Improvements in and in connection with Electrical Signalling Apparatus for Preventing Collisions on Railways.
Year: 1889

page_text: Date of Application, 10th Dec., 1889
Complete Specification Left, 2nd Aug., 1890-Accepted, 20th Sept., 1890
PROVISIONAL SPECIFICATION.
Improvements in and in connection with Electrical Signalling
Apparatus for Preventing Collisions on Railways.
We, MARTIN PERLS, of 62, Basinghall Street, in the City of London, Merchant,
and THEODOR PERLS, of Wurzburg, in the Empire of Germany, Engineer, do hereby
declare the nature of this invention to be as follows:--
This invention relates to electrical signalling apparatus for the prevention of collisions
between railway trains. It has for its object the preventing of collisions between
two trains travelling in the same or opposite directions, in such a way that it
gives a warning to the engine drivers or conductors of both trains at the right time by
means of an alarm or bell or by means of electro magnets which operate either the
steam whistle of the locomotive or the brake and thus warns the drivers of the trains
by the whistling and also stops the trains automatically and at the right time if desired.
In order to put our invention in operation, we arrange between the main rails on
each side near to them an electric conductor, which may be a wire or a metallic rod,
parallel with the rails.
These conducting wires are carried by supports on wooden transverse sleepers or if
iron sleepers are used they are carried by the latter with the intervention of suitable
electrical insulators.
These wires serve to conduct the electricity and are interrupted in sections by non-
conductors in such a way that the interruption of one wire is just opposite to the
middle of the section of the other wire and so on.
Another wire which is placed centrally between the two just described is uninterrupted
and reaches from station to station.
The two alternately interrupted wires are furthermore connected by diagonal lead
cables which are placed (preferably subterraneously) in such a way that always shortly
before an interruption in one wire a connection is established with a point just in
advance of the following interruption of the other wire or vice versa.
Upon the foot plate or in any other suitable piace on the engine an electrical
battery consisting of several elements is placed. Separate from this battery is fixed
at a suitable place on the engine an electrical bell, or an electro magnet, by which the
brake or the steam whistle is set in action, or both.
In front of the leading or behind the trailing wheels of the engines are fixed three
copper brushes or wheels, attached to insulated springs which are likewise insulated
from the engines, and running upon the two interrupted and the central continuous
wires. From one pole of the battery a connecting wire proceeds which is connected
to the engine and in this way a current from the battery is sent through the wheels
and along the main rails.
From the other pole of the battery an insulated wire is connected to the brush or
rolier which is placed upon the right hand side (in reference to the direction in which
the train is moving).
One binding screw of tue electric bell is connected with the main rails in the same
way as the pole of the battery already described. To the other binding screw is fixed
a resistance coil or equivalent device to the opposite end of which are attached two
insulated conducting wires which are connected together.
One of these wires is connected with the left hand roller or brush and the other is
connected with the central roller or brush which runs upon the continuous wire.
Whenever two engines come, near each other from opposite directions with only one
of the electrical interrupted wires remaining still interrupted the circuit is closed
through the one wire which is not interrupted and through the main rails which carry
the current back.

page_text: As the arrangement of one locomotive is absolutely analogous to that of the other,
it follows that when two come from opposite directions that which is "right" for one
is "left" for the other consequently in such case the current from the battery of
the first engine passes through the right hand brush and interrupted wire and through the
left hand brush and wire of the second engine to the bell on the left hand side of the
second engine, and either the bell will be sounded upon the latter or if an electro
magnet has been arranged for the purpose the brake and steam whistle will be set in
action, respectively; and thus the engine will be stopped.
As only part of the current passes through the resistance at the back of the second
engine the remainder of the current proceeds to the central wire, and returns through
the central brush on the first engine to the bell of the first engine and there does its
work returning through the main rails. It further proceeds along the central wire to
the nearest stations in both directions and rings there the bells which are in connection
with the main rails and central rail. Thus the stations are likewise informed
automatically that something is wrong on the lines.
Should it happen that other engines are on the same line when already two engines
have come so near each other that they are electrically connected, these former likewise
receive a signal "stop" from the main rails and the middle wire, even if they should
not have come so near to the two trains which have already been stopped, that only
one interruption is left between these latter and themselves on the interrupted
wires.
The central wire and the current from the main rails serve likewise the telephonic
connection, in such a way that one station may speak to the other or to the engines
while in motion or vice versa. Thus the engine drivers of the engines who happen to
be on the same line may speak with each other through the telephone as also with the
stations and if it be desired likewise (by switching on their batteries to the connection)
with the signalmen at the crossings.
The following is the connection which is to he made if station I wants to give a
signal to a train in motion or to speak to station II. To do this the wire which is
ordinarily always connected with the binding screw of the bell in the station, is
switched so as to be connected (at station 1) with the pole of the battery and as the other
pole of the battery is in connection with the main rails by a connecting wire, and as
the second binding screw of the bell has also the same connection, the electrical current
proceeds from station I through the main rails to the bell of station No. II and through
the other pole of the battery at station No. I and the central rail to the bell of
station No. II. Thus the circuit is closed and the bell in station II will be rang.
Should there be an engine on the same line it receives likewise the signal from the
central wire and the other connection and through the main rails.
If this has happened all the batteries can be connected, and a telephone inserted at
the same time; thus the current power of the several batteries is connected and they
easily communicate with each other.
When two trains are following each other the electric current proceeds from the
battery of the rear engine No. 1 through the insulating conducting wire to the right
hand brush or roller. It proceeds further through the right hand interrupted wire,
through the diagonal cable and the left hand interrupted wire, to the right hand brush
of the leading engine No. 11 through the conducting wire to the resistance and to the
bell. Furthermore back to the central brush and to the central wire and through the
central brush on engine No. I to the bell on the latter and right through to the stations
and thus it gives signals everywhere. Through the other pole of the battery on No. I
engine, the current proceeds through to the wheels and through the main rails to the
wheels of the engine No. Il and the bell upon that engine. The main rails always
serve to carry back the current.
In the case of two engines on the same line coming from the opposite directions, the
current proceeds from the battery of the first engine, on the right hand side to the left
hand brush of the second engine and to the bell of the second engine and also through
the central wire to the nearest stations.

page_text: Through the other pole of the battery on the first engine a current proceeds through
to the wheels and through the main rails to the wheels of the second engine and to the
bell. The main rails always serve to carry back the negative current.
Two trains which move in the same direction have the arrangement described on the
right hand and on the left hand side respectively and therefore it is necessary that
the electrical current should be carried from one of the interrupted wires to the other
and rice rersû. This is done by the diagonal subterraneous cables. In such case the
current acts at double the distance which it would if the trains were coming from
opposite directions.
This precaution is used because trains which are preceding or following each other.
or which may be standing on the same line, may be very long; and as the apparatus
is only fixed on the engines it might happen that the engine could touch the last
carriages of the train in front before it could be brought to a standstill.
The electric conductors are always set by the setting of the points.
At dead sidings the two interrupted conducting wires are always connected together
so that in case the pointsman should have sent by mistake the train into the dead siding
the electrical current sent through the right hand side from the battery through one of the
interrupted wires may return to the hell of. its own engine and set the alarm going.
Should there be empty carriages standing on the main rails an iron or other rod
may be placed in front and behind them, which would connect the interrupted wires
and the central one and when a train comes too near them the apparatus would act in
the same way as in the case of the dead sidings.
If it is wished that the trains should signal their approach to the pointsman or
crossings the main rails are connected with either of the interrupted wires and carries
both connecting wires to the electric alarm.
The interrupted conductors are interrupted in shorter sections when they get near
to the stations than when away from the latter. The shunting engines are only
provided with electro magnets and do not require any batteries.
The apparatus does not require to be altered when the engines are turned round and
it acts always automatically.
In some cases, if it is not desired to use the main rails as conductors for the electric
currents, we use an additional uninterrupted wire arranged parallel with and on one
side of the three already described.
In front of each engine we arrange two additional wheels or brushes, one upon each
side of the three already described, and so arranged that if the engine is running in
one direction, one of these wheels or brushes runs upon the additional or fourth wire,
whilst if running in the other direction the other of the two supplementary wheels or
brushes runs upon the wire. In either case the alternate wheel or brush, which is not
in contact with the fourth wire, is free and not in contact with any of the wires.
The conducting wires from the two additional wheels or brushes described. may be
connected together, and the remaining fittings and arrangements upon the engines
operate substantially in the method already described.
Dated this 10th day of December 1040
EDWARDS & Co.,
35, Southampton Buildings, London, W.C., Agents for the Applicants.
COMPLETE SPECIFICATION.
Improvements in and in connection with Electrical Signalling
Apparatus for Preventing Collisions on Railways.
We, MARTIN PERLS, of 62 and 63 Basingball Street, in the City of London,
Merchant, and THEODOR PERLS, of Würzburg, in the Empire of Germany, Engineer,
do hereby declare the nature of this invention and in what manner the saine is to
be performed to be particularly described and ascertained in and by the following
statement, and accompanying drawings, that is to say :—
Our invention relates more particularly to the method or system of electrical signal-
ling for preventing collisions between trains on rails described in the Specification

page_text: Letters Patent No. 13553, dated August 27th 1889, applied for by Edmund
dwards, of the firm of Edwards and Co., Patent Agents and Engineers, as a
mmunication from abroad by Theodor Perls of Würzburg, in the Empire of
ermany, for "Improvements in Electrical Signalling Apparatus for Preventing
ollisions between Trains on Railways."
The object of our present invention is to simplify and otherwise improve the
paratus heretofore used or proposed, and to render the said system or modifications
ereof applicable to the use of the rails of the railway track as part of the electric
rcuit and to the further use of three electrical conductors instead of four and of
ree contact brushes or rollers instead of five, as described and shewn in the said
rmer Specification.
I. Our invention has for its object by automatic electrical means to warn the driver
the guard, of a train on a railway before a collision is possible, say:
A. By a train going in one direction meeting a train coming in the opposite
direction.
B. By a stationary train being approached by another moving in either direction
towards the stationary one.
C. By a train approaching too near to a stationary train.
D. By a train going in one direction overtaking a train going in the same
direction.
E. By a train going in one direction being overtaken by a train following in the
same direction.
F. By carriages fouling the line or becoming disconnected (from trains in
motion).
II. To establish direct communication
(1) Between all trains on the same section of line whether in motion or
standing.
(2) Between those trains and the stations, at both ends of that section.
(3) Between those trains or stations and platelayers repairing the line or vice
versá.
(4) Between stations and signal boxes, etc.
III. Automatically to prevent the possibility of accidents or derailments, of trains
When the points are set wrong.
When running into dead sidings.
IV. Automatically to warn the driver to stop or (if deemed necessary) automatically
put on the brakes:-
(1) When entering or nearing a station.
(2) When nearing closed gates at level crossings, open drawbridges, or swing
bridges.
(3) At any other place.
Y. Automatically to signal (by bells or otherwise) the arrival of the approaching
ain at level crossings, drawbridges etc.
VI. To attain the greatest possible speed combined with safety as an indirect resul
om the accomplishing of the foregoing points.
Our invention is illustrated by the accompanying drawings in which :-
Figure represents a plan of a line of railway, shewing the rails, the electrica
onductors and two adjoining signal stations.
Figure II is a plan shewing two locomotive engines meeting each other whe
anning in opposite directions upon the same line of rails.

page_text: Figure 1 is a plant shewing
same direction upon the same line of rails.
Figure IV is a modification of the arrangement shewn in Figure 1.
Figure V is a front view of a truck shewing the arrangement of the contact brushes
in a vertical position.
Figure V is an end view of the same.
Figure V1 is the same arrangement shewing the brushes in a horizontal position.
Figure VII is a plan shewing two locomotive engines approaching a truck from the
front and from behind.
Figure VIII is a plan shewing two locomotive engines travelling forward in
opposite directions approaching a shunting engine situated between them.
Figure IX is a plan illustrating the same case with the modification that locomotive
engines are travelling backward.
Figure X is a plan shewing two locomotive engines approaching a level crossing
and a modification of the conductors.
Figure XI is a plan shewing two locomotive engines meeting each other near a
terminus and a modification of conductors.
Figure XII is a similar plan and modification shewing one engine following
another.
The same letters of reference indicate similar parts in the several figures.
Means for blowing whistles, shutting off steam and putting on brakes electrically
may be used. They will be fully described lower down, but with the object of brevity
the invention will be referred to (as a rule) as though it applied only to the ringing of
a bell; with the same object only the driver will be mentioned instead of the drivers
or the guard, and the station only instead of the stations or the signal boxes.
In order to put our invention in operation (as shewn in Figure 1) we arrange
midway between the main rails A A of the permanent way and parallel with thein
and also on each side near to them an insulated electric conductor which may be a
metallic bar, rod, or wire b and d. These conductors may be of any suitable material;
preferably of galvanized soft iron.
Wherever the state of the permanent way makes it undesirable to lay down the
three electrical conductors between the main rails we place them outside the rails or
on poles overhead and we fix the brushes or contact rollers described further on to the
engines in such a way that they may move in contact with the conductors either below
(outside the rails) or above (on the poles) as the case may be.
These conducting bars if placed below are carried by supports upon the wooden
transverse sleepers, or if iron sleepers are used they are carried by the latter suitably
insulated.
The insulated bars are preferably laid in such a manner that they project above the
rails say about six inches and so that they can easily be removed whenever the
permanent way has to undergo repairs. In order not to interfere with the platelayers
nor to break the continuity of the conductors, cables may temporarily be substituted
in lieu of the removed bars.
At level crossings the electrical conductors are preferably arranged underground.
From the underground portion, they rise gradually to their proper (overground) level
at both sides of the crossing thereby allowing the brushes (or rollers) hereinafter
described to come into contact with them gradually and without any sudden jerk.
The insulated bars b and d serve to conduct the electricity and are interrupted in
sections by non-conductors at e.
The insulated bar c, placed midway between the two band d, is uninterrupted and
reaches continuously from station to station as shewn in Figure I.
The interruptions e in one set of the outside bars are placed midway between the
interruptions e in the other set of outside bars, and immediately preceding each
interruption in, say, a right hand bar there is connected an insulated conducting
cable which is preferably buried in the earth and extends as far as, and is connected
to, the left hand outside bar just beyond the succeeding interruption, this cable
passing under the central bar c but without having any connection with it.
с

page_text: For the protection of the electrical conductors against malicious interference, relays
may be sunk in the ground at convenient intervals which permanently attract the
armature of the electrical signalling apparatus of all the engines running on that line.
On the conductor being interfered with the circuit between these latter and the relays
would be broken and any engine moving on such section of line would have the
armature of its bell released, the description of the apparatus on the engines being given
below. A warning would thus be given, shewing that something is wrong on the line.
Our apparatus is suitable for any vehicle moving on rails therefore also for steam
and electrical cars.
On every engine or its tender we place in any convenient position a battery or
other apparatus for generating electricity B.
Insulated therefrom is fixed an
electrical bell or other signalling device C, or an electro magnet which, when an
electrical current is sent through it, opens the steam whistle. Thus both an optical
and an acoustical signal may be given to the driver. Or the electro magnet may be
made to operate on the armature of a clockwork which after this armature has been
attracted may release a weight which shuts off the steam or sets the particular brake
with which the engine is fitted in action. Means are thereby provided to stop the
train automatically.
In front of the leading wheels or behind the trailing wheels D of each engine three
insulated metal brushes E F G or contact rollers or both brushes and rollers, are fixed
and pressed by springs against the conductors b c d respectively, permanent contact
being thereby insured. These brushes or rollers are insulated both from the body of
the engine and from each other. They may preferably be arranged, by hinges or
otherwise, so that they can trail in a slightly slanting position along the conductors,
thus avoiding superfluous friction and unnecessary wear and tear which would result
from the brushes being fixed in a rigid position, especially with shunting engines
which are continually reversed forwards and backwards.
If metal brushes be used they are preferably plaited at the top end so that when
the ends are worn off, the plaited part touches the conductors. A whistling noise is
thus likely to be produced, the engine driver being thereby informed that something
is wrong with the brushes." In order to protect these brushes or rollers, as also to
keep the conductors clean, a cleaning device may be carried by the engines in front of
the rollers or brushes but insulated from them.
As shewn in Figure II engine I, a battery B is fixed always on, say, the right side
of each engine, and a bell C always on the opposite, or left hand, side of the engine.
One pole h¹ of the battery, say the "negative" is connected to the framing of the
engine, and through that framing and the wheels to the rails A A and by these to
earth. The other pole of the battery say the "positive" has not (except under
special circumstances) any connection with the bell of its own engine, but has a
connection through an insulated connecting wire and by means of a brush, contact
roller, or other suitable contrivance G with d the right hand one of the three parallel
lines of insulated bars & cb fixed on the sleepers; the two outside bars d and 6 being
interrupted at intervals (as already described)-any determined distance between the
interruptions being adopted-while the central bar c is uninterrupted for the whole
length from station to station.
Obviously that which is the right hand bar in relation to an engine going in one
direction, is the left hand bar in relation to an engine coming from the opposite
direction, and all the engines as already stated are fitted so that one, say the
"positive," pole of their batteries is connected to the right hand bar, using that term
on the supposition that the spectator is standing on the engine and is looking towards
its front. The electro magnet of the bell C of each engine has one end of its coil
say h connected to "earth" through the main rails the other end being coupled to a
resistance coil or equivalent device n and from this resistance there depart two
connections:
One, by an insulated connecting wire k and through a brush E to the left hand
one 6 of the three bars, the other by an insulated connecting wire g and through a
brush F to the middle bar c.

page_text: 86
A
"
This being the arrangement of the apparatus, we will deal first with case
hereinbefore mentioned, riz.: that of a train going in one direction meeting a train
coming in the opposite direction, and we will call one of these engines No. 1 and the
other No. 2.
As soon as both No. 1 and No. 2 have either of their outside brushes E or G upon
the same uninterrupted length of electrical bar (for instance d as shewn) as either one
of the two outside brushes
or G of the other engine, the current from the battery B
of the one engine, say No. 1, traverses the bar d meeting upon it the brush E of
No: 2 engine by which the current passes through the connection to the resistance n
at the bell C of this (No. 2) engine and there splits into two, one portion of the
current ringing the bell of that (No. 2) engine and passing to "earth" the other
portion going on by the connection g and by the brush F to the middle bar c and by
that middle bar to the middle brush F on engine No. 1 and through the bell C of that
engine to earth. Thus the battery B on the engine No. 1 rings first the bell C on the
engine No. 2 and then the current passing through the middle bar c rings the bell C
of its own (No. 1) engine. This condition of things continues until the trains have
approached so near that the left hand brush E of engine No. 1 is on the same
uninterrupted piece of outside bar b as the right hand brush G of engine No. 2 while
the left hand brush E of engine No. 2 is on the same uninterrupted piece of outside
bar d as the right hand brush G of engine No. 1. As soon as this occurs both
batteries B, B, go to work to ring both bells C C.
Supposing it were determined to make the interruptions in each of the outside
bars b d say a mile apart,-the interruptions as already stated being interspaced,―
there would remain half a mile from the interruption in one outside bar & to the
nearest interruption in the other outside bar d.
Under this condition of things information might be given by one of the engines to
the other at a maximum distance of one mile. This would occur (see Figure 2) when
the front brushes of each engine pass one of two successive interruptions in the same
bar at the same moment. The minimum distance at which this occurs would be when
the front brushes of one engine have just passed one of the interruptions of one of the
outside bars and the front brushes of the other engine have just passed the nearest
interruption of the other outside bar. In this case, and with the interruptions arranged
as stated the warning would be given when the engines were half a mile apart.
Should it happen that other engines are upon the same line when two engines have
approached so near together that they are electrically connected, the former distant
engines will also receive a signal by part of the current passing through the central
conductor c and the main rails A A, even if they should not be so near to the latter
two engines that only one interruption is left in the conductors bor d between such
engines and themselves.
With respect to cases "B" and "C," namely
:-
(B) That of a stationary train being approached by one moving from either direction
towards it, and
(C) That of a train approaching too near a stationary train :-
It will be seen that these are merely phases of case "A" and need no further
observations than this:-that as cases "B" and "C" assume one of the engines to be
stationary it follows that although the distances at which the warning will be given
remains the same as in case" A," the time available for stopping the moving train will
ordinarily be increased.
It will have been observed that no use has as yet been suggested for the cables ff
which connect diagonally the two outer electrical conducting bars b and d the fact
being that these cables do not come into operation at all in cases "A" "B" and "C,"
but they play an important part in cases "D" and "E" for in these instances both
engines No. 1 and No. 2 having their front or smoke box ends pointing in the same
direction, it follows that the batteries B B are on one and the same side in the two
engines, viz.: (see Figure 3) on the right hand, or d side and that the bells C C are
on the one and the same side in both engines, viz., on the left hand, or b side-a con-
dition in which the desired end would not be attained were it not for the employment

page_text: of the diagonal cables ff conveying the current from the right bar d to the left
bar b, or vice versa if both trains are travelling in the other direction, i.e. always
beginning with that bar which is on the right band side in relation to the movement
of the two engines.
"
So soon as the front brushes of that which we will call the ". overtaking"
engine (No. 1) have passed an interruption on the right hand electric bar d and those
of the engine (No. 2) which is being overtaken. are anywhere between the second
and third interruptions on the left hand bar b the battery B of the "overtaking
engine sends its current along the right hand bar d and through the next diagonal
cable to the left hand bar 6 on which is the bell brush E of (No. 2) the engine
that is being overtaken, and thereupon the bell of No. 2 is rung by a portion of
the current while the other portion of the current passes to the middle continuous
bar c and back through this to the brush F and bell Ċ of the overtaking engine No. 1
and thus both bells are set in action. As shewn the electrical current acts thus at a
greater distance than if the trains were coming from opposite directions.
This precaution is used because trains which are preceding or following one another
or which may be standing on the same line especially goods trains may be very long
and as the apparatus is only fixed in the engines it might happen that the engine of
the second train might come in collision with the last carriage of the train in front
before it could be brought to a standstill.
This arrangement enables us also to couple two engines together as is frequently
done in express trains.
If however it is desired to reduce the distance at which the signals are given in the
case of one engine following another (in the same direction) the modification shewn in
Figure IV is used. In this the sections into which the interrupted conductors b
and d are divided are not of equal length but long and short bars follow alternately.
The short bars e e¹ of the outer conductors need only be very short indeed and are
placed so that those of one outer conductor are just opposite the centre of the long
bars ee of the other outer conductor. By this means the distance at which the bells
sound when one engine is following another is reduced in the proportion of 5 to 3 as
compared with the original arrangement as shewn in Figure III, additional cables f¹
being however required in this case. The operation in the case of two trains meeting
remains unaltered. With the mile apart interruptions before suggested the distance
from e to e in either conductor would be under this new modification one mile plus
2 lengths of short bars and thus from e¹ in one conductor to the nearest interruption e
in the other conductor would always represent half a mile.
Case "E," it will be seen, is a mere phase of case "D" and need not be further
considered.
Where engines are meeting (cases "A" "B" and "C") and also where one
engine is overtaking another (cases "D" and "E") it will be remembered that the
current passes through the middle electric conducting bar c which bar has no inter-
ruptions, but
continuous from station to station. By its means, therefore electrical
communication for instance telegraphic or telephonic is possible from station to station
and moreover the engines are put into communication with the stations giving
warning there whenever engines are coming too near each other and also, by ordinary
telegraphic or telephonic apparatus the station masters can communicate from their
stations to the engines, and the driver of the one engine can communicate with the
driver of the other engine or with the station masters.
This power of communication is to be employed to enable the drivers of the engines
to communicate with each other after the automatical signal has been given and thus
to obtain knowledge of the whereabouts of each other's engine.
For these purposes the conducting wires g on the stations or on the engines
respectively, which are permanently connected or in metallic contact with, the central
conductor c may be switched on to the pole 1 of the batteries and a telephone or
ordinary telegraphing instrument may be inserted at the same time, thus the current
power of the several batteries becomes connected and each can easily communicate
with the others. Furthermore any gang of platelayers may be provided with a small

page_text: portable battery and telegraphic or telephonic apparatus, enabling them to communicate
from any part of the permanent way with the stations or trains.
Figure 1 represents the connection which is to be made if station "1" wishes
to give a signal to a train in motion or to speak to station "2." To do this the
insulating wire g which is otherwise always connected with the binding screw of the
bell C is switched on at station "1" to the positive pole l' of the battery B. As
the negative pole h¹ of the battery is permanently in connection with the main
rails A A by the connecting wire a and as also the binding screw h of the bell Cat
station "2" has the same connection, the electrical current proceeds from 1 of
station "1" through gc to g
1 of station "2" and from h¹ of station "1" through
a A to a h of station "2."
Thus the circuit is completed and the aların C in station "2" will be rung.
Should there be an engine on the same line it also receives the signal through the
conductor c and its further connection with the engine bell and through the main
rails A A.
Signals may be received not only by the engines but also by any other part of the
train by an additional ordinary electrical alarni. One end of the coil of this alarm is
in contact with the midille conductor c the other end of the coil with the main rails.
In a similar way signals may be given from any part of the train to either the
engine driver or the guard by means of a separate battery carried by the train and
push buttons in the various compartments.
Should any loose carriages be standing or have broken down on the permanent way
so that they cannot be removed quickly enough to clear the line for an approaching
train, an iron or other metallic bar or rod may be placed across the three metallic
conductors c and d in front of or behind the wheels, thereby connecting the three
conductors. If a train should approach from either side, the apparatus would act in
the same way as in the case of dead sidings as hereinafter described, i.e. the current
from any approaching engine would pass from the one outer conductor to the other
(through the bar) and back to its own bell, and through the middle conductor c to the
stations on either side. This arrangement has however the disadvantage that it is not
automatical. To make it so we propose the following modification as illustrated in
Figures V, V, and VI, Figures V and VI shewing a side view and Figure Vs an
end view f a truck. Such carriages or trucks, for which it is deemed advisable, are
be fitted with three brushes or rollers of the kind already described.
These brushes E F G are insulated from the body of the truck N, but not from each
Either
other and are fixed upon a transverse shaft H turning in bearings at its ends.
by their own weight or by additional weights J these brushes are brought down into
contact with the conductors b cd, when the catch K acting upon a lever on the shaft H
is released as shewn in Figure V.
This catch K is connected with the cord or chain M which runs underneath the
carriages or trucks. When coupled the cord or chain M hangs somewhat loose, the
brushes being held by the catch K in a position at some distance above the conductors
as shewn in Figure VI. Immediately a coupling breaks, however, the cord M is
pulled and withdraws the catch K. The brushes thereby drop into the position shewn
in Figure V and Va, so that they are in contact with the three conductors and close
the circuit for the battery of any engine within reach. It will be seen therefore that
this applies not only to any approaching engine but also-and this is of great
importance to the engine of the train from which such carriage breaks loose. The
driver is therefore immediately warned when any part of his train becomes accidentally
uncoupled.
The coupling must be so arranged that when any of the carriages become detached
all the carriage brushes of the particular train drop. Thus both the driver of the
engine and the station masters are instantly advised of the incident.
Figure VII shews the diagram of a truck N standing on the permanent way and
being approached by engine "No. 1" from the front and by engine "No. 2" from
behind. The current passes from the battery brush G of engine "No. 1" along the
conductor d across the diagonal cable f along the conductor b into the truck brush G¹
B

page_text: through the connection made by cross beam H to central truck brush F¹ along con-
ductor e to bell brush F of engine "No. 1" and there gives the alarm, while part of
the current passes along the conductor c to the stations at either end.
The same action takes place when engine "No. 2" comes too near the truck N
with the only difference that the current enters first the truck brush E' then passes
through the connection made by the beam H to the central brush F¹ and then to the
bell brush F and the alarm C of engine "No. 2" in the same way as before.
Our improved apparatus acts automatically whenever two engines meet or one is
following the other and whether one or both engines travel tender first or smokebox
first. The only difference would consist in the distance at which the signals are given
and received.
The case may occur that a locomotive engine runs tender first towards an obstruction
other than an ordinary engine (such as loose carriages or "shunting" engines which
do not carry the battery B). Such an obstruction may just occur close to the far side
of an interruption e on the outer conductor which is the left hand one with regard to
the direction of the approaching engine. Owing to the cables f going from right to
left, this would allow the engine to run into the obstruction without any warning at
all being given.
•
This possibility is easily and completely obviated by introducing a current reverser
("commutator") in such a manner that whichever way the engine travels the right
hand brush is always in direct connection with the battery B and the left hand brush
with the bell C, right and left being understood to relate to the direction in which the
engine is running.
The commutator so arranged as to act quite automatically without any interference
on the part of the driver (who is therefore debarred from making any mistakes) may
be put into action by the forward and backward movement either of the axle and
wheels or of the reversing lever.
As shunting engines are continually moving forward and backwards and as they
frequently come very near to the ordinary train-engines, great inconvenience would
result if in every such case the train engines and the station masters were to be
disturbed. All that is needed is that the drivers of the shunting engines alone should
receive the warning. We therefore propose the following modification:--
As shewn in Figures VIII and IX, at shunting engine O we connect the brush E as
in all other engines with the electrical bell or other signalling device (but instead of
connecting the brush G with the battery as described before, we simply connect it
with another electrical bell or signalling device P insulated from while the other
binding screws of both C and P are in metallic connection with the main rails A A.
Figure VIII shews the circuit when the shunting engine O is approached by the
train-engine "No. 1" from the front and by the train-engine "No. 2" from behind,
both 1 and 2 running smoke box first. The electric current acts as in the case of one
engine following another as described before under cases D and E with the difference
only that the whole current from battery B of engine "No. 1" after having entered
the bell brush G of the shunting engine ( proceeds direct through the bell P to the
main rails, instead of being split in two as in the cases named D and E and described
before. Thus the bell P alone will be sounded and the driver of the engine ‣ knows
that there is danger ahead. The case is similar when engine "No. 2" comes too
near, the current entering the bell brush E of the shunting engine O and setting
the bell C in motion. Thus the driver of the shunting engine again receives
alone the signal and hearing the bell sounding knows that danger threatens
him from the opposite direction to that described when P is ringing. Figure IX
shews similar conditions to Figure VIII with the exception that the engines "No. 1"
and "2" are travelling backwards. The commutator of each of the two
engines I and 2 has come into play and brush G previously connected with the
battery B is now connected with the bell Cand the brush E previously connected with
the bell C is now connected with the battery B in both engines " No. 1 " and No. "2"
while the connection of the centre brush E with the bell remains unaltered. Thus
the batteries send the current in both cases through the brushes E and the effect

page_text: will be the same as shewn in Figure VIII. In order to enable shunting engines to
receive signals from the stations or from any other place from which an electric
current is sent (passing along the central conductor c) we connect the central brush F
of the shunting engine with a separate bell or other signalling device Q the other
binding screw of which is in metallic connection with the engine and thereby with
the main rails. And if it is wished that the shunting engines should not only receive
signals but should have the power to give them, we provide a separate battery R
which may be switched on to the central brush F of the shunting engine O. After
the signal has been given a telephone or an ordinary telegraphic instrument may be
inserted and communication can then take place as in the case of the ordinary
apparatus with which the train engines are fitted as already described. The apparatus
as described for the shunting engines is likewise useful for the testing of the proper
insulation and connection of the outer conductors and diagonal cables. If we fit
the same apparatus say to a trolly travelling in the same direction as the shunting
engine shewn in Figure VIII and if it be followed at a proper distance by an
ordinary engine as shewn in the same Figure VIII by engine "No. 2" then if all
the connections of the conductors of the line (with the exception of the central con-
ductor c) are in proper order the alarm or other signalling device (or preferably for
this purpose a galvanometer) (must be continually in action and will only cease to
be so if there is anywhere an interruption of the connections. The central conductor c
can easily be tested by one station ringing up the other at the other end of the section.
By a simple arrangement the electric conducting bars at junctions or points or else-
where can be made to move in accordance with the points in such a way that the
current is sent in the direction in which the points are open and by which also, when
these bars are inoved, from being set say for the main line, to being set say for the
branch, and thus the main line being closed a direct communication will be established
between the right and the left hand electric bars d and on the portion of the line
beyond the junction, so as to cause the bell of an approaching engine to be set in
operation by its own battery B as soon as it is within the desired distance from the
junction and thus to prevent an engine from running into the locked points of the
main line. By the proper connection of the moveable points and of the moveable
contact pieces of the electric conducting bars with one or more galvanometers placed
in the signal boxes or elsewhere, the pointsman will receive an optical signal from
the approaching train indicating for what line the points are open. Thus the points-
man will have ample time to shift the points before the arrival of the engine if the
galvanometer should shew that the points are set for the wrong line
The engine
need not therefore enter into the wrong section at all, and blockage of traffic would
be avoided. Of course this arrangement is quite optional, because, even if the engine
were to run into the wrong line, its alarm would be sounded, if it should meet any
obstruction on its way.
At dead sidings the conductor b is always connected with d so that in case the
pointsman should have sent by mistake the train into such siding and immediately on
its passing the last interruption e the electrical current passes from the battery B of
the approaching engine through its brush G through the right hand conductor and
through its connection to the left hand one and through the brush E to the bell C of
its own engine and so gives the alarm.
To avoid the overrunning of platforms or the running into the buffers at terminus
stations as shewn in Figures XI and XII we provide the same arrangement as for
dead sidings taking care to place the last interruption e at such a distance from the
platform that when a train is pulled up at the former it is brought to a standstill on
the platform having regard to the highest speed employed on such particular line and
the stopping power of the brakes used. As it is however undesirable to alarm the
whole line whenever a train is coming in, the central conductor c is placed under-
ground in all stations, and just outside the stations, the underground portion extending
from a point opposite the last interruption e to the dead end. At stations which are
sometimes stopping stations, sometimes not, the above named connection between the
two outer conductors may be made to move at will.

page_text: In the application of our system to gates at level crossings drawbridges or swing-
bridges an insulated bar may be provided at both ends of the bridges etc. which when
the bridge is opened establishes a connection between the three condutors b c and d
thereby stopping any approaching train in the same way as in the case of dead sidings.
When the bridge is closed the driver will receive no signal, the train however will
signal its own approach to the bridge-attendant by the application of the molification
described below for level crossings (Figure X).
If it is wished that the trains should signal automatically their own approach to the
pointsman or to the person in charge of drawbridges and level crossings, one of the
main rails A is connected by an insulated wire to one binding screw of an electrical
alarm or other signalling device, while the other binding screw is connected with the
intervention of a suitable resistance coil to one of the "outer" conductors say b.
The other outer" conductor d may be connected in the same way with a second
alarm (placed on the other side of the permanent way) and through it with the main
rail A nearest to it.
This system however has the inconvenience that it is impossible to know exactly
from which side a train is coming and that either the one or the other alarm may still
be sounded for some time after the train has passed the level crossing. To obviate
both these objections we use the modification illustrated in Figure X.
We provide
two separate conductors o and of which o is placed close to the conductor b either
between this latter and the main rail A or between the conductors b and c. At the
other side of the permanent way we provide another conductor p placed in a corre-
sponding position to that is to say, on either the one or the other side of d. These
special conductors o and p are placed so close to, but insulated from, the ordinary
conductors and d that the battery brushes G of the approaching trains touch both
o and b, and p and d respectively. The bars o and p may be of any desired length
according to the length of time at which the ringing of the alarms is to be maintained.
On the one side of the level crossing L L we place an alarmı $ one binding screw of
which is connected with the conductor o with the intervention of a suitable resistance
coil n and the other binding screw of which is connected with the main rail A. At
the opposite side of the level crossing we place another alarm Tone binding screw of
which is connected by the resistance coil n with the additional conductor p and the
other with the main rail A. Thus the alarm T will be sounded during the passage of
engine "No. 1" over the conductor p and the alarm S will be sounded during the
passage of the battery brush G of train "No. 2" over the conductor o.
If a dynamo machine be used on the engines it may serve to send a current ahead
along the right band conductor in the same way as in the case of the train signalling
its own approach at level crossings and this current may be used to light up by
electricity additional lamps attached to the semaphores after nightfall to make it easier
for the driver to see the signals.
As shewn in Figures XI and XII, in the terminus stations the conductors b c d are
placed underground so that one train may be shunted in front of another without any
signals being given. If the usual diagonal cables f were placed in the usual way the
result would be that, as shewn in Figure XII an engine "No. 2" standing just
outside the station would send a warning a very long way ahead. To avoid this
inconvenience we leave the ordinary diagonal cables fout at the last few interruptions e
of the conductors 6 and d. With this modification (as shewn in Figure X1) the
engine "No. 1" approaching the station would receive a warning from engine "No. 2"
standing just outside the station directly it has passed the last interruption e in the
left conductor while if engine "No. 2 was not in the way, engine "No. 1" would
only receive the usual warning for pulling up after it has passed the last interruption e
in the right conductor d. In order to prevent an inconveniently long warning being
sent ahead by trains just outside (either standing or moving from) the stations, we
provide as shewn in Figures XI and XII similar additional conductors o and pas
described in the case of level crossings. We interrupt these at suitable intervals g
and connect them by diagonal insulated cables r in the same manner as that in which
the principal conductors b and d are connected by the diagonal cables f. With a

page_text: mile apart interruption from e to e in one of the main conductors and d as suggested,
we propose to make the interruptions qg in either of the additional conductors o and p
a third or a quarter of a mile apart. A separate supplementary central conducting
bars has also to be provided. Figure XII shews the same modification and illustrates
the case of engine "No. 2" just leaving the station when engine "No. 3" is less
than two sections 9 9 ahead of it. The battery brush G of engine "No. 2" touching
simultaneously the conductor o and the conductor b will thus send a current along the
diagonal connection and through the additional conductor p into the bell brush E of
the preceding engine "No. 3" and as shewn before the bells CC in both engines 2
and 3 will be sounded.
In some cases if it is not desired that the cables ff which connect diagonally the
two outer conductors 6 and d should begin with the right hand side conductor and
connect it with the left one, but where the arrangement is preferred that immediately
preceding each interruption e in the left hand bar 6 there should be connected an
insulated cable f.which extends as far as and is connected to the right hand bar d just
beyond the succeeding interruption, care must be taken to connect on such a line the
left brush or contact roller with the battery instead of the right one as before, and the
right one with the bell instead of the left one as before, as otherwise the apparatus
would not act in every contingency.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. The combination of the alternately interrupted conductors 6 and d and the
continuous conductor e with the electrical batteries or generating apparatus B,
signalling devices C, conducting brushes or contact rollers E F G, insulated
conducting wires i gk and resistance devices n, all arranged and operating
substantially as set forth and shewn.
2. In combination with the alternately interrupted conductors and d and the
continuous conductor c the diagonal insulated conducting wires or cables f connected
to a point behind one interruption e in one conductor bor d, and to a point beyond
the following nearest interruption e in the other conductor d or b, extending from
connecting point to connecting point and crossing the central conductor c but having
no connection with it, and arranged in such a way that one uninterrupted length in
the one outer conductor is connected to the following uninterrupted length in the
other outer conductor, all substantially as and for the purposes set forth and shewn.
3. The alternate long and short sections of the interrupted conductors and d in
combination with the corresponding diagonal conducting wires or cables ff' and
continuous conductor c substantially as and for the purpose set forth and shewn in
Figure IV.
4. In combination with the interrupted conductors b and d, continuous conductor c,
diagonal insulated conducting wires or cables for ff, interruptions e e or e e¹, main
rails A A and engines provided with electrical batteries or generating apparatus B,
signalling devices C, conducting brushes or contact rollers E F G, insulated conducting
wires i gk, and resistances n, the signal stations on the line, provided with batteries
or electrical generating apparatus B, signalling devices C, and insulated conducting
wires g connected with the continuous conductor c and insulated conducting wires a
connected with the main rails A A substantially as and for the purposes set forth
and shewn.
5. The combination of the general arrangement of apparatus for automatic electric
signalling on railways, herein before described and claimed, with the point levers and
galvanometers, at or near junctions or crossing points, substantially as described.
6. The combination of the general apparatus described in claims 1 to 4 with cross
bars or rods connecting when required the two outer conductors, substantially as and
for the purposes set forth.
7. The combination of the additional conductors o and p with the general apparatus

page_text: described and claimed in claims to 4 substantially as and for the purpose set forth
and shewn in Figure X.
and
8. The combination of the additional conductors 0, p and s interruptions
diagonal insulated conducting wires or cables with the general apparatus described
and claimed in claims 1 to 4 substantially as and for the purpose set forth and shewn
in Figures XI and XII.
9. The apparatus on carriages or trucks substantially as and for the purpose set
forth and shewn in Figures V, V, VI, and VII.
10. The modification of apparatus on shunting engines substantially as and for the
purpose set forth and shewn in Figures VIII and IX.
Doted this and dow of Ann 1900
EDWARDS & Co.,
35, Southampton Buildings, Chancery Lane, London,
Agents for the Applicants.
EDWARDS & Co.,
35, Southampton Buildings, Chancery Lane, London,
Agents for the Applicants.