the disc P, the pin n runs in the narrow portion
of the slot at the lower end of the slot, and carries along with it the rod Q,
closing the switch During the corresponding revolution of the plate P¹, the
bolt is carried further from the rod Q. and brought back towards its original
position The next eighth revolution of the disc P carries the pin n along the
curved surface of the slot without giving any motion to the rod Q, when it comes
to a stop at the middle of the slot. A corresponding quarter revolution of the
plate P bring the crank pin ¹ back to its starting point and inserts the bolt t
in a hole in the rod Q At this point the current is cut off from the motor, and
the movement of the mechanism ceases. The switch is now closed and locked:
the next operation is to place the semaphore in a position of safety. This is
done by placing the switch lever 7 on the contact us, closing the circuit of the
battery S3 so that the current flows through the wires 44. 48, 57, switch lever .
contact wire 58, contacts q³ ³ and their connecting bar 12, wire 59 magnet M³
wire 60, brush f³, quadrant shaped switch arm E³, brush h³, wires 55, 56, 48

page_text: back to the battery S³. It is mentioned here that the connecting bar is attached
to the railway switch rail, and moves with it, so that when the switch is open.
the bar connects with the contacts 7 and q', and when the switch rail is closed
it connects with the contacts and 7. The circuit just described energises the
magnet M³, causing the lever K' to be attracted, and applies the brake G and
causes the spring to make contact with the stop I, as above described in
connection with the block signal. This closes the circuit of the battery S³, so
that the current flows through wires 44, 48, 49, contact, switch lever Z
contact 21, wires 50, 51, switch lever Z, contact w, wires 52, 62, 63, motor B
wire 64, armature lever K³ contact point I, wire 65, brush f3, quadrant shaped
switch arm E³, brush h³, wires 55, 56, 48 back to the battery $3. The current
energises the motor B, causing it to draw the semaphore arm down as before
described until the brush f3 leaves the quadrant shaped arm E³ and breaks the
circuit The circuit through the magnet M³ is not broken but is continued from
the wire 60 through the wire 67, magnet M, wires 68, 69, 56 and 48, back to
the battery S3, energising the magnet M+ & causing the contact spring to
make contact with the stop I, closing the circuit of the battery S3 through the
wire 62, wire 70, motor B, wire 71, armature lever K, spring contact I,
wire 72, brush f*, quadrant-shaped switch arm E, brush 7, wires 73, 69, 56
and 48, back to the battery $3. This energises the motor B', and brings the
distant semaphore arm to the position of safety by means of the mechanism
described above. The signals are held in this position by the brakes G so long
as the magnets M2 and M* are in the circuit To put the signals and switch in
their normal position again, the switch lever 7 is removed from the contact u.
This breaks the contact. through the magnets M³, M* and allows the semaphore
arms to take a horizontal position under the influence of their counter-weights
as before described. Then the switch lever Z is removed from the contact "
and placed on the contact u', thus closing the circuit of the battery S3 through
the wires 44, 48, 49, contact z, contact arm Z contact z¹ wires 50, 51, switch
lever Z', contact u, wire 74, brush J, semicircular switch arm E³, brush 1, wire 53,
motor B³, wire 54, brush g, quadrant-shaped switch arm F3. brush h³, wires 55,
56, 48, back to the battery S³ This energises the motor B³, causing the semi-
circular switch arm F to rotate in the same direction as before until it leaves
the brush J, a half revolution of the semi-circular switch arm being required to
break this connection. The disc P also makes a half revolution, bringing the
pin n back to the position shown in Fig. 5, thus opening the railway switch.
The operation for opening the switch is the same as that already described The
fact that the circuit through the motor B depends on the contact of the brush g³ and
the quadrant shaped switch arm E, makes it impossible to open the switch when the
signal is in any other position than that indicating danger, as a very slight
downward movement of the semaphore arm is sufficient to break contact. A
slight movement of the track switch from the closed position is sufficient to
separate the contact bar 12 and the points 92 and q³, thus making it impossible
to put the semaphore arm in the "safety" position when the track switch is in
any other position than closed. The sections L and L' of the track are insulated
from the adjacent portions by the insulating pieces at 76 77 78 79, and the battery V³
and magnet are connected with them so that when that portion of the track
is clear, the battery V³ sends a current through wire 75, rail L', wire 78
magnet w, wire 77, rail L, and wire 76 back to the battery Va. This energises
the magnet (see Fig. 9) causing it to attract its armature, thus depressing the
outer end of the lever c' so that it offers no obstruction to the movement of the
switch lever Z1. However, if a train or part of a train is standing on any part
of the section L L', the magnet wt is cut off from the battery V, and the outer
end of the lever c is elevated so as to be in the path of the switch lever Z¹ and
prevent it from being put into contact with the contact u. This arrangement
is to prevent carelessly opening the track switch while a train is passing over
it, or so near it that it could not be stopped before running off the track. The.

page_text: and
In a similar
'
lever c in either position offers no obstruction to the movement of the switch
lever Z toward the contact u, and does not prevent the track switch from being
closed while a train is on the section L6 L7. The switch lever Z controls the
operation of the track switch east of the crossing and the lever controls the
semaphores indicating the position of that switch in the manner before described.
The north and south roads are represented as being single track roads One.
switch lever %, only, is required for operating the switches, but they must be
operated simultaneously for trains going in either direction. The cucuits are
exactly the same as that above described, except that the two motors operating
the switch are connected in parallel according to a principle well known and
requiring no special description. The two pairs of signals are controlled in
parallel by the switch lever Z The switch lever 73 is connected to the contact Z,
so that in operating the switches on the north and south roads the lever Z must
be placed in contact with the contact Z. When the track switch is open, the circuit'
of the battery S' is closed so that the current flows through the wires 44, 45,
magnet, wire 46, contact points and q', and the connecting bar
wires 47, 48 back to the battery S, energising the magnet w
manner the magnets uº, w¹, u², are each controlled by one of the three remaining'
track switches The magnet w (see Figures 6 and S) has an armature attached
to the lever X³, near the outer end thereof. The other end of the lever has a
lug projecting downward so as to be in the path of the lugs y, y' etc, on the
plate Y, when the magnet is not in the circuit, but when the magnet w³ is
energized the lug on the lever X is elevated so as to be out of the path of the
lugs on the plate Y The plate Y and switch lever Zaie attached vertically to
the same vertical shaft Y. The contact points and are placed at such-
distance apart that in moving the lever Z from one contact point to the other,
each one of the lugs y. y. y², y, must pass a lug on the levers X, X', etc
cannot be done unless all the magnets w¹, &c., are energized, and they cannot
be energized unless all the track switches are open. Suppose the switches north.
and south of the crossing to be closed, the switch lever Z being placed in contact
with the contact point, as shown in Figure 11. While these switches are
closed, the circuits through their corresponding magnets and are open and
the ends of the levers X and X2, carrying the lugs, would be depressed by vutue
of the weight of the arms carrying the lugs. Now, to close one or both of the '
switches in the east and west road, it would be necessary to put the lever Z in
contact with the contact point Z' This could not be done, as the lugs y and y'.
would strike the ends of the levers X and X, before the switch lever could reach
the point of contact. In this way it is made impossible to give the right of way
to trains on the two roads at the same time through carelessness. The same
principles can be applied to the junction or crossing of any number of roads,
the circuits and operation being the same as that above described.
This
The switch mechanism can be applied to transfer switches as well as to derail-
ing switches, and it needs no further description to show its utility for that
purpose
Having now particularly described and ascertained the nature of the said
invention as communicated to me by my foreign correspondents, and in what
manner the same is to be performed, I declare that what I claim is:-
1 In railway signal operating mechanism the combination with a signal
arranged to be moved in one direction by power and in the opposite direction by
gravity, of an electric motor for moving the signal against gravity the motor
being put on a closed circuit during the descent of the signal by gravity, the.
signal and electric motor being arranged to retain their mechanical connection,
the motor being arranged to act as a dynamo when the signal descends by gravity,.
substantially as specified.
2. In a railway block signal and interlocking crossing signal and switch system.
the combination of electro-magnetic mechanism provided with a motor capable

page_text: of acting as a dynamo for holding the signal to "safety" and releasing the signal
on the cessation of the current through the magnet of the said electro-magnetic
mechanism, and an electric motor for replacing the signal in the position of
safety and for retarding the descent of the semaphore aim when the said motor
is revolved in the reverse direction by the descent of the said semaphore arm,
thus causing the motor to offer the resistance due to its acting as a dynamo on
a closed circuit substantially as specified
3. In a block signal and interlocking crossing signal and switch system, the
combination of an electric motor, a semaphore operating crank-shaft and inter-
mediate gearing, a brake drum placed loosely on one of the shafts of the train of
gearing and connected with the shaft by a pawl and ratchet, an electrically-
operated brake for engaging the brake drum, a quadrant-switch arm carried by
the crank shaft, a brush supported in the path of the switch arm, an electrically-
operated brush arranged to be thrown into and out of contact with the quadrant-
switch arm, and the electrical connections with the track rails and adjoining
semaphore operating mechanism, substantially as specified.
In a block signalling and interlocking crossing signal and switch system,
an electrical switch operating motor provided with an armature shaft capable of
sliding longitudinally in its bearings, an auxiliary disc armature of soft iron
mounted on the armature shaft within the field of the motor field magnet, a
clutch formed of two parts, one part secured to the armature shaft, the other
part being placed loosely on the armature shaft, and a spring placed on the
amature shaft between the two parts of the clutch, for opposing the lateral pull
of the auxiliary disc armature, the clutch being arranged to be operated by the
longitudinal movement of the shaft, substantially as specified.
5. In a block signal and interlocking crossing signal and switch system, the
combination of an electric motor, a pair of crank shafts connected with the motor
by gearing, a transversely slotted and perforated rod connecting one of the cranks
with the switch rail, and a connecting 1od connecting the other crank with the
bolt of the rail lock, substantially as described.
6. In a block signal and interlocking crossing signal and switch system, the
combination of an electric motor, a pair of crank shafts connected with the motor
by gearing, a transversely slotted and perforated rod connecting one of the
cranks with the switch rail, a connecting rod connecting the other crank with
the bolt of the rail lock, and an interlocking electric switch electrically con-
nected with the rail switching mechanism, substantially as specified.
7. In switch operating mechanism, the combination with a power operated
clank, of a switch rail operating bar provided with a transverse slot for receiving
the crank, the said slot being furnished with concave sides to permit of locking
the said bar in either of its two positions, while allowing the switch operating
crank to make a part of a turn without moving the said bar or releasing the
switch rail, substantially as specified.
8. In an interlocking crossing signal and switch system the combination of a
series of electro-magnets consisting of one for each arm of each track of the
crossing, the said magnets being connected electrically in parallel, one to each of
an equal number of electric switches controlled by the track switch operating
machines, detent levers operated by the said electro-magnets, a disc provided
with lugs, and carrying an electric switch controlled by the said detent levers,
electric switch and signal operating mechanism, and the electrical connections,
substantially as specified.
9. In switch operated mechanism, the combination of the electric motor B5, the
shafts, gearing connecting the said motor with the shafts cranks n¹n, con-
nected with the said shafts dd, the perforated switch-operating rod Q provided
with the transverse slot Q, the said slot having concave sides, the track switch
rail, the connecting rod Q¹, and the locking bolt t arranged to lock the rod Q,
substantially as specified.
10. In an interlocking crossing signal semaphore operating mechanism the

page_text: combination of the electric motor B, the shaft d, the drum D carried by the
said shaft d, pawl and ratchet mechanism for connecting the drum and the
shaft, the brake shoe G, the armature lever K, the electro-maguet M, the sheave Û,
the chain 0, lever 02, rod 0, and the semaphore arm 0, substantially as
specified.
11. The combination with the switch and signal operating devices of the rotary
shaft having rigidly attached dise Y with a series of lugs y y¹ &c. projecting
laterally therefrom and carrying also switch aim Z; the stationary contacts ZZZ
a series of locking armature levers X X' &c. arranged to vibrate in planes at
right angles to the disc to lock against or avoid said lugs thereon according to
position, and a corresponding set of electro magnets W W &c. operating upon
said armature levers, substantially as described.
12. The complete railway signalling apparatus substantially as described and
illustrated in the accompanying drawings.
Dated this Sth day of February 1899.
BOULT & WADE,
Agents for the Applicant.