IMPROVEMENTS IN ELECTRIC GATE AND SIGNAL APPARATUS FOR RAIL- ROADS
Year: 1871

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane,
in the County of Middlesex, Patent Agent, for the Invention of
"IMPROVEMENTS IN ELECTRIC GATE AND SIGNAL APPARATUS FOR RAIL-
ROADS."A communication from abroad by William Robinson, of
Brooklyn, County of Kings, and State of New York, United States
of America.
COMPLETE SPECIFICATION filed by the said Alexander Melville Clark
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 30th August 1871, pursuant to the 9th
Section of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ALEXANDER
MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN
ELECTRIC GATE AND SIGNAL APPARATUS FOR RAILROADS," and have petitioned
Her Majesty to grant unto me, my executors, administrators, and
A

page_text: assigns, Her Royal Letters Patent for the same, and have made solemn
Declaration that it has been communicated to me from abroad by
William Robinson, of Brooklyn, County of Kings, and State of New
York, United States of America.
NOW KNOW YE, that I, the said Alexander Melville Clark, do
hereby declare that the following Complete Specification, under my
hand and seal, fully describes and ascertains the nature of the said
Invention, and in what manner the same is to be performed, in and
by the following statement, reference being had to the two Sheets of
Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say):-
•
This Invention relates to a series of devices for the protection (by
the aid of electric apparatus) of the passengers and goods on railroad
trains, and of persons approaching the same. By the judicious closing
and breaking of electric circuits by the bodily contact of the train with
the circuit closers or breakers the approach of trains can be signalled
a considerable distance ahead, giving due warning at curves, road
crossings, and other dangerous places, advantage being taken of the
superior speed of the electric spark over that of the most rapid train.
By a further judicious appliance of mechanism such electric actions can
even be utilized to close and open gates, whereby accidents from careless-
ness can be absolutely prevented. Signals can also be thus set by trains
for the information of their own engineers, to indicate a safe distance
in advance, the position of drawbridges, switches, et cetera, so that
further progress of the train may be stopped should the proper con-
nection of rails be found interrupted. A further use of the same force
and somewhat similar apparatus is the telegraphing by every train to the
stations along the road of its position and direction of movement, thus
affording a check on careless engineers who may be running too fast
or out of prescribed time. The occurence of land slides and overflows
at places exposed to them can by similar means be promptly signalled to
warn approaching trains in either direction. The apparatus may also be
arranged in such a manner that the signals, audible or visible, may
be set by manipulating keys at offices or other stations for the purpose
of stopping or conveying information to moving trains. Means are
furthermore provided by which, in case of accident, a conductor or other
official of a train may go to a box placed for the purpose on a telegraph
pole near by, and by touching a key set signals on one or both sides
A

page_text: of his train to show to other trains that the track is blocked before they
arrive at the scene of danger; and finally, provision can be made along
the road for telegraphing to stations in both directions information of
an accident or cause of delay should such occur.
The Invention referred to in this Specification has therefore for its
object to produce the various devices, combinations, and arrangements
necessary for effecting the afore-mentioned actions. It consists of a
new arrangement of a lever for operation by the wheels of a train or
vehicle, and applied relatively to the circuit closer or breaker of an
electro-magnetic apparatus, so that the wheels or parts of the vehicles
in depressing or moving said lever will actuate the closer or breaker for
operating a signal, gate, or other mechanism in a manner which will
impart the desired information according to the special object of every
such mechanism.
The Invention also consists of a new circuit closer so arranged as
to be shifted out of its working position by the aforesaid action of the
train, and subsequently returning automatically to its normal condition
to be again acted upon by the next train. The sudden setting of the
closer will establish a momentary current, whereby the armature of
the relay instrument will be attracted. The construction of the latter
is such that it will when once set by the closer establish another circuit,
which passing also through the coils of the magnet will thus keep the
main circuit closed until the circuit breaker is moved by the action
of the train or otherwise, the original circuit being thus only used for
establishing an operation which is afterwards sustained by the peculiar
arrangement of the relay instrument.
The Invention consists consequently also in the new relay instrument
employed as well as in the novel circuit breaker, and in an arrange-
ment of battery connection, whereby several cups are thrown out of
action after the magnet has attracted its armature. The object of this
arrangement of battery is to economize power, it being well known that
it requires more power to attract the armature than to hold it after being
attracted. The circuit breaker is automatically a circuit closer, and
only momentarily acted upon by the train for interrupting the circuit.
It is then at once returned to its normal position to keep the circuit
closed at its points of contact.
The Invention also consists in a new signal mechanism operated by
electro-magnetic devices, in a new manner of operating swinging gates

page_text: by electric apparatus, in a new construction of pneumatic gate which is
raised by a weight and lowered by the action of compressed air upon a
piston, the electric apparatus controlling the outflow of air from its
reservoir.
The Invention consists further in a new appliance for utilizing the
same current which operates the signal, in giving notice to way stations
of approaching trains. Telegraph poles along the road may furthermore
be provided with a new attachment, which can be acted upon by the
conductor of a wrecked or blocked train for informing approaching trains
of such fact.
A new instrument is also included in this Invention for giving notice
in the offices along the road by the automatic action of the train of the
position and direction of such train.
The Invention consists furthermore in the arrangement of a new
drawbridge and switch mechanism acted upon by the train to indicate
by the aid of electric currents whether the bridge or switch is opened or
closed.
Finally the Invention consists in a new land slide and overflow signal,
which will give warning whenever such accidents happen in places
exposed thereto.
In all the cases referred to either a visible or audible signal or both
as found necessary may be used, the audible signal consisting preferably
of an interrupting or other bell. The relay is in itself a circuit closer,
and is so constructed that when a current is passed through its magnet
by connecting the poles of the same, even for an instant, said current
having charged the magnet and attracted its armature is diverted from
its original course in such a manner as to keep the magnet charged and
the main circuit and additional or local circuits also, if any, closed, even
after the separation of the poles which originally charged said magnet.
The same results may be produced and the main circuit be closed and
kept closed by bringing the armature in contact with its magnet by
mechanical means.
In the accompanying Drawing the larger part of this Invention is
shown as being in connection with a railroad track marked A, A.
Such connection of illustrations however does not make all the matter
joined to said track one Figure, every separate apparatus being con-
sidered as constituting a separate Figure in the Drawing. Whenever

page_text: Sampahey are marked with the
same letters of reference, the corresponding parts of mechanism being
thus easily recognized.
Figure 1 represents a face view of a visible and audible signal operated
by the train and circuit closing and breaking apparatus; Figure 2 is a
detail side view of the audible signal; Figure 3 is a detail face view
showing the visible signal without connection with the audible. The
main battery B which is to operate the signals by the circuits closed by
the train is by means of one wire a connected with a circuit breaker C,
and by another wire 6 with the relay instrument D. The latter connects
by a branching wire c with two circuit closers E, E. The armature d of
the instrument D is attached to a lever e which when the circuit is
closed through the wire b, battery relay instrument, and wire c will be
swung by the attraction of the armature to the electro-magnet so as to
make metallic connection with a post f, from which a wire
g extends
to another circuit breaker C arranged near the crossing F of a road over
the track A. A wire h connects the breaker C with another breaker C
placed close to the track beyond the first circuit closer. Each circuit
closer is substantially of the construction shown in Figures 4 and 5
in sectional elevation and horizontal section. It consists of a lever i
pivoted to a suitable supporting stud so that its one end is by a spring
held slightly elevated above a rail of the track while its other end enters
a hollow column G set upon a tie or otherwise in close proximity to the
track. Within the column G are two sliding pistons j and k, of which
one is by a rod connected with the lever i. The pistons have projecting
flanges respectively, and are by springs thrown down but so that there
is no metallic connection between them. The wire c connects with the
piston j and a ground wire m with the piston k. Whenever a train
passes over the track by such a circuit closer it depresses by the flanges
of its wheels the upper end of the lever i, thereby raising the end in the
column G and causing the piston k to be elevated until its flange is in
contact with that of the piston j. Metallic connection is thereby
established between the wires c and m, and consequently a circuit
through the battery and relay instrument. But this connection between
the wires c and m lasts only as long as the train is in contact with the
lever i, as the spring will immediately throw it and the pistons j, k, back
to their normal positions after the wheels cease to depress the lever.
The circuit breakers C are all substantially of the same construction.

page_text: shown in Figures 6 and 7 in longitudinal, central, and in horizontal
sections. Each has a lever n reaching to the track in a manner similar
to the lever i of the circuit closer, and a hollow column H similar to
that of the closer. Two plates o, p, within the column H are respectively
connected with the wire a, g, or h, and with the ground wire q or wire h;
r is a sliding piston within the column H held by a spring in contact
with both plates o and p to have the circuit established if nothing else
interferes; when however the lever n is depressed by the wheel flanges
of a passing train the piston is by a projecting pin on the lever lifted
off the plates o, p, so as to interrupt or break such circuit.
A modified construction of circuit closer is represented in Figures 8
and 9 in side and top views. The same is so arranged in contradistinction
to that formerly described that it will remain closed when closed, while
the former remained closed only as long as the wheels of the train
remain in absolute contact with the lever i. In the modified circuit
closer there is an insulating supports for the wires t and u to be con-
nected, said support being erected on a frame I which carries the circuit
closer. The latter is shown to consist of a vertical rack v, which when
down breaks the circuit, but is so arranged that when raised it passes
over or is in contact with the projecting ends of the wires t, u, thus
closing the circuit and causing the magnet with which the wires are
connected to attract its armature and operate the signal, gate, or other
mechanism. The circuit closer is operated by a lever w pivoted as at x
and arranged so that the wheel or any suitable appendage from a
locomotive or train when travelling in the direction of the arrow y will
bear down upon it and lift the rack into contact with the ends of the
wires t, u, and some distance beyond mere contact, so that the rack in
falling again after the train has passed will remain or operate for a
sufficient length of time to secure the gate being kept closed till after
the train has passed the crossing or a suitable requisite distance. This
is or may be effected and a slow steady falling of the rack be secured
through the descent of a weight z previously raised by clockwork a²
which was operated by a rack and a pinion 62 while the rack was being
lifted. Thus it will be seen that an automatic circuit closer is established
whereby a gate or signal can be closed or set a suitable distance in
advance of a train, and kept closed or set a suitable length of time, after
which it is again opened or carried out of sight. To provide for
the closing of the gate or the setting of the signal by the train moving

page_text: in the opposite direction a similar circuit closer should be arranged in
advance of the crossing or place of danger, and it may be on the same
or on the opposite side of the track. Provision should be made in such
case for throwing the instrument behind the gate or crossing out of
action. This may be effected by pivoting the entire frame I to its
supports and connecting it with levers c³, d², of which the latter extends
to the track. When the train moves toward the instrument from that
side on which the levers c², d³, are arranged it will by the flanges of its
wheels depress the lever d³ and thereby swing c³, so as to carry it against
the frame I and move the same out of contact of the lever w, but after
the train has passed the apparatus is again righted by its own or a
suitable weight or by means of a spring e to be in position for proper
action by any train that will strike the lever wo before it reaches the
lever d². This circuit closer, shown in Figures 8 and 9, is, however, not
as simple and desirable in most cases as that first described, and in the
following description I will, whenever a circuit closer E is mentioned,
refer to that shown in Figures 4 and 5. Nevertheless, the right is
reserved of using the last described or any other modification thereof if
desired.
Still further modifications of the circuit closer are shown in Figures 10,
11, 12, 13, 14, and 15, in which Figures 10 and 11 are side views of two
circuit closers on opposite sides of a railroad crossing; Figures 12 and 13
are top views of the same respectively; Figures 14 and 15 are front and
side elevations of a modification of the circuit closer shown in Figures 10
to 13. The circuit closer here shown is applicable to the operation of
approach, opening or closing gates, audible and visible signals, and other
apparatus by a train or vehicle in motion, and is mainly designed for
use at crossings and other places, or breaks on railroads, but is not
restricted to such use. J is one of these circuit closers. It is composed
in part of a lever få having armature g³ at one end, and operated by a
magnet h² or lever ³. A spring serves to draw the lever f³ down at
its free end into notches of a circuit closing lever k³, as represented.
Points 1, 2, and m², m², complete the circuit through the wires n² of a
battery and through a suitable magnet which operates, when the circuit
is established, the signal or other device. Supposing the train to be
moving in the direction of the arrow o³ it is caused to bear upon a
lever på which acts on the circuit closing lever k², bringing the points 1, 1²,
in contact with the points m², m², which completes the circuit, when the
spring draws the lever fe into the lower notch of the lever k³, thus

page_text: holding the circuit closed. When the train subsequently (after having
passed the place of danger) arrives at a simple circuit closer it establishes
a circuit through wires q³, q³, thereby charging the magnets h³, which
attracts the armature 92 and swings the lever fi so as to carry it into
or opposite the upper notch of the lever k². A spring & will then draw
the lever forward and thereby separate the points 1, 2, from the
points m³, m³. The main circuit through the wires n² is thus interrupted
and the signal stopped, or the apparatus formerly moved by the action.
of the main circuit permitted to resume its normal position. A train
passing in the opposite direction will press on the lever of the circuit
closer J last, and leave the main circuit open, said lever & serving thus
the same purpose as the magnet ³. The current through the wires q², q³,
is active only while the wheels of the train press on the lever of the
simple circuit closer, a spring keeping the circuit broken when the
pressure is removed.
L, Figures 10 and 12, is another circuit closer, situated on the opposite
side of the crossing or place of danger, about as far from it as the circuit
closer on the other side. It is similar to the circuit closer J, except
that the spring holds the circuit closed instead of open, and that
pressure on the lever 1 opens the circuit, and that the lever u² when
drawn down into the lower notch of the circuit closing lever ² keeps
the circuit open.
In the operations of this circuit closer the magnet w³
acts in a direct manner on the closer. The train approaching in the
direction of the arrow x causes pressure on the lever y² and raises the
lever u³, allowing the spring to act, closing the circuit, and leaving
it closed until the train has reached an independent circuit closer which
operates on the magnet w² through wires 22. The main battery can by
these several connections be used on two separate circuit closers J and L
to complete two circuits through the magnets and w² independent
of each other, each of said circuit closers acting independently on the
signals or other devices through a single battery. A multiplicity of
batteries and mechanism for operating the signals is thus avoided.
In Figures 14 and 15 is shown a modified construction of the circuit
closer J, by which the lever f that holds the circuit closed lies against
the circuit closing lever k³, and is drawn under it by a spring when
the circuit is closed.

page_text: The several kinds of circuit closers and breakers which may be
employed for connecting with the devices, signals, gates, switches, and
drawbridges having thus been fully described and specified, the descrip-
tion of the subject matter illustrated in Figures 1, 2, and 3 will be
resumed. It has been shown in what manner the circuit closers and
breakers are connected with the battery B and relay instrument D.
From a bridge above the armature lever e of the latter a conductor
a³ extends to the local battery M, whose opposite pole is by another
conductor 63 connected with the electro-magnet &³ of the signal
mechanism N, whence a wire e³ reaches back to the relay instrument D.
Whenever by the action of a passing train on one of the circuit closers
E a current is established through the electro-magnet f³ of the relay
instrument the armature d of the lever e is attracted and the said lever
thereby swung so as to connect the wires a³ and e³ and and establish the
local circuit. The electro-magnet d³ being thus charged attracts its
armature and swings thereby the armature lever g³, which by the
connection of the rods ³, lever ³, and a belt, cord, or chain with the
segmental projection on the shank or staff, or in the arbor of the
signal O, should the staff turn with the same, will cause said signal to
ascend and be displayed as a warning of the approaching train. It will
be seen that considerable leverage is gained by the use of said segment
and its connections. The circuit closer acted upon by the train
may be half a mile or more distant from the signal, so that due warning
may be given a sufficient distance ahead of the train. Whenever by
subsequent contact of the train with one of the circuit breakers the
current through the main battery B is interrupted and the armature
lever e drawn off the magnet by a suitable spring the connection
between the conductors of the local battery will by such motion of the
lever e also be interrupted and the electro-magnet d³ no longer be
charged. This will permit the signal to descend and pass out of
sight by its own weight. An adjustable counterpoise m³ is applied to
the signal shaft to give ease of movement to the signal. The levers
and rods g³, h³, 3, as well as the staff of the signal I prefer to make
of tubular metal so as to combine great strength with lightness, thereby
permitting the use of a weaker local battery. Whenever an audible
signal P is to be operated simultaneously with the visible signal O, and
from the main local battery, it has been proved most advantageous to
apply the full strength of the local battery to the magnet & for setting
the signal O and then to switch off part of the battery for use on

page_text: the audible signal, retaining the remainder for holding the signal O
displayed. The switch 12³ for this purpose is connected with the
armature lever g³, and serves when the latter is swung by the magnetic
influence of the coil d³ to cause a break in the conductor 63. The same
movement of the lever g³ however serves to establish metallic connec-
tion between the conductor o³ and the portion ** of the wire b³. The
wire o leads from one intermediate cup of the battery to the lever g³, as
is clearly shown in Figure 1, so that the current will pass through part
of said lever. The conductor o³ is attached to the end of the armature
lever q³, and therefore brought into action as soon as the latter is in
metallic connection with the portion 63x of the wire b³. The circuit is
now established through the wire a³, part of the battery M, wire o³,
lever g³, wire 6³×, magnet d³, and wire e³. The remaining part of the
battery M is by the same aforesaid motion of the lever g³ connected with
the magnet p³ of the audible signal P. This is done by means of a
circuit closer q³, which at the same time that the switch n³ disconnects
the conductor b³ from the magnet d³ connects the same conductor 63 with
a wire reaching to the magnet p³. The other conductor to the
magnet p³ leads from the inner part of the local battery to the spring #,
which is in metallic contact with the armature spring u³ of the magnet,
23, 3, being a wire leading from p³ to u³. Thus as soon as the local
battery has caused the visible signal O to swing into position for view,
part of which battery is disconnected and applied to the audible signal,
the remaining part serving to retain the armature c³ in contact with
the magnet d³ to keep the signal O displayed as long as the current
through the main battery B is uninterrupted. This arrangement is
practicable and advantageous, as it requires more power to set the
signal O than to keep it set. The armature lever ³ of the audible
signal carries a clapper w³ which will strike a gong x³ whenever the
magnet p is charged to attract its armature. A suitable other bell
mechanism or audible signal may however be substituted for the one
herein described. Whenever the visible signal is to be used without
the audible signal, the switch n³ and closer q³ are dispensed with, the
mechanism N being arranged as in Figure 3.
To recapitulate the action of the train upon the apparatus shown in
Figure 1. Supposing the train to move along the track A in the
direction of the arrow y³, every circuit breaker being connected metal-
lically with a ground wire and the battery B, while every circuit closcr

page_text: disconnects its ground wire m from the wire c, the train will first
reach a breaker C and momentarily disconnect its ground wire q from
the conductor without any effect on the battery; next it will reach
the circuit closer E, and in moving the lever i of the same connect the
wire c with the ground, thus establishing for a moment a current along
c, D, b, B, a, and the ground wire q. This current will cause the magnet
f to be charged, the armature d to be attracted, and in consequence
the local battery set in action for applying signals. The circuit closer
is however set out of gear again automatically immediately after the
train has passed it. The relay instrument is however kept in action
by the connection g, C, h, C, q, established by the motion of the lever e.
The signal thus remains exposed until after the train has passed the
crossing and actuated the lever n of the breaker C beyond such crossing.
Thereby the wires g, h, will be separated and the current interrupted,
which will throw the relay D out of action and consequently also the
local battery and its connections. The action of the next circuit closer E
reached by the train will immediately be neutralized by the action of
the train on the last breaker C, the said last closer being intended to
operate signals by trains moving in the direction of the arrow 2³, the
same as the first closer was used for trains moving in the direction
of the arrow y³, and the first breaker for neutralizing its effect on trains
moving with the arrow ³. On double tracks but one circuit closer before
and breaker beyond the crossing will be required on each track. The
relay instrument D is shewn in plan view, and on a larger scale in
Figure 16. It will there be seen that the battery wire 6 enters a binding
screw a* and extends thence to the magnet f³, whence the wire c reaches
through a binding cup 6 to the circuit closer. From the cup_bª a
wire c* extends also to a post es, whence a spring plate d' reaches to the
post with which the wire g is connected. During the normal position
of the armature lever e the spring d' is not in contact with the post f;
when, however, a circuit is completed through the battery by contact
of the train with a circuit closer or otherwise, the current passing
through b, f, c, the armature is attracted to f³, and the lever e swung
so that the spring d' is crowded against the post f. This will direct the
current from b and ƒ³ to the screw b*, wire c³, post e*, spring d*, post f,
and wire g, and from the latter through a circuit breaker to the ground,
as shewn in Figure 1.
Figures 17, 18, 19, and 20 illustrate a relay instrument of modified or
rather improved construction; Figure 17 being a plan or top view;"

page_text: Figure 18 a bottom view; Figure 19 a vertical transverse section on
the line ƒ”, ƒ”, Figure 17, and Figure 20 an end elevation of the same.
The object of this improved relay is to automatically disconnect a
portion of the main battery B after the armature has been attracted by
the full power of the battery, so that no more of the strength need be
used than is absolutely necessary. This is on the same principle as the
disconnection of a part of the local battery above described after the
setting of the signal, on the ground that more power is required to
attract the armature than to hold it attracted. For this purpose a
switch has been applied to the armature lever to switch off part of the
battery as soon as the lever has been moved by the power of the full
battery. The full battery B connects by a wire 6 with a post 9*, which
is by a spring * in metallic connection with a wire leading to the
magnet f, whence a wire c extends to the circuit closer, and a wire c*
to the post e*, spring d*, post f, and wire gas described with reference
to Figure 16. The spring h* constitutes the switch; it is lifted off
the post 9 by the armature lever e when the same is swung towards
the magnet and interrupts therefore the connection with the full battery.
Figure 19 shews the switch in position when the magnet is not charged
ready to allow the full power of the battery to be exerted. As soon as
the lever e has thus switched off the full battery connection will be
established by a wire j with the part of the battery, as indicated in
Figure 17. Said wire j* leads to one of the pivot posts * of the armature
lever, so that the current will pass through the wire j*, post *, lever e,
spring, wire i*, magnet f³, wire c, c*, post e*, spring d', post f, and
wire g to the ground, the current through the circuit closer wire c
having been shut off. In Figure 16 as well as in Figures 17 and 20 is
also shown the connection of the local conductors a³, e³, with the relay
instrument, said conductor leading respectively to posts l, m, which are
connected by a spring n. This spring is allowed to bear down upon
the post m when the armature is attracted, but is lifted off by the
armature lever as soon as the armature is drawn off the magnet by a
spring o*. The local circuit is thus immediately interrupted on the
interruption of the main circuit. Figure 21 represents an end elevation
of a combined circuit closer and relay instrument. In the same the
lever i acted upon by the wheels of a passing train is by a link or rod p
connected with another lever q', which may have a projecting post or
rod * leading to the armature lever e. A spring s rests on the latter
and projects from a post t, to which
wires c' is secured.
one of the

page_text: The other wire g is connected with a post u*. When the lever i is
moved by a passing train it raises the lever e so as to bring the armature
in contact with the magnet, at the same time carrying the spring s* in
contact with an arm of the post ut, and thereby establishing a circuit
through the magnet whereby the armature will remain attracted after
the train has passed.
A still further modification of the relay instrument is shewn in side
and end view in Figures 22 and 23. In this there are two electro-
magnets f³ and v*, the one in vertical the other in horizontal position, as
shewn. The armature lever e of the magnet f³ is attracted whenever a
current is passed by the operation of the first circuit closer through
the wires c, b. The vertical armature lever w' of the magnet v* will
then spring under the lever e, as in Figure 23, and hold its armature d
mechanically in contact with the magnet f³. When the train has
passed the crossing or place of danger it reaches another circuit and
establishes thereby a circuit through the magnet v by wires x³, y*.
This will cause the armature z' of the lever w' to be attracted to v¹, and
the lever wo to be consequently withdrawn from under e which will
release the latter and allow its spring o* to withdraw it from contact
with the magnet f³. In this case therefore circuit breakers will not be
required, the two magnets being both charged by means of circuit
closers. The movement or position of the lever e in this case also
controls the local circuit, keeping the same open or closed according to
the position of the said lever e. Both sets of conductors may derive
their currents from the same battery. This battery may also be used
on the local circuits to directly operate the signals.
1
Figure 24 represents a side elevation of an electro-pneumatic gate
and signal operating apparatus partly in section showing the gate
raised; Figure 25 is a similar view of the same gate lowered; Figures 26
and 27 are plan views of the parts of the same, and Figure 28 is a detail
side view of a modified apparatus for controlling the piston rod and
valve. In these last-named five Figures is shewn an apparatus which
has for its object the opening and closing of gates or the actuation of
signals audible or visible by vehicles approaching the same, through the
intervention of compressed air operating in conjunction with mechanism
on the gate or signal, and controlled as regards the letting on or off of
the said compressed air by an electro-magnet or magnets, which in turn
are controlled as regards their action by the passing vehicles or train.

page_text: In the Drawing A represents a line of railroad, and R the gate at a
railroad crossing. This gate is represented as suspended at 65 by a cord
or chain a³, which passing over the pulleys c³, c³, is attached to the
pulley or shaft d³ and winds around the same; S is a tank containing
compressed air and connected with a cylinder T by the tube e³. The
air in the tank is compressed by the operation of a pump U which
is operated by the levers V and W. These levers are actuated by
the wheels or any suitable appendage of a passing vehicle or train
to operate the pump U, which may be of any suitable construction,
and said pump may be operated by a passing vehicle in any convenient
manner without the said levers V and W; X is a battery having its poles
connected with the circuit closer Y arranged for operation by a moving
vehicle or train, and with the magnet A² by the conducting wires ¿³, 2³.
The armature lever B³ of the magnet A³ is furnished with upwardly pro-
jecting spurs or stops ƒ³, 9³, which engage with the downward projection h³
of the piston rod C² stopping the motion of said piston rod or permitting
it to move unimpeded, according as said projections f³, 9, are raised or
lowered to engage the spur ³ or to permit the same to pass over them
unimpeded. The pitman ³ is connected to the piston rod C² and eccen-
trically to the toothed wheel m³ which gears with the pinion 1. D³ is
a rod which is connected suitably to the valve p* and also furnished
with projections or spurs 7, 85, which are so arranged as to be engaged
by the spur of the piston rod C². The tank S is to be filled with
compressed air and the throttle valve 9' left permanently open, being
used only to regulate the rapidity with which the air shall enter the
cylinder T. The valve p being opened and the exhaust u closed, the
compressed air enters the cylinder T driving the piston vs forward in
the direction of the arrow x. The motion is communicated through
the rod C and the pitman ³ to the wheel m³, turning the same partially
around. This motion raises the weight of winding its suspending cord
around the shaft n³, and at the same time the motion is communicated
to the pulley & through the pinion 1. The pulley d unwinds the
cord a³ which suspends the gate R, the latter being thus permitted to
descend by its own gravity to the position shewn in Figure 25. The
air forces the piston rod forward until the projection 5 of the piston
rod engages the spur f* of the armature lever B³, and the motion of
the piston rod is at once arrested, the gate R continuing closed. Now
to open the gate the power which holds the spur f³ of the lever B² in
an elevated position is removed, when the spring wo immediately draws

page_text: the said spur f³ downwards, disengaging it from the spur 5 of the
piston rod, and at the same time elevating the spur g of the lever B².
The spur f being thus removed the compressed air forces the piston vo
a little farther forward in the cylinder T, and the spur t of the piston
rod Cengages the projection 8 of the rod D² and carries said rod D²
forward a short distance in the direction of the arrow x³. The rod D*
is thus made to operate the valve or stop-cock p³ closing the connection
between the tank S and the cylinder T, and at the same time opening
the exhaust u³ and permitting the compressed air in the cylinder T to
escape. The air pressure being thus removed from the cylinder T the
weight of which overbalances the weight of the gate at once begins to
descend, setting the wheel m³ and all its connecting machinery in motion.
This weight slowly raises the gate by winding the cord at around the
pulley d³, and at the same time forces the piston rod C³ back into the
cylinder T until the spur 95 (now raised for the purpose)' of the lever B³
engages the spur h of the piston rod, arresting the motion of the latter.
The motion of the piston rod is arrested just before the spur t³ of the
same engages the spur 75 of the rod D². As soon as the magnet A² is
charged the spur g³ of the armature lever B2 is lowered and the
weight of forces the piston rod C still further back within the cylinder,
carrying the spur h³ back over the spur 95 without engaging the same.
The spur of the piston rod meantime engages the spur of the rod D³,
carrying the latter back sufficiently to close the exhaust u³ and open
the valve p³ to allow the compressed air to enter the cylinder T. When
the compressed air enters the cylinder T the piston is again carried
forward and the gate closed as just described. Thus it will be seen
that while pressure is maintained in the tank S the gate R may be
opened or closed, and kept so for any length of time at will, it being
only necessary to control the lever B2 with its projections ƒ³, g³, in
order to control the gate. To operate the gate through the agency
of electricity let a train approaching the same in the direction of the
arrow y³ come in contact with the circuit closer Y, which may be located
half a mile, more or less, from the gate R, and close the circuit through
the magnet A³. This magnet attracting its armature a³ and drawing
down the spring g³ of the lever B will allow the compressed air to
close the gate (in the manner just described), which will remain closed
as long as the armature a continues in contact with its magnet A².
This prolonged contact or proximity of the armature as to its magnet A²
may be secured by constructing the circuit closer Y in such a manner

page_text: that when the circuit is closed through the same, it will remain closed
indefinitely or until the train breaks the circuit by contact with the
circuit breaker E2 which is placed just beyond the crossing. The same
object may be accomplished and the spur g kept depressed while f
is elevated by providing a lever F* (Fig. 28) arranged in such relation
to the lever B that when the said lever B2 is brought into position by
the magnet A² the lever F2 will be drawn under the lever B by the
spring 6, the said lever F holding the lever B² in the same position
into which it has been drawn by the magnet A². Thus the lever B³
will be held in position until the lever F2 is removed, which is preferably
done by passing a current through the magnet G2 for an instant by
wires, which passing through a battery are connected with a contact
instrument near the crossing. The current passing through the magnet
G2 will cause the same to attract its armature c and thus to draw the
lever F from under the lever B², thus allowing the spring w³ acting on
the lever B³ to reverse the position of the spurs f³, 95, in the manner
herein-before described. It is not necessary that the armature aⓇ should
be attached directly to the lever containing the spurs f³, g³. The
armature lever may operate upon a special lever provided with said
spurs, or when high-pressure is desirable or required in the tank S
gear wheels or any suitable mechanism may be interposed between the
armature lever B2 and the piston rod C², in order to relieve the pressure
which would otherwise come directly upon the armature lever B³.
When such mechanism is interposed between the armature lever B² and
the piston rod C² the spurs f³, 98, may be placed upon a wheel instead
of upon a lever, if found preferable. Neither is it necessary that the
armature a should be held in contact with its magnet A². When
two or more levers are used it is only necessary that the one which
contains the spurs ƒ³, g³, should be locked in position by the lever F*
while the armature as may be allowed to rise from its magnet A³ the
instant the current through said magnet is interrupted.
With the arrangement of devices represented in Figure 28 it is only
necessary to use simple circuit closers for actuation by the vehicle or
train, the apparatus working on the same principle as that shewn in
Figures 22 and 23. In order to actuate the gate by trains approaching
the same from opposite directions circuit closers Y are placed on both
sides of the gate and distant, say, a half mile from the same. When
the train has passed the gate in the direction of the arrow x³ and is

page_text: the spring e draws the lever J2
air is slowly admitted into the
Thus the return of the lever J'
departing from it in order that contact with the circuit closer Y may
not close the circuit and leave it closed, the wheel will first come in
contact with the lever H³, which actuating the rod Is throws the lever Js
out of gear, so that the subsequent pressure of the wheels on the lever K³
does not affect the circuit closer Y. To prevent the lever J2 returning
too speedily to gear with the lever K² a bellows or air chamber L² is
provided. When the lever J2 is thrust aside the air is forced through
the valve d out of the bellows L. As
back into gear with the lever K³ the
air chamber L³ through a small orifice.
is retarded and the wheels all permitted to pass over the lever K² before
the lever Js has returned to gear with the said lever K². In some cases
it is necessary that a train should pass a circuit breaker in one direction
without affecting said circuit breaker, as when a train arrives at a circuit
breaker before arriving at the gate, when the circuit is not to be broken
until the gate is passed. In this case the gearing lever J' is used in
connection with the circuit breaker, as is also the air chamber L³. The
air chamber L may consist of a cylinder with a piston if preferred.
The gate R instead of moving vertically as described, may swing on a
vertical or horizontal axis, and the geared wheels and pulleys for
operating the same may be dispensed with and levers used in their stead,
to which levers the pitman ³ may be directly attached, or the pitman
may actuate the gate directly without the intervention of levers or other
mechanism. The gate R may be constructed to act the part of a signal
in addition to its ordinary functions as a gate, or a signal may be used
in connection with the same, and instead of the gate a signal may be
used constructed in the form of a disc or sphere capable of illumination,
or in any suitable form. M is a bell or alarm preferably operated
by clockwork mechanism N2 controlled by the tripping lever O³, said
lever O being controlled by the magnet P³. The clockwork N2 is
automatically wound up by a rack R³ through the agency of the lever S².
The latter is actuated by a spur f of the pitman to wind up the
clockwork N. The rack R² gears with a toothed wheel g of the clock-
work, and as the clockwork runs down the rack R2 is slowly driven
backward so that the lever S is brought in the way of the spur f* for
actuation by the same. Thus it will be seen that every time the pitman
passes backward towards the cylinder T the clockwork N2 will be auto-
matically wound up if it is sufficiently run down to bring the lever S
within range of the spur f. By this means the clockwork N2 will always

page_text: be kept wound up and in working condition. The spur ƒ³ can just
as well be placed on the piston rod C and the clockwork can be wound
up by any suitable mechanism set in motion by the piston v or by the
direct action of the passing vehicle on train on said mechanism. The
tripping lever O' is of the ordinary construction, and as long as the
spur he of said lever is kept away from gearing with the clockwork the
said clockwork will keep up a continuous alarm on the bell M². The
spur 16 of the lever O³ is held in an elevated position and clear of the
clockwork, either by keeping a closed circuit and a current passing
through the magnet P³ which thereby attracts and holds the armature ke
in contact with itself, or the said spur he is kept elevated by combining
with the tripping lever O2 a lever F operating with said lever O³ in
the same manner in which said lever F* has already been described as
operating with the lever B² in Figure 28. A direct acting electrical bell
may be used instead of the one just described, but the advantage of the
latter is that greater power and consequently a louder sound is secured
The
with less expenditure of electricity than in the direct alarm.
use of an alarm is desirable or necessary in connection with the gate.
Without an alarm the passing carriage might be caught under the
descending gate. But when an alarm is used the same begins to sound
the instant the circuit is closed, whereas the gate ascends somewhat
before it begins to descend. Thus a carriage which may be in the way
will have a sufficient time after the alarm begins to sound to escape
before the gates descend upon or shut it in. The bell or alarm may
be used either in connection with or independent of the gate, or another
signal and clockwork mechanism tripped by electricity may be used
for actuating visual signals. Either one or several circuits may be
used to accomplish the results specified, and the magnet G' can be
operated by a current from the main battery through suitable con-
nections. It will be observed, furthermore, that instead of open circuits,
as described, closed circuits may be used to accomplish the results
specified through the agency of circuit breakers. A safety valve should
be used in connection with the tank S to prevent too great a pressure
arising in said tank, and the tank may be filled with compressed air
by any suitable means other than described. The piston of the air
pump is preferably returned to its normal condition by the force of the
spring which restores the lever W to its elevation above the track after
The gates
the pressure of the wheel has been removed from said lever.
or signals may be actuated from any convenient station by controlling

page_text: the circuits by hand as well as by the moving vehicle, or the circuits
may be controlled exclusively by hand at the station instead of
automatically by the train. Thus from a convenient station one man
may control an whole series of gates or danger and safety signals by
having the circuits properly arranged for the purpose. When it is only
necessary to operate gates when the vehicle is close by the same, as
in the case of farm gates, electricity can be dispensed with and the
valve operated directly by mechanism actuated by the approaching
or departing vehicle.
Figure 29 represents a side view, and Figure 30 a top view of another
gate or signal operating mechanism which does not employ the
compressed air reservoir and cylinder. In this a gate T2 is pivoted by
a pin to a post a frame U2, the pin having a projection or lever m³,
which is connected with a counterbalancing weight V. By gearing or
otherwise the pin 1 is also connected with a lever n which is joined
to an armature lever o as shewn. Whenever by the action of a train
upon a circuit closer W2 a current is established through the magnet p³,
the armature will be attracted and the levers 06, no, swung so as to shut
the gate or signal down. When by subsequent action of the train
upon a circuit breaker X³ the current is interrupted, the gate will be
automatically raised by means of the weight. The wires q, q, which
lead to the magnet p pass through a circuit closing instrument Wa
substantially like that shewn in Figures 21 and 27, or 16, or any
modification of either, it having the additional lever H³, which will
prevent the train coming from the crossing from acting upon the
circuit closer.
Figure 31 represents a plan and part elevation of a method of utilizing
the improved circuit closers E and breakers C for working a signal,
and also indicating in a way station A³ the approach of a train. This
is effected by continuing one of the wires which lead from the first
circuit breaker C to the relay instrument, from the latter to the battery B,
and thence to a circuit closer C³ and breaker B³ of ordinary kind
within the station, from which it extends to a circuit closer E. The
other wire 8º extends from the first circuit closer E to the relay, and
thence to the last circuit closer E. Thus whenever a current is esta-
blished by contact of the train with one of the circuit closers E the
relay will cause the signal on the crossing or elsewhere, to be displayed
or the gate to be operated, or the alarm to be continuously sounded,
0

page_text: and the same current will by passing through the office instruments
operate a sounder, an audible or visible signal D³ within the office
giving thus notice of the approaching or departing train. The office
instruments, which are of suitable kind, can, it is evident, be worked by
hand to set the signals or operate the same whenever desired. The
same principle is illustrated in Figure 32 as applied to a telegraph
post E³, that is to say, a locked box F³ containing a circuit breaker G³
and a closer H³ is secured to the post and connected be wires with
relay instruments D, D, in different directions. Whenever a block
occurs on the road or an accident happens to a train, the conductor
can on the next telegraph pole open the box F³, close the circuit, and
thereby cause the relay at both ends either to display suitable signals
of danger, or telegraph to stations the state of affairs.
Figure 33 shews a transverse section, and Figure 34 a side view of
the land slide telegraph for railroads. It consists of a wire for other
suitable conductor, which is stretched along the section of road exposed
to such accidents and connected at the ends with relay instruments
D, D. These are by wires u, v, respectively connected with similar
poles of two batteries I³ and Js as shewn, the other poles of which are
connected with ground wires w° and x". While the wire to is suspended
in the air the instruments D are both unaffected. As soon however
as a land slide occurs the earth will cover the wire to and thereby make
it a ground wire for each of the two batteries, causing both relays to
display signals or give other warnings whereby trains coming from both
directions towards the land slide will be notified of the block in the
road.
Figure 35 is a section of a portion of a road exposed to overflow. In
this two wires y and are stretched along such portion of the road,
and disconnected, but so attached to suitable apparatus that when
they are connected a circuit will be established for working the neces-
sary signals et cetera in both connections. The water when rising on
the road will connect the two wires y" and, and thereby set the signals
at both sides in the desired manner.
Figure 36 represents an apparatus for signalling to a train the position
of a switch or drawbridge, the signals being caused to be displayed by
the action of a moving train upon a circuit closer E. This apparatus
has two signals K³ and L, one of danger and the other indicating
safety. Each is operated by mechanism substantially as shewn in

page_text: Figure 3, or otherwise, from a separate magnet, the magnet a being for
a red signal, and the magnet 67 for the white signal L³. M³ and N³
are two relay instruments with which the magnets a, b, are respectively
connected; and O³ is a local battery connecting with both relays and
both magnets a7, 67. The switch P³ connects with a slide c or other
suitable device, which will connect a ground wire d', either with a
wire e' or with a wire ƒ, both wires leading to the main battery B, but
controlling different signals. The Drawing shews the switch P³ in
line with the main track, and its slide c' therefore in connection with
the wire e. This wire leads to one pole of the battery B, the other pole
of which connects by a wire 97 with the relay N³. A conductor / leads
from the latter to the circuit closer E. When the train acts upon this
circuit closer, the switch being in the right place, a current will be
established through the wires d, e, 97, and h², causing the instrument N³
to be acted upon and the white signal to be displayed at a suitable dis-
tance from the switch, and in advance of the approaching train. When,
however, the switch is displaced or not in connection with the main line
it will draw its slide c² into contact with the wire f" which leads to the
same pole of the battery B, from which the wire 97 extends. A wire
reaches from the other pole of said battery to the instrument M³, from
which a wire leads to the circuit closer. Thus when the switch is
displaced the train in striking the circuit closer E will cause a current to
pass through the instrument M³, whereby the red or danger signal will
be brought into view. Whatever therefore the position of the switch
one of the signals is certain to be set by the moving train, and will
betray the exact state of affairs. Each of the relay instruments has its
ground wire ', which leads to a circuit breaker O, so that the main
circuit will remain closed after the circuit closer has been passed by the,
train. The wires e, f, lead both through a circuit breaker Q³, so that
the train after having brought the signal to view will when it has
reached said breaker Q' break the circuit momentarily at this point;
but since breaking the current at any point in the line interrupts the
flow of the electric current through the relay magnet, said magnet lets
go its armature and a spring drawing the armature lever e away from
the magnet into its normal position the main circuit is left open at 'the
relay, but closed at every other point; and as the breaking of the main;
circuit also breaks the local circuit the signal is thereby permitted to
resume its normal position.

page_text: The same Invention is applicable to drawbridges, in which case the
slide c will be acted upon by the bridge R³, as shown in Figure 37.
The apparatus may be preferably arranged so that the withdrawing of
the bolt which holds a drawbridge in position shall act upon the slide
or plate e in substantially the same manner as displacing the switch or
drawbridge.
In connection with the visible danger signal one or two loud alarm
bells may be used to advantage, one at the signal box the better to arrest
the attention of the passing engineer to the danger ahead, and the other
near the misplaced switch or draw to direct the attention of the
watchman to the fact that his switch is misplaced and that a train is
approaching the same. The alarm used in this and some of the other
cases herein described is preferably an interrupting bell of any suitable
description. This bell is so constructed that when the circuit is closed
the magnet becoming charged attracts its armature and causes the
hammer to strike the bell. But the motion of the hammer towards the
bell breaks the circuit, and the magnet letting go its hold the hammer is
drawn back by the force of a spring, again closing the circuit when the
same operation is repeated. Thus the bell is automaticaily kept ringing
while the circuit is closed.
Figure 38 illustrates a top view of a circuit closer S³ and a circuit
breaker T, both having keys or projections 7 and that project at
irregular intervals towords the track. The sounding of the alarm, if
such an instrument is connected with a suitable alarm or signal, is
thereby made by its intermissions to indicate in what direction a train
is moving. The projections k, l, may be so set as to form one,
two, or more telegraphic letters for absolutely telegraphing the line of
motion. Thus if the letters a, b, are formed on the closer and breaker
it will show that the train moves in one direction when b, a, and in the
other when a, b, is telegraphed. The same result may be obtained by
applying to a locomotive or other vehicle on each train a plate us,
shown in Figure 39, having such projections m' that form the tele-
graphic letters, and in applying a yielding circuit closer V to the
track. Whenever the plate U³ reaches one such circuit closer and
applies its letters thereto the direction of motion not only, but also
the name or number of the train or vehicle will be telegraphed to the
station with which such circuit closer is connected.

page_text: Figure 40 shows another kind of automatic telegraph for transmitting
information as to the position and movement of trains. It contains
a circuit closer W³, having a rod or other device n provided with
telegraphic characters o', o', that consist of dots and dashes and spaces
so combined as to form telegraphic letters, numbers, or other arbitrary
combinations. p, q, are elastic contact plates which are the poles of a
battery and insulated from each other in suitable manner.
X* is a bellows or diaphragm attached to the rod n³, and having a
valve opening outwardly; Y' is a spring to restore the rod or plate n
to its normal position after it has been elevated by the lever A*; 87, 87,
are guides in which the ends of the rods n' play; ' is a stop to prevent
too great a descent of the lever A*. When the wheel of a passing
vehicle depresses the lever B* resting along the track, the lever A* is
raised and the rod n' elevated above the projection or point of the
plate or spring p². At the same time and by such motion the air is
suddenly expelled from the bellows X³ through the valve r³. When the
pressure is removed from the lever B' the spring Y' immediately draws
the rod or plate n' downward. At the same time a small orifice allows
the air to re-enter the bellows X³ very slowly, thus producing a slow
and uniform descent of the rod or plate n³. While descending the
projections o³, o, of the plate n' are brought into contact with the
projecting point t of the spring p', completing the circuit by bringing.
the poles p', q', into contact. The circuit remains closed a longer or
shorter time according to the length of the projections o', o, on the
plate n. The projection of the elastic plate p' drops into the spaces.
between the projections o' of the plate n' when said space are brought,
opposite to said projections, thus keeping the circuit open a longer or
shorter time according to the length of said spaces. By this arrangement
it will be seen that the telegraphic letter or combination which may
be on the plate n' will be distinctly transmitted over the conducting;
wires. The sudden elevation of the plate n' by closing the circuit
through p', q', will act as an alarm to call attention to the fact that the
combinations o7, 07, are about to be distinctly sounded.
Direct metallic connection may be made between the ground wire and
the rod or plate n', in which case the plate p' will be dispensed with
and direct contact between n' and q' will transmit the signals. The
contact plate p' is curved in such a manner that when it is brought
into contact with q' friction takes place, which has the effect of keeping

page_text: the points of contact smooth and free from oxidation. To one side of
the circuit closer W³ and at a proper distance from the same is placed
a simple circuit closer D' of suitable construction.
After having
operated W³ the train or vehicle actuates the circuit closer D', whereby
a simple signal is conveyed without regard to combination. When the
combination signals are first transmitted and afterwards the simple
ones, it is proof that the train moves in one direction, while if the
succession of signals is reversed it is evidence that the train is moving
. in the opposite direction. The circuit closers W³ along the road may
have different letters, so that the position of the train as well as its
direction may be known. The rod or plate n' may have its letters
repeated several times, so that at stations it may be read without
difficulty and mistake.
Instead of the bellows a cylinder or piston or other equivalent may.
be used. The signals may be indicated by a sounder E', or a registering
instrument may be used to record the signals, or a dial and pointer, or
any suitable device by which the signals, whether audible or visible,
may be recognized. By connecting the magnet u7 of the sounder E*
with one battery F*, and the plate 97 of the closer W3 with the similar
pole of another battery G*, it is evident that both batteries will be
ineffective until the circuit is closed at W³, when the current will pass
in both directions from W³, registering the position and motion of the
train in both directions.
In case of slow moving trains simple circuit closers H*, I*, may be
used for producing the requisite telegraphic communications. In such
case one instrument H' would transmit a dot, the other a dash, so that
thus direction and position may also be known.
Various modifications of some of the devices and modes of operation
may be used without departing from the spirit of this Invention; thus
in some cases the signals and relays may be placed in the same circuit,
no local circuit being used; and in some cases the relay may be
dispensed with, as when the signals are set by closing the circuit by
hand from a station or elsewhere. In this case the circuit closing key
should be so constructed that it may be locked, closed by sliding contact,
or otherwise.
Furthermore, instead of operating the signals, by closing the circuit,
they may be set in operation by opening the same. In this case the
normal condition of the circuits will be closed.

page_text: In some cases also it may be found desirable to keep the main circuit
closed at its normal condition and the local circuit open, in which case
breaking the main circuit will close the local and set the signals.
The simple circuit closers and breakers may be of any suitable
construction, and be actuated by the wheels or any other part or
appendage of a train. I do not confine myself to any of the con-
structions herein specifically described, but claim the right to vary or
modify the same as may be found desirable while not departing from
the spirit of the Invention.
Figure 41 represents an alarm bell in which the battery being con-
nected with the binding posts a³, as³, charges the magnet L', which then
attracting its armature 63 causes the hammer c³ to strike the bell M*.
The movement of the armature lever d³ towards the bell brings the said
lever into contact with the spring e8, and thus "short circuits" the
electric current, which now passes through the wires f³, f8. The magnet
which offers greater resistance than the wires f³, f8, is thus cut out of
the circuit and demagnetized without breaking the circuit. When the
magnet is demagnetized the spring 98 withdraws the armature from its
magnet and the lever d³ from the spring e8, thus allowing the magnet
to again become charged. Thus an alternate movement of the lever d³
back and forward is secured without breaking the circuit.
By this
means the counter currents produced by breaking the circuit, as in the
ordinary method, are avoided, and much power consequently gained.
The same principle may be applied in the construction of other electric
motors.
Figure 42 is a top view, and Figure 43 a side view of a compound
armature N', the parts telescoping one into another. By this means
the inner section is being near the core of the magnet O*' is drawn into
contact with the same when the magnet becomes charged. This inner
piece shouldering on the second section ³ draws it nearer the magnet
and within range of its attraction. The second section j³ is now
attracted to the magnet over ³, which telescopes within the same. Thus
each succeeding section is brought to the magnet until the body of the
armature N is itself attracted, although originally out of range of the
magnetic attraction. It will at once be apparent that by this means
an armature lever may be caused to vibrate a much greater distance
than in any other manner. The larger the core of the magnet may be
the more successful will be the application of this principle. The arma-

page_text: ture may be of various construction, it only being necessary that the
sectional principle should be preserved.
Having described the nature of the said Invention, and the manner
of performing the same, I declare that what I claim and desire to secure
by Letters Patent is,―
First. A circuit closer composed of the lever i and of the pistons j
and k, which connect with the wires, are brought in contact by the
action of a train upon the lever i, and separated automatically as soon as
the train has passed said lever, as specified.
2ndly. A circuit breaker composed of the lever n, plates o, p, and 1
slider, the latter connecting the plates o, p, and their wires auto-
matically, but separating them and breaking the circuit as soon as the
lever n is moved by the action of the train, as set forth.
3rdly. The lever i, n, w, for operation by the wheels of a passing
vehicle or train, and relatively to the circuit closer or breaker of an 1
electro-magnet, so that the wheels in depressing said lever will cause the
circuit to be closed or broken with the results specified.
4thly. The circuit closer to the battery, so constructed that when the
circuit is closed by the action of a moving train or vehicle it will remain
temporarily closed for a specified length of time until the train has 2
passed a certain distance and will then be broken as described.
5thly. The combination with a circuit closer arranged for operation
by a vehicle while in motion of clockwork for prolonging the action of
said circuit closer and operating to keep the armature of the magnets
in prolonged hold or control of the gate or signal, substantially as 2
specified.
6thly. The circuit closer or its stand or frame, or a portion thereof,
hung or arranged so as to be shifted out of working position by a passing
vehicle or train which passes in one direction, and afterwards returning
to its normal position for control of the circuit closer by a vehicle or 3
train passing in the opposite direction, as set forth.
7thly. The combination with the circuit closer J or L of the lever f*
or u³, so arranged that said lever holds the circuit closer in position
when opened or closed, as specified.
8thly. The spring 8% or 2 in combination with the circuit closing 3
lever or v², substantially as and for the purpose specified..

page_text: 9thly. The combination of the lever fs or u², the springs j², 8², or r³,
and the circuit closing lever * or o², substantially as and for the
purpose herein shown and described.
10thly. The magnet h³ or 10³ so arranged with reference to the circuit
closing lever * or that the charging of said magnet shall open the
main or additional circuit, substantially as described.
11thly. The magnet h³ or w³ in combination with a circuit closing
lever or of a main or additional circuit and a simple circuit closer
of an independent circuit, as set forth.
12thly. The circuits through the instruments J and L so arranged
with reference to the battery and closers that two or more circuits may
be closed and two or more signals operated independently of each other
by but one battery, as specified.
13thly. The relay instrument so connected with the circuit closer and
breaker by wires c and g that it will establish connection through the
circuit breakers immediately after having been acted on by a current
through the circuit closer, as specified.
14thly. An arrangement of switches on the signal apparatus N
whereby a portion of the battery is disconnected after having aided in
setting the signal, as set forth.
15thly. The switch or circuit closer 93 applied to the lever 9³ for
throwing the audible signal P into connection with part of the battery
used for starting the visible signal or with an independent battery, as
specified.
16thly. A battery M provided with four conductors a³, 63, o³, and ³,
so that it can be used as one full battery or in sections, substantially as
specified.
17thly. The employment of tubular rods, levers, or staffs on the signal
apparatus, as and for the purpose stated.
18thly. The signal mechanism N composed of the levers g³, ³, rod h³,
cord, segment or lever ³, and signal O, all arranged substantially as
herein shown and described.
19thly. The movable counterpoise m³ applied to the shank of the
signal O, substantially as and for the purpose herein shown and
described.

page_text: 20thly. The lever g³ connected with the switches or devices n³ and q³
so that it will interrupt a current through one and start one through the
other, and vice versa, during its movements, as stated.
21stly. The audible signal P composed of the magnet p³, lever or
springs u³, spring t³, clapper wo³, and gong x³, all combined as herein
specified.
22ndly. The relay instrument provided with the spring plate d*,
which is by the armature lever e thrown against the post f to establish
connection through the wire g leading to a circuit breaker, as specified.
23rdly. The combination of the conductors b, c, and 9 with one relay
instrument, which is so constructed that when the current through b, c,
is started it will be immediately and automatically caused to pass
through b, g, as specified.
24thly. The switch * applied in connection with an instrument
having a magnet f³, substantially as herein shown and described.
25thly. A relay instrument so constructed that it will immediately on
being started switch off part of the battery and cause connection with
the remainder of the battery, as specified.
26thly. The battery connected by two wires 6 and j' with the relay
instrument so that the current will first pass from the full battery
through the wire b, and then from only part of the battery through the
wire j, as specified.
27thly. The combination of the spring n' for local connection with
the vibrating armature lever e of a relay instrument, so that the position
of the said spring will be controlled by that of said lever, as set forth..
28thly. The combination of the levers i, p³, and q' with the armature
levere and spring & to constitute a circuit closer and relay, substantially
as herein shown and described.
29thly. The double relay instrument consisting of the magnets f³, v³,
and levers e and 20%, all so arranged that the lever e will be locked by w*,
as herein set forth.
30thly.. Two circuit closers connecting with one relay instrument and
preferably with one battery in such manner that they will counteract
each other when successively acted on by a passing train or veliiclé or
otherwise, as set forth.

page_text: 31stly. Operating a gate or signal by means of mechanism actuated
by compressed air and controlled as regards the action of the mechanism
or of the compressed air by means of electricity, as specified.
32ndly. A gate or signal operating apparatus consisting of mechanism
actuated by means of compressed air and governed in its action by
electricity when the currents of the latter are under the control of a
moving vehicle or train, as specified.
33rdly. The magnet A² so related to the piston rod C³ as to control or
limit the movements of the same, substantially as specified.
34thly. The magnet A* with its armature lever B2 so related to the
valve pas to control the same through the agency of suitable intervening
mechanism, as specified.
35thly. A lever B2 provided with spurs f³, g³, for the purpose of
limiting or controlling the movements of the piston rod C, as specified.
36thly. The piston rod C² provided with spurs h³, 15, or either, sub-
stantially as and for the purpose herein shown and described.
37thly. A valve rod D³ provided with spurs or lugs 7, 85, substantially
as and for the purpose herein shown and described.
38thly. The rod D2 having the spurs 75, 85, and combined with the
spurt of the piston rod C², all operating substantially as specified.
39thly. The magnet A² with a spur lever B operating on mechanism
to actuate a gate or signal, substantially as set forth, in combination
with a circuit closer or breaker arranged for operation by a vehicle or
train while in motion, substantially as specified.
40thly. The lever F so related to the spur lever B² as to hold the
spur f of said lever in elevation when the same has been raised through
the agency of the magnet A³, as set forth.
41stly. The magnet G³ with its armature c so related to the lever F2
and the spur lever B² as to release the latter when a charge is passed
through said magnet G², substantially as and for the purpose herein
shown and described.
42ndly. The combination of the air pump of a compressed air
apparatus for operating a gate or signal with a lever W arranged
in such relation to said air pump and with the line of travel of a train
5 or vehicle as to actuate said air pump substantially as specified.

page_text: 43rdly. The air pump U arranged for operation by a passing vehicle
or train in combination with the receiving tank S to compress air within
the latter, as set forth.
44thly. The air tank S in combination with the cylinder T of a gate
or signal operating apparatus, as specified.
45thly. The cylinder T with its piston rod C in combination with
the magnet A³ and the gate or signal R, substantially as specified.
46thly. The cylinder T in combination with the gate or signal R and
the air tank S, substantially as and for the purpose herein shown and
described.
47thly. The gear wheels m³, 1, in combination with the gate or
signal R, cord or chain a³, and cylinder T, having the piston rod C³, as
set forth.
48thly. A bell, alarm, or signal operating by means of clockwork N*,
which is controlled in its action by an electro-magnet or magnets, and
combined with an electric circuit or circuits actuated by a moving
train or vehicle, as specified.
49thly. The tripping lever Os having a spur he, and operated so that
said spur is kept clear of the clockwork N3 by means of a lever F, as
described.
50thly. Combining the clockwork N' which is used for operating
an alarm or signal with mechanism which is actuated or controlled by
a vehicle or train in motion and used to wind up said clockwork, as
set forth.
51stly. The rack R³ arranged so as to wind up the clockwork N' of 1
an alarm or signal, as specified.
52ndly. The lever S' in combination with the rack R* and the signal-
ling clockwork N³, as set forth.
53rdly. The clockwork N' in combination with the rack R³, lever S³,
and piston rod C³ for the purpose of winding up said clockwork by a
means of the piston rod, as specified.
54thly. The bellows or air chamber L' applied to circuit closer or
breaker Y of an electric apparatus for operating a gate or signal,
substantially in the manner and for the purpose herein shown and
described.

page_text: 55thly. The gate or signal T* hung to the pin 1, and connected
with the levers nº, o', and weight V³, so that it is shut by the action of
a magnet upon the armature lever oº, and opened by the weight, as
specified.
56thly. The combination of the office instruments B³, C³, and office
signal D' with the relay D and circuit closers E and breakers C, all as
and for the purpose specified.
57thly. The telegraph pole attachment, consisting of the box F
and instruments G³ and H³, combined with two relays D, D, and their
appendages, to send notice simultaneously in two directions, as set
forth.
58thly. The land slide wire t connected with two relays D, D, and
with similar poles of two batteries, so that it will cause circuits through
both when partly covered with earth, as specified.
59thly. The batteries I³ and J³ having their similar poles connected
with each other, so that they will be ineffective until the connection is
covered with earth or equivalent material, as specified.
60thly. An overflow telegraph provided with the two wires y and z³,
which are disconnected until reached by water, when they are connected
to set the signal apparatus in motion, as specified.
61stly. The slide or device c' connected with a drawbridge or switch,
for connecting one of two wires e, f, with a ground wire d', sub-
stantially as and for the purpose herein shown and described.
62ndly. A circuit closer arranged in connection with a track for
operation by a passing train or vehicle, and in combination with a switch
or drawbridge and suitable signal or signals, as specified.
63rdly. The combination of the two signals K³ and L³, with the
two instruments M³ and N° and a battery B, as and for the purpose
specified.
64thly. The battery B when provided with the four wires e, f, g',`
and, leading respectively from the switch or bridge and to the instru-
ments Ms and N³, as set forth.
65thly. The breakers or devices Q' applied to the wires e and ƒ”,
substantially as and for the purpose herein shown and described.
66thly. The circuit closer and breaker S³ and T3 provided with the
projecting keys k", 7, substantially as and for the purpose herein shown
and described.

page_text: 67thly. The plate Us having the projecting letters m7, and applied
to a vehicle or train, so that the same as it advances along the road
will at intervals telegraph its position and direction to the stations along
the road, as set forth.
68thly. The circuit closer V² arranged on a track to operate in 5
combination with the notched plate U2, as specified.
69thly. Transmitting telegraphic letters, numbers, or arbitrary com-
binations of signals over an electric circuit by a passing vehicle or train
actuating said circuit, as set forth.
70thly. The slide n' having the projecting characters 07, and combined 1
with the spring plate q', or with two plates p' and q³, substantially
as specified.
71stly. The combination of the bellows X³ with the slide n' for
operating the same, substantially as herein shown and described.
72ndly. The combination of the instrument W³ with the simple circuit 1
closer D', as described.
73rdly. The batteries F* and G arranged in combination with the
circuit closer W³, substantially as and for the purpose herein shown and
described.
74thly. The circuit closers H', I', arranged one behind the other on a
line of railroad, as specified.
75thly. The sounder or signal E' combined with the batteries F', G',
and instrument W³, as specified.
2
76thly. The combination of the lever or levers or g³ with the
gate or signal and circuit closer of a battery, arranged so as to operate 2
the gate or signal by the action of the passing vehicle, substantially as
specified.
77thly. The combination of a bell or alarm with a circuit closer
constructed or arranged for prolonged action and under control of a
moving vehicle or train, substantially as herein described.
78thly. The magnet forming a part of the circuit so arranged with
reference to an armature and circuit closer as to continue the action of
said circuit closer, substantially as herein described.
3
79thly. The office instruments B³ and C³ combined with a battery and
suitable signal or signals for displaying or operating the latter at will, 3
as set forth.

page_text: 80thly. The arrangement described of connecting the armature
lever ds with the spring e³ and wires f³, fs, to constitute a bell hammer
or motor, as set forth.
81stly. The telescope armature N' herein described.
82ndly. The combination of a magnet O' with the compound armature,
as specified.
83rdly. The combination of a gate or visual signal constructed sub-
stantially as described with circuit closing and breaking keys, arranged
so as to operate said gate or signal by manipulating said keys.
whereof I, the said Alexander Melville Clark, have
hereunto set my hand and seal, this Thirtieth day of August, in
the year of our Lord 1871.
Witness,
JAS. O. DEWEY,
53, Chancery Lane,
London.
A. M. CLARK. (L.S.)