Signal Apparatus for Railway Trains.
Year: 1891

page_text: Date of Application, 24th Mar., 1891-Accepted, 9th May, 1891
COMPLETE SPECIFICATION.
Electric Signal Apparatus for Railway Trains.
I, EDWIN DAVID GRAFF, of No. 48 West 83rd Street, New York City, in the
County of New York, and State of New York, U.S.A., Inventor, do hereby
declare the nature of my invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:-
My invention relates, first, to means for electrically signaling between two
approaching trains on the same track; secondly, to means for signaling an
approaching train when the train immediately preceding it on the same track
has stopped or for any other reason has failed to pass out of a prescribed block
or predetermined section; and thirdly, to means or mechanism whereby the
signaling devices are regulated or controlled so as to be operable to give the
desired notice to the engineers of approaching trains and to the engineer of a train
which may come within a block or section of the track before a preceding train
has passed out therefrom.
To these main ends, my invention consists in the means or mechanisms and
features of construction and combinations of devices hereinafter more fully
described and particularly pointed out in the appended claims.
In the accompanying drawings-
Figure 1 represents a plan view, partly in section, of a system or apparatus for
signaling between trains and embodying some of my improvements.
Figure 2 is a similar view showing the working parts in different positions.
Figure 3 is a front sectional view of a locomotive in action with the cow-catcher
partly broken away to more clearly show the hell circuit.
Figure 4 is a top plan view of the cover of the switch portion of one of the
track-instrument boxes, enlarged, and showing also the line-conductors.
Figure 5 is a vertical detail section enlarged, taken at the line r, r, of Figure 1.
Figure 6 is an enlarged plan view, partly in section, to show more clearly
the construction and operation of the switch and track-instruments shown at
Figures 1 and 2.
Figure 7 is a vertical section taken at the line w, w, of Figure 6.
Figure S is a similar section taken at the line,, of Figure 6.
Figure 9 is a vertical section to show the action of the rock-shaft attachments.
Figure 10 is a detailed section taken at the line y, y, of Figure 8, omitting the
spiral springs.
Figure 11 is an enlarged detail view, to show the winding of the magnet of the
track-instrument shown at Figure 6.
Figure 12 is a diagramatical view, to show the mode of signaling between two
trains approaching each other.
Figure 13 is a similar view, to show the mode of signaling the engineer of a
train about to enter a block or section before the train immediately preceding
it has passed out from the same.
Figure 14 is an enlarged plan view partly in section, showing a modification of
the apparatus illustrated more particularly at Figure 6.
Figure 15 is an enlarged detail view, to show the means employed at
Figure 14 for locking the electric-switch after the passage of a train until such
train shall have released the same electrically on its passage into a new block
or section.
Figure 16 is a plan view, partly in section, showing a further modification of the
invention for use particularly on double track roads, for the purpose of signaling

page_text: WQ trains on the same track, moving in the same direction WILDM
dangerous proximity to each other.
Figure 17 is a diagramatical view illustrating a further modification of my
invention, wherein one of the tracks of the railway is employed as a conductor
in the electric bell-circuit, and wherein the devices are arranged to signal the
engineer of a train approaching one still within a block or section such train is
about to enter.
Figure 18 is a similar view illustrating a further modification wherein the tracks
are used as conductors, and wherein provision is made for signaling the engineers of
two approaching trains upon the same track.
Figure 19 is a plan view illustrating a means whereby a train passing from
the main line onto a switch or siding may automatically set the electric-switch
so as to prevent any alarm signal being given to the train immediately following
when it enters the block or section which the first mentioned train switched
off from.
Figure 20 is a vertical section taken at the line,, at Figures 6 and 14.
I shall first describe my improvements with reference to Figures 1 to 13 of the
drawings inclusive, in which views the numeral 1 designates the locomotive, 2 the
railway track or rails, 3 the cross-ties, 4 the electric switch-box or compartment,
and 5 the track-instrument box or compartment.
Lengthwise of the road, suitably secured upon supports 6 mounted on the
cross-tics at intervals, are two parallel wires, rods or conductors, 7 and 8, which
are preferably arranged midway between the two rails of the track and which
extend the entire length of the same.
At the front of the locomotive, preferably, are arranged two metallic rollers,
9 and 10, which are mounted on suitable supports or brackets 11, provided with
vertical stems, 12 and 13, fitted to have a slight up and down movement in a
supporting frame 14, and provided with spiral springs 15, for the purpose of
keeping said rollers or wheels in electrical contact with the parallel rods or
conductors 7 and 8.
To the upper end of the stem 12 is connected one end of an insulated wire 16,
which runs to the positive pole of an electric battery 17, located upon the
locomotive, preferably, within the engineer's cab; and to the upper end of the
stem 13 is connected one end of an insulated wire 18, which passes through an
electric bell 19, and runs thence to the negative pole of said battery. The stems 12
aud 13 are insulated from the frame 14, so as to prevent any short-circuiting of the
current therethrough.
At suitable intervals along the track and preferably between the rails, the
electric switch-boxes 4 are arranged. Those portions of the road between any
two succeeding boxes constitute cach a block or section which may extend in
length a mile, more or less. Within each switch-box or compartiment 4 is
arranged a metallic rod which connects with and is practically a continuation of
the conductor 7, and which is provided with two contacts, 20 and 21. Within
each switch-box or compartment 4 is also arranged two switches, 22 and 23,
pivoted respectively at 24 and 25 to metallic portions 26, which connect with
and form continuations of the conductor 8. Normally the free ends of the
switches 22 and 23 rest, respectively, upon contacts 27 and 28, which are connected
together by a metallic section 29.
At 30 and 31, respectively, are pivoted the inner ends of two parallel sliding
rods, 32 and 33, which extend transversely outside of the compartment 4, beneath
the rail 2, and into the track-instrument compartment 5. The rod 32 within the
compartment has rigidly secured to it a bracket 34, which is provided at its
inner end with an anti-friction roller 35, that is adapted to ride upon an inclined
bar 36, on one end of a cross-bar 37, the opposite end of which is provided with a
similar inclined bar 38, upon which rides an anti-friction roller 39, mounted in a
bracket 40, fast on the rod 33. The rods 32 and 33 are headed at their inner ends
and are connected together by a cross-bar 41 in a manner to permit said bar

page_text: to slide upon either one of said rods as the other one is moved outwardly, to move
either of the switches 22 and 23.
The cross-bar 37 is mounted on the inner end of a rock-shaft 42, which
extends exteriorily of the box 5, out under the track 2, and preferably terminates
at the inner side of the rail, where it is provided with a vertical arm or crank, 43,
arranged to be struck by the flange of the foremost wheel of the locomotive
and turned down so as to rock said shaft and partially rotate or tilt the cross-
bar 37. The latter is provided on each side of the centre line of the rock-shaft 42
with a spiral spring 44, the lower end of which is fastened to the bottom of
the box 5, and said cross-rod 37 is also provided near each end with catches 45,
which are adapted to engage with the cross-bar 41, on its upper and lower
sides, when the trip-arm 43 has been turned down by the passing train, and
the rod 41 fed or moved forward by the action of the inclined arm 36 and the
roller 35.
It will be understood that when the trip-arm 43 is moved in the direction
of the arrow at Figure 5, one side of the cross-rod 37 is raised and the other
side depressed the side which is raised carries the inclined arm 36, and its upward
movement against the roller 35 operates to force the latter forward toward the
track and to carry therewith the sliding-rod 32, which in turn operates to throw
the switch 22 from the contact 27 to the contact 20, and to pull forward at the
same time the cross-rod 41 until the latter shall have been caught above and
below by the retaining-catches 45.
When the inclined arm 36 is elevated, to force the rod 32 forward, it will
be understood that the spring 44 nearest the rod 32 is distended, and the opposite
spring is depressed; also, that the inclined arm 38 is moved down out of contact
with the roller 39, so as to avoid any forward feed of the rod 33, and any movement
of the switch 23, at the same time permitting the opposite end of the cross-bar 41
to slide freely along the rod 33, as the rod 32 is drawn out.
Connected to the cross-bar 41, at about its middle, is a sliding rod 46,
upon which is secured an armature 47, within the influence of an electro-
magnet 48, which, by wires 49 and 50, connects with the positive wire 51 of
a battery 52, which may be located at any point or points along the line of
the road.
From the other pole of said battery, the negative wire 53 extends, and is
connected with the track-instruments by a wire 54, which terminates in a binding-
post 55, which is electrically connected with a bent or twisted contact-piece
or arm 56 on the lower end of a support 57, depending from the rock-shaft 42.
58 and 59 are metallic pins or contact-pieces provided respectively with insulated
portions 60 and 61. (see Fig. 10). The lower portion of the bent, angularly-
arranged arm 56 is adapted to .contact with the metallic portions 58 and 59,
according as the rock-shaft 42 is turned, and to also contact with insulated
portions 60 and 61 on the return movements of said arm 56.
From the pin 58 a wire 62 extends back to the preceding track-instrument and
connects with the electro-magnet 48 and wire 49 thereat. From the pin 59 a
wire 63 extends forward to the next succeeding track-instrument and connects with
the electro-magnet 48 and wire 50 thereat.
When the trip-arm has been depressed in the direction of the arrow and the
cross-bar drawn forward with the rod 32, the armature 47 is pulled away from its
magnet, and at the same time, by the movement of the rock-shaft 42, a contact is
made between the arm 56 and the pin 58, thus completing an electric circuit which
operates upon the track-instrument immediately preceding the one at which the
locomotive is at the time the contact is made, for the purpose of restoring the
switch 22 at said track-instrument to its normal position.
By reference to Figure 2 of the drawings, it will be observed that the current
passes from one pole of the battery along the wires 53 and 54, through the
arın 56 and pin 58, along the wire 62 to the electro-magnet 48, on the left-hand
side of the figure, along the wire 49 to the wire 51 and thence to the other pole

page_text: of the battery. During the passage of the current through the magnet 48 the
armature 47 is attracted, and by its movement the cross-bar 41 is retracted against
the frictional grip of the catches 45, and as soon as released therefrom, the
spring 44, which was distended, operates to return or rock the shaft 42 in the
opposite direction, and thus raise the trip-arm 43 to its normal vertical position,
and it also operates to cause the rod 32 and the arm 56 to return to their normal
positions, and bring back the switch 22 against the contact 27.
When the switch has been shifted from the contact 27 to that marked 20, by
the action of the locomotive in moving in the direction of the arrows at Figures 2
and 13, the bell of the train immediately following will be rung when the locomotive
reaches the block or section of which switch 22 forms the termination, thus
warning the engineer that the train ahead is near at hand, or has not yet
passed out of the next block ahead. As soon as the last mentioned train
reaches the next trip-arm 43 and moves it, the switch 22, just described, is, by
the means hereinbefore referred to, vibrated back to its first position, thus
breaking the circuit of the following locomotive and causing its bell to cease
ringing, to give the engineer notice that he may safely proceed on to the next
block or section.
The bell-circuit, it will be understood, extends from one pole of the battery 17,
in the cab of the locomotive, by the wire 16, stem 12 and roller 9, to the
conductor 7, contact 20, switch 22, conductor 8, roller 10, stem 11, wire 18 and
through the bell 19 to the other pole of the battery.
When the switch 22 is returned to the contact 27, it will be seen that the
circuit can never be completed, and hence that no alarm can be sounded in the
locomotive cab.
The positive pole of the battery in the cab is arranged on the right-hand side
always, and the negative on the left, so that the system may be operative for
signaling the engineers of two trains which are approaching each other when
on adjacent blocks, or when on the same block they are in dangerous proximity to
-each other.
Referring to Figure 12 of the drawings, it will be observed that two locomotives
are drawn in dotted lines as approaching each other. With the poles of the
batteries arranged as above described, it will be readily seen that the bell 19 in
each cab will be rung in such a contingency. The current passes from the positive
pole on the right-hand side of the locomotive A, down through the described
connections to the rod or conductor 7, along the same to the roller 10, of the
locomotive B, up through its connections to and through the bell to the negative
pole of its battery, and from the positive pole thereof on its right down through
the described connections to the rod 8, along the same to the roller 10 of the
locomotive A, up through the described connections to and through the bell 19, to
the negative pole of its battery.
It will be understood, of course, that, if the approaching trains are on opposite
sides of switches 22 and 23 as represented at Figure 12, the switches being in their
normal positions as shown, the current will pass along the wire 7, past the
contacts 20 and 21, and in returning will pass along the conductor 8, and over the
parts 26, 23, 28, 29, 27, 22 and 26, as shown more particularly at Figure 1.
The system represented by Figures 1 to 13, inclusive, is intended particularly
for single track roads, and is therefore duplex in its nature, being capable of
operation in either direction of movement of the trains.
I have thus far described the switch portion of the system when trains are
supposed to be running in the direction of the large arrows at Figures 1 and 2.
When trains are running in the opposite direction, the switches 23 are
each operated by the sliding rod 33, inclined arm 38, roller 39, cross-bar 37,
rock-shaft 42, trip-arm 43, and these switches are each returned to their normal
position by means of the coiled spring 44, nearest the inclined arm 38, when
the cross-bar 41 is released from the catches 45 by the return of the armature 47,
under the influence of the magnet 48, which is energized by reason of the contact

page_text: between the arm or projection 56 and the pin 59, thus establishing a circuit from
one pole of the battery 52, along the wires 53, 54 and 63, through the magnet 48,
along the wires 50 and 51, to the other pole of the battery; it being understood in
this case that the trip-arm 43 and the rock-shaft are vibrated in the opposite direction,
and that electrical contact is made on the opposite side of the arm 56 and with
the pin 59.
The arm 56 is made flexible or springy and, when vibrated through the medium
of the rock-shaft 42, makes a sliding or brushing contact with the metallic
portions 58 or 59, and then passes by or beyond said pins. On the return
movement of said arm it passes along in contact with the insulated portions 60 or 61,
and on the opposite sides of said pins, so as to avoid any contact with the metallic
portions 58 or 59.
This movement of the arm 56 to contact with the metallic portions 58 or 59
when vibrated in one direction, and to contact with the insulated portions 60 or 61
during the return stroke, is rendered possible by reason of the bent or twisted
condition of the lower end of said arin, which it will be understood swings in a
vertical plane with the axis of the rock shaft 42 for its centre. By this construction
the arm 56 on its return stroke can never make an electrical contact and hence
permit of the energizing of any of the preceding magnets 48. I am thus enabled
to prevent the return of any of the preceding switches accidentally or at improper
times, which might occur if said arm were permitted to make an electrical contact
on its return movement.
Referring to Figures 14 and 15 of the drawings, it will be observed that I have
provided a differently constructed means for operating the switches 22 and 23,
and for retaining or locking the rock-shaft 42, when said switches have been
moved over to their respective contacts 20 and 21. At the inner end of the
rock-shaft is mounted a disc 64, having two shoulders, 65 and 66, adapted to
be engaged respectively by two hooked arms, 67 and 68, made integral with
pivoted armatures 69 and 70, for which are provided respectively electro-
magnets 71 and 72.
From one coil of the magnet, 71, the wire 63 extends out through the box 5,
and connects with the pin or contact 59 of the preceding track-instrument, and
from the other coil of said magnet extends a wire, 49, to the positive wire 51
of the battery 52. From one coil of the electro-magnet 72 extends a wire 62,
which connects with the pin or contact 58 of a similar succeeding track-instrument,
and from the other coil of said magnet extends a wire 50, which connects with
the main line positive wire 51 of the battery 52. From the negative wire 53
of the battery 52, a wire 54 extends into the box, to the binding post 55,
which, through the support 57, is in electrical connection with the arm 56 on
the rock-shaft 42.
On the inner end of the rock-shaft 42 is a vertical arm or projection 73, to
which is pivoted loosely at 74 a cross-bar 75, having at one end a slot 76, and
at the other end a slot 77. In the slot 76 is inserted a pin 78, on one end of a
bell-crank 79, which is pivoted at 80, and whose other end is jointed to the sliding
rod 32, which latter is provided with a returning-spring 81, and connected as before
with the switch 22.
In the slot 77 is inserted a pin 82, on one end of a bell-crank 83, pivoted at 84,
and jointed at its other end to the sliding rod 33, having a returning-spring 85, and
connected to the switch 23. On the rods 32 and 33 are provided stops 86, which
abut against the bearings 87 of said rods, to limit the return movements of said rods
under the influence of their retracting springs.
In the operation of the apparatus shown at Figure 14 a train moving in the
direction of the large arrow thereat will operate to depress the tripping-arm 43 and
rock the shaft 42 to cause the arm 56 to contact with the pin 58, also to cause the
disc 64 to turn until the hooked arm 68 drops over and engages the shoulder 66
thereon; and also to move the cross-bar 75 towards the rod 33 so as to vibrate the
bell-crank 79 and enable it to push the rod 32 outwardly against the tension of its

page_text: spring, and thus move the point of the switch 22 from the contact 27 to that
marked 20.
By reason of the engagement of the hook 68 with the shoulder 66 of the disc 64,
the parts above referred to, it will be understood, are all locked or held in their
abnormal positions, and that by reason of the shifted position of the switch 22 the
engineer of an approaching train would be signaled and notified that the
preceding train had not yet departed from the block or section ahead;
for in this construction, as in the previous one, the switch 22 is adapted to
be restored to its normal position by the train which shifted it, when such
train reaches a new section or track-instrument, and depresses the next tripping
arm 43 thereat.
It will be observed that each track-instrument is adapted to move its switch 22,
and to assist in returning the switch 22 of the track-instrument immediately behind.
When contact is made with the pin 58 the electro-magnet 72 in the preceding
track-instrument is energized, the armature 70 attracted by the same, and the
hook 68 released from the disc 64.
When this occurs the rock-shaft, the tripping-arm, the disc, the cross-bar 75, the
bell-crank 79, the rod 32 and the switch 22 are all returned to their initial positions
by the action of the spring 81.
During the movement of the cross-bar 75 towards the rod 33, it will be under-
stood that no movement of the bell-crank 83 and rod 33 occurs, on account of the
relative positions of the pin 82 and slot 77.
When trains are running in the opposite direction, the tripping-arm 43 will be
vibrated in the opposite direction, causing the arm 56 to contact with the pin 59, the
hook 67 to engage with the shoulder 65, the bell-crank 83 to be vibrated, the
rod 33 to he moved out, and the switch 23 to be shifted from the contact 28 to
the contact 21. These parts will, of course, all be restored to their normal positions
when the train reaches the next track-instrument and the contact is made between
the parts 56 and 59.
Referring now to Figure 16 of the drawings, it will be found that the con-
struction of the apparatus is such that it is adapted for use only with trains running
in one direction, as on a double track road; and, in the arrangement and operation
of the parts, it is substantially the same as that half of the instrument shown at
Figure 14, which connects with and actuates switch 22.
Referring now to Figure 17 of the drawings, it is to be supposed that the
box 5 contains mechanism substantially like that shown in the preceding figures.
In this modification of my invention, in lieu of employing two conductors, 7
and 8, employ only one, as 8, and use the rails 2 to perform the functions of
the conductor 7. I also dispense with the roller 9, and use an uninsulated wire 16,
which is connected to some suitable portion of the locomotive, preferably the
axle, as at 88, which will enable the current to pass to the rails 2.
In order to increase the resistance of the rod or conductor 8, suitable resistance
boxes or coils, 89, are introduced, as illustrated.
In a thoroughly practical system, I conceive that it will be necessary for the
conductor or conductors to be made in the form of rails of large cross-section
or diameter in lieu of ordinary wire, for the purpose of securing the necessary
stability, durability or permanency of the system. In such a case the conductors
would be of such low resistance as that it would be almost impossible to provide
suitable or reliable or operable bell-circuits, without employing artificial resistance,
as 89.
It will be understood from what has been said of Figure 13, that in Figure 17
the bell on the locomotive A will be rung to indicate to its engineer that the
locomotive B has not yet passed off from the block or section in advance, for the
switch 22 has not been restored by said locomotive B to its normal position.
Owing to the absence in Figure 17 of the conductor 7, it is essential to employ
in each cab of the locomotive a pole-changing switch, 90, so that the roller 10 may
connect with either pole of the battery.

page_text: The current starting from the negative pole of the battery in locomotive A
passes along one arm of the pole-changer 90 along the wire 18 to the roller 10,
along the conductor 8 to the switch 22, and by the branch connection shown to
the rail 2 thence from the wheel and axle of the locomotive A to the wire 16 and
the other arm of the pole-changer and to the positive pole of said battery, thus
ringing the bell of the locomotive A and informing its engineer that there is a train
on the preceding block or section.
Referring now to Figure 18 of the drawings, the conductor 7 is dispensed
with as in Figure 17, and the view is drawn to illustrate how the bells of both
locomotives will be ring when two trains are approaching each other on the same
track.
In this modification of my invention the arrangement of the poles of the batteries,
as described in reference to Figures 12 and 13, is preserved herein; that is to say,
the positive pole is always located at the right hand side of the locomotive and the
negative on the left, no matter which way the train may be moving.
Of course, it will be understood that the negative pole may be always located on
the right and the positive on the left, if desired; but in either case it is necessary
that the batteries of all the locomotives shall be arranged alike in this respect.
In this arrangement or system all trains running in one direction, as say north,
must have the roller 10 connected with the positive pole of the battery, and all
trains running in the opposite direction, or say south, must have the roller 10
connected with the negative pole of the battery.
The locomotive A is supposed to be running northward and the locomotive B
southward the latter, it will be observed, has the poles of its battery reversely
connected from those of the former by means of the switch 90. The operation of
the construction shown at Figure 18 is substantially the same as that shown at
Figure 12.
The current starting from the negative pole of the battery of the locomotive A
passes along one of the arms of the pole-changer 90 to the wire 18 and roller 10,
thence along the conductor 8, over the switches 22 and 23 to the roller 10 of the
locomotive B, along the wire 18 thereof to one of the arms of the pole-changer 90
of said locomotive and to the positive pole of its battery. From the negative pole
of said battery the current then returns over the other arm of said pole-changer 90,
to the uninsulated wire 16, along the axle and wheel of the locomotive B to one
of the rails 2, up along the wheel and axle of the locomotive A to the uninsulated
wire 16 thereof, and from said wire through the other arm of the pole-changer to
the positive pole of the battery of locomotive A, thus effecting the ringing of the
bells in both locomotives.
Referring to Figure 19 of the drawings, the box 5 is supposed to contain
mechanism substantially like that shown at Figure 6, or at Figure 14. From the
electro-magnet in this box extend the conductors 91 and 92, the former to a
contact 93 in a box 94, arranged at a turnout or switch 95 of the railroad, and
the other to the positive pole of a battery 96 in said box. From the negative pole
of said battery a wire 97 extends to a contact 98, in said box. Playing between
said contacts 93 and 98 is a switch or arm 99 on the inner end of a rock-shaft 100,
having at its free outer end a tripping-arm 101; located close to the rail of the
siding, and adapted to be depressed by the wheel of the locomotive to complete
the circuit through the contacts 93 and 98 and switch 99, for the purpose of
restoring the switch 22 at the track-instrument box 5 to its normal position
against the contact 27, so that the bell of the train following may not be rung
when all danger is averted, and the section or block ahead is clear. As soon
as the train has passed by, the arm 101 is returned to its normal position, and
the switch 99 removed from the contact by means of a spring 102, located within
the box 94.
The covers of the boxes 4, as shown at Figures 4 and 20, are preferably provided
with supplemental conductors 7 and 8" for the wheels 9 and 10. The joints of the
several boxes are preferably made water and air tight, and the openings through

page_text: which the conductors, rods, and other parts enter, are packed for the purpose
of preventing the admission of water, and all parts are properly insulated as
required.
It will be understood, of course, that many changes in detail construction and
arrangement may be made without departing from the gist of my several
improvements.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. In a railway signal block system in which the locomotives are provided
with bell circuits, the combination of suitable conductors extending continuously
throughout the length of the block along the line of the railway, a switch forming
a part or continuation of one of said conductors, and means arranged in proximity
to one of the rails adapted to be acted upon by one of said locomotives to move
said switch to connect with the other of said conductors, so that the locomotive
following in the same direction may have its circuit completed through said con-
ductors and switch when said switch is in its abnormal or shifted position while
the bell of the locomotive which effected the movement of said switch and which
has passed to the succeeding section or block is prevented from being rung by
reason of the open condition of one of said conductors in its rear, due to the
shifting of said switch, substantially as set forth.
2. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending continuously
throughout the length of the block along the line of the railway, a switch forming
a part or continuation of one of said conductors, means arranged within proximity
to one of the rails, adapted to be acted upon by one of said locomotives to move
said switch to connect with the other of said conductors and break the continuity
of the conductor of which it forms a part, and means adapted also to be acted upon
by said locomotive to subsequently disconnect said conductors and restore the switch
to its initial position, substantially as set forth.
3. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending continuously
throughout the length of the block along the line of the railway, a series of
switches arranged at suitable intervals to divide the road into blocks or sections,
said switches forming portions or continuations of one of said conductors, means
arranged in proximity to one of the rails and at each of said switches adapted to
be successively acted upon by a passing locomotive to connect said conductors
through said switches, and means adapted also to be acted upon by said locomotive
to subsequently and successively disconnect said conductors, substantially as set
forth.
4. In a railway signal block system in which the locomotives are provided with
open bell-circuits, the combination of suitable conductors extending continuously
throughout the block along the line of the railway and on the road-bed thereof,
said bell-circuits being in electrical connection with said conductors during the time
said locomotives are moving as well as when at a standstill, a switch forming a part
or a continuation of one of said conductors, a tripping-arm arranged alongside of
one of the rails, to be actuated by the passing train, and connections between the
tripping-arm and the switch for transmitting the movement of the former to the
latter, substantially as set forth.
5. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of a suitable conductor extending continuously
throughout the length of the block along the line of the railway, a switch forming
a part or continuation of said conductor and adapted to contact with another
parallel conductor, a protecting box or casing for said switch, a tripping-arm
arranged alongside of one of said rails to be acted upon by the locomotive, and
means substantially as described connected with said tripping-arm and extending

page_text: into said box or casing to actuate said switch as the tripping-arm is actuated by the
locomotive, substantially as set forth.
6. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending lengthwise of the
railway, a switch for connecting said conductors, a tripping-arm adapted to be
actuated by the train, a rock-shaft connected to said tripping-arm, a sliding rod
connected to said switch, and means substantially as described, for converting the
oscillations of said shaft into reciprocatory movements of said rod, substantially
as set forth.
7. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending lengthwise of the
railway, a series of switches arranged at suitable intervals along the road to
divide the same into blocks or sections, a series of tripping-arms adapted to be
moved by the passing trains, a series of sliding rods connected one to each switch
and to each tripping-arm, so that each switch may be moved to connect said
conductors, as its tripping-arm is actuated, a catch for holding said rod when the
switch has been moved to connect the conductors, a spring for returning said rod,
an electric circuit extending lengthwise of the road, and provided at each switch
locality with an electro-magnet and armature, connected to the switch operating
rod in a manner to release the catch and permit the spring to restore the switch
and the tripping-arm to their normal positions when the train has arrived at the
next block and has actuated the succeeding tripping-arm there, substantially as
set forth.
8. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending lengthwise of the
railway, a series of switches arranged at suitable intervals along the road, to
divide the same into blocks or sections, a series of tripping-arms adapted to be
moved by passing trains, a sliding rod for each switch, a rock-shaft for each
tripping-arm, connections between the rod and the shaft, an electric circuit
extending lengthwise of the road and provided at each switch locality with an
electro-magnet and armature, and a contact movable with some part of the switch
actuating mechanism of each switch for closing the circuit through the magnet
at the immediately preceding switch for the purpose of enabling its mechanism to
be restored to its normal condition when the train, which actuated it originally, has
passed on to the next or succeeding block or section, substantially as set forth.
9. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending lengthwise of the
railway, the switches 22 and 23, the independent sliding rods 32 and 33, a rock-
shaft having a tripping-arm adapted to be actuated by the passing trains and
connections between the rock-shaft and the rods 32 and 33, whereby either of the
latter may be moved forward to operate its switch according to the direction of
movement of the tripping-arm, substantially as set forth.
10. In a railway signal system substantially as described, the combination, with
an electric switch as 22, and means substantially as described actuated by the
passing trains, for moving it from one conductor to another, of a tripping-arm
located at a suitable distance from said switch and adapted to be actuated by the
passing trains, an electric circuit extending from the switch actuating mechanism to
the distant tripping-arm, and a movable contact adapted to close said circuit when
the distant tripping-arm has been actuated for the purpose of energizing the electro-
magnet at the switch operating mechanism and causing it to start the return of the
switch to its normal position, substantially as described.
11. In a railway signal block system in which the locomotives are provided with
bell circuits, the combination of a suitable conductor extending along the line of
the railway and between the rails thereof, a series of switches forming parts or
continuations of said conductor and adapted to contact with another parallel con-
ductor, a series of protecting boxes or casings for said switches, a series of track
instruments and boxes therefor arranged exteriorally of the tracks and opposite the
B

page_text: series of switch-boxes, electric circuits connecting said series of track-instruments,
a series of tripping-arms arranged alongside of one of the rails and between the
switches and the track-instruments, and means substantially as described connected
with said tripping-arm and extending between the track-instruments and the
switches, substantially as set forth.
12. In a railway signal block system in which the locomotives are provided with
bell-circuits, the combination of suitable conductors extending throughout the
length of the block along the line of the railway, a series of switches arranged
to be moved by one of said locomotives to connect said conductors, and a series
of resistance boxes or coils connected to said conductors, substantially as set forth.
13. In a railway signal block system, and in combination locomotives provided
with open bell-circuits, including each a battery, suitable conductors extending
continuously throughout the length of the block along the line of the railway, and
a switch forming a part or continuation of one of said conductors, constructed and
arranged to be moved by a passing train through intermediate devices to connect
both said conductors and complete the bell-circuit of the following train, and leave
a broken or open conductor in its rear as it passes on to the next block or section,
substantially as set forth.
14. In a railway signal block system, and in combination, locomotives provided
with open bell-cirenits, including each a battery, suitable conductors extending
continuously throughout the length of the block along the line of the railway, a
switch forming a part or continuation of one of said conductors at the end of each
block or section, constructed and arranged to be moved by a passing train through
intermediate devices to connect said conductors when said train passes to or upon
a new block or section, and adapted, by means substantially as described, to be
restored to its initial position when said train passes from or off of said new block or
section whereby one train may make and break the circuit of a train immediately
following and may also leave a broken or disconnected conductor in its rear to
prevent ringing of its own bell, when the block in advance is clear or unoccupied,
substantially as set forth.
Dated this 4th day of March 1891.