Improvements in Railway Signals.
Year: 1890

page_text: Date of Application, 24th Jan., 1890
Complete Specification Left, 24th Oct., 1890-Accepted, 24th Jan., 1891
PROVISIONAL SPECIFICATION.
Improvements in Railway Signals.
We, ALFRED BERRY, of 243 Boulevard Raspail, in the City of Paris, France
Electrician, and LEO SIMON SYMONS of 21 Rue de Berne, in the City of Paris,
France, Gentleman, do hereby declare the nature of our invention to be as
follows:
-
Our invention relates to a system of automatic electric signals indicating the
progress of trains between two successive stations where the road is divided into
sections of which the number may be varied according to the requirements of the
service and at the same time provides a means of electric communication between
the signalman or other officer in charge and the driver of the locomotive.
Our apparatus is shortly as follows:
J
At each station is placed an electrical apparatus with indicating boards, one
at the departure end and the other at the arrival end of a single road.
These indicating boards show the passage of the train through each section, by
the successive appearance in the wicket holes of a board or plate upon which are
indicated diagrams of locomotives, of which the direction indicates the direction of
the train.
At the extremity of each section between the rails and parallel to them, is placed
a locomotive contact connected to a line wire, and to a wire connected to two
successive posts-The length of this locomotive contact, fixed between the rails, is
about two metres, and it is kept sufficiently low that it cannot touch any under
portions of the locomotive-It is placed upon the sleepers, and is so arranged that
the metallic brush, placed under the locomotive will rub along it energetically, as
the train passes.
or'
At the extremity of each section is also established a signal post provided with
two indicating boards (departure and arrival) similar to those fixed in the station;
but with two wicket holes for the indicating boards placed one above the other.
Upon these posts at one wicket is displayed either "road open
" road
occupied according to whether the train is entering the section or leaving; in the
other wicket hole the indication is either "blank," or the word "stop," when two
trains follow one another too closely on the same road, should the second train be
about to enter into a section already occupied by a preceding train.
The apparatus by which the indicating placards are brought in front of the
respective wicket holes, is by the rotation of a plate or card, by means of levers
operated by electro-magnets, magnetised by currents, there being both a line circuit
and local circuits, automatically set in action or broken by the train itself, but in
the case of the departure of a frain from any station the indication to the next
station ahead, where the train is to stop, is put in action by the signalman in charge
or other official of the station, by means of a special key the said keyhole being
unmasked only by the automatic action of the preceding train when it has past the
next section in front, and thus indicates "road open behind it, at the station it
has left.
The locomotive contact apparatus aforesaid, between the rails, opposite to the
posts at the termination of each block section, is in the form of a round piece of
wood flattened on its underside & provided with a metal strip on that side; it is
capable of rotation on its axis, and making an electrical contact to earth when its
metal contact face is upwards.
At each extremity of this wooden roller is fitted a helix, with a twist or s rew in
opposite directions. As the before mentioned contact metallic brush on the
locomotive, engages or rubs along this roller, the brush travels along the first helical

page_text: face and gives it a half turn bringing the metallic contact face to the top, and then,
on passing, the latter helical face, turns the roller again downwards.
The apparatus on each post at the end of the sections are indicating dises as
before mentioned, worked by levers forming armatures to the electro-magnets operated
by the main and local circuits, controlled by the passing of the locomotive and the
said contact piece.
We provide also a special indicator on the locomotive by which a signal to
stop can be made to the locomotive driver, together with a bell signal, to draw
his attention to the same. This is also operated electrically, the circuit being
closed through it by means of a second metal ic brush, carried by the locomotive in
a position parallel with but distinct from the other brush aforesaid.
A second fixed contact rod is placed between the rails corresponding in position to
the second metallic brush. Shortly before arriving at each post, at the termination
of each section, should a prior train still occupy a certain section, when a second
train attempts to enter therein, the circuits in the post apparatus so exist, that the
current passes from the latter fixed contact bar to the locomotive, so as to cause the
appearance of a signal indicating plate thereon with the word "stop" accompanied
by the ringing of the bell.
Our apparatus works as follows.
When the train is to leave the station the signalman or officer in charge, by the
means of a special key moves a lever of the electrical indicating apparatus, fixed
in the station; by these means the line circuit is short circuited from the apparatus
and is put to earth.
A current is thus produced from the arrival apparatus at the next station ahead,
and gives warning when a train has started upon the line and approaches, the road
being indicated as being "occupied," a bell signal being simultaneously given to
draw attention to the fact, and which may be also the signal of notice to the
locomotive driver that he may start.
The local circuits in the apparatus, after the above action, eventually bring a
masking plate to cover the key hole, by which the signalman or other officer in
charge, has set the apparatus in operation; it is thus impossible for the signalman
or other officer in charge to start a second train after the first until the latter has
past the post of the first block-section, and thus automatically releases the masking
plate and indicates the road as open."
If there is only a single road for up and down traffic the key hole is not un-
masked until the train has reached the next station.
When the train has past the first se tion the metallic brush placed on the
locomotive comes in contact with the before described roller-contact between the
rails. By these means the line wire is put to earth, and a current consequently
established in the indicating apparatus of the post, and by the line wire in both
stations behind and in advance, which indicates to both stations that the train has
passed the first section, and thus similarly at each successive section.
When the train arrives at the following station, the signalman or other officer in
charge uses his key and passes on the current to the next station as before described,
and by the further action of local currents, sends back an indication to the former
station that the train has arrived, and the road is "free," thereby unmasking the
covered key hole of the prior station of departure.
These arrangements have the advantage, amongst others, of preventing the
signalman or officer in charge from sending on a train, until the key hole has been
freed by the action from the prior station when the train has arrived and the road
is free, which constitutes a perfect block system between station and station for a
single road, and it removes all possibility of the signalman or officer in charge of
changing the indications of the apparatus sime the action of his key upon the
apparatus merely affects the indicators of the neighbouring stations.
The action of the locomotive upon the contact roller has been already partly
described, the metallic brush upon the locomotive is not insulated, and after
engaging with the helix of the roller, the contact face of the roller is brought

page_text: upwards and the line wire is put to earth, the roller being reversed again by the
second helix as it leaves the contact piece.
By the turning action of the roller, as described, the contact piece is protected
from dirt, snow, and ice, so that it may always give good metallic contact.
When the train passes in front of one of the posts at the termination of any
section it places both parts of the line wire to earth on either side of the post, thus
releasing the indicator card of departure of a preceding post and also operates
the indicator of departure of the post which it is passing, and also operates the
indicator of arrival at the next post in advance it therefore thus automatically
gives an indication of road occupied upon the indicator of the departure post it
יג
is passing, and of "arrival" at the post ahead.
In a word a train passing from one section to another, opens automatically the
section which it has just left, and blocks at both extremities (both in front of it and
behind) the section into which it enters.
As regards the action of the apparatus to give warning to the driver:-
The indicator cards of the posts of "departure" and "arrival" maintain the
indication of road occupied," that is to say, while a train is running on a section,
should a second train attempt to follow the first upon the same road, and come in
contact by its metallic brush with the fixed insulated bar-contact before mentiqued,
this contact closes the circuit from the post about to be passed through the warning
apparatus fixed on the locomotive and thence to earth, which thus at once indicates
stop," and sets a bell ringing without intermission until relieved by the driver.
So long as the locomotive remains in contact with this insulated contact-piece, it is
in electrical communication with the post, or the main line, so that the driver will
automatically receive on his warning apparatus, the releases which will follow
immediately upon the indicator of the post receiving the signal of road open.”
In this case when two trains ought to follow one another upon the same road, the
indicating apparatus would be doubled, that is to say would carry a second row of
wicket holes and indicator cards actuated by similar mechanism to that described,
and in distinct connection with the second line wire so that the first train when
passing in front of each post, through the roller contact on the ground, causes a
certain disposition in the apparatus, which will make contact from the roller with a
second line wire, operating the station indicators, and in consequence the movement
of the two trains will be shown distinctly on the station indicators, so that the
distance separating them at any time may be plainly perceptible.
Dated this 24th day of January 1890.
FELL & WILDING,
1, Queen Victoria Street, Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Signals.
We, ALFRED BERRY, of 243, Boulevard Raspail, in the City of Paris, France,
Electrician, and LEON SIMON SYMONS, of 21, Rue de Berne, in the City of Paris,
France, Gentleman, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement :-
This invention relates to a system of automatic electric signals indicating the
progress of trains in which the road is divided into sections between two successive
stations, the number of sections varying according to the requirements of the
service.
This invention forms a complete system of indicating apparatus by itself and may
be used in place of the old fashioned indicators with discs, or it may be used in
combination with the ordinary semaphores already existing.
If we suppose two neighbouring stations at each of which is situated an indicating
board, that is at the departure end and the arrival end, a departure indicator and

page_text: arrival indicator respectively similar to one another and only differing by the
disposition of some of the contacts.
These indicating boards notify the passage of a train at each section by the
successive appearance in their wicket holes, of boards, or plates upon which are
diagrams of locomotives, the direction of which indicate the direction of the train.
At the extremity of each section between the rails and parallel to the rails is
situated a contact connected to a line wire and to the wires of each post.
The end of each section is then provided with a post possessing an indicator board
with wickets of departure and arrival constructed similar to the indicator boards at
the stations.
The locomotive carries an indicator board with wickets indicating to the driver,
"to stop," and the approach of curves, tummels, gradients etc.
The indicators of this system as a whole are for the object of indicating the
movement of trains.
First. In the cabins of the signalmen.
Secondly. At the stations either in the station-master's office or in any other
special office, or other convenient place where it is desired to place the indicator so
as to be visible by the railway officials, general public and railway travellers.
The indicators placed in the signal cabins at the intermediate posts situated
between two successive stations indicate to the officials at these posts the approach
and clearance of a train. Thus when the train has entered the next section the
post indicator automatically gives the signal line clear."
The signals given by these indicating boards are of course only given to the
signalmen and are not visible to the driver of the locomotive, but if the latter
attempts to enter a section already occupied he will receive on his locomotive the
signal to stop.
When the station master at the departure station operates the lock by the aid of
his key he sends to the indicator board at the arrival station the signal of the
departure of the train, that is to say that the first wicket of the arrival indicator
indicates road occupied ' and at the same time the indication is automatically
returned to the departure indicator thus indicating the same signal.
The same operation of the key makes the signal "road closed" appear at the
next post.
When we use the word "acoustic" we wish it to be understood that we may
employ a loud electric bell, or electric trumpet or any other signal which will not
be confused with the electric bells indicating signals to the employees. If the driver
has received the signal "stop" on his locomotive he stops in front of the signal
station or post and only goes beyond it when the indicator at this post gives the
signal line clear" to the signalman who permits the train to proceed that is to say
when the train which precedes it has unblocked the following section after having
cleared it.
In order that our invention may be the better understood we now proceed to describe
the same in relation to the drawings hereunto annexed, reference being had to the
letters and figures marked thereon.
By way of demon tration we will suppose four sections only between two
consecutive stations, all of which follow the index letters, A indicating a
mechanism for the arrival indicator and D indicating a mechanism for the
departure indicator.
66 STATION INDICATORS."
"INDICATOR OF DEPARTURE."
The general disposition of this indicator is represented in Figure 1. In order to
make it clearer we have only represented the wires of electrical communication to
a few parts of the apparatus but in the following figures of the arrangement we have
Indicated clearly with lines the direction of the currents.
Hereunder we append the names of the different mechanisms of th's indicator
with their functions.

page_text: G G G G are wickets upon a first line in which are arranged to appear
respectively the indicating boards, or plates P1 P2 P3 P4 at the time of the passage
of a train into the corresponding section.
Pipp³ pare moveable indicating boards or plates with counterbalances coupled
at a¹² a³ a' and carry a diagram of the locomotive showing the same direction as
that of the train.
L'LL³ L' are levers each pivotted on the axis of rotation 662, 13, 14 and
carrying at their upper extremity respectively a small connecting rod e²² fixed
upon the plates P P P³ P4.
L is a lever suspended at d and arranged to close the circuit governing the move-
ments of the plates P1 P2 P3 P4 and the corresponding electric call bell by means of
the metallic contacts t¹².
L is a lever pivotted at e having at its lower end a detent arranged to operate
the ratchet wheel of the distributor D'.
E E E E E' are electro magnets actuating the levers L L L³ LA.
E is an electro magnet connected to the line wire actuating the commutator
lever L³.
E is an electro magnet actuating the ratchet and pawl lever L*.
E E are electro magnets actuating the lever L' and at the same time the whole
of the levers L governing the opening and closing of the lock S¹.
F¹³ ³ are wickets situated on a second line in which appear respectively the
plates or boards II', 11², 11³, [I³, during the passage of a train coming behind the first,
indicated by the plates of the first series of wickets.
II, II, II, II, are moveable plates with counterbalances pivotted at u', a², a³, a¹
and carrying a diagram of a locomotive showing the same direction as that of the
second train.
A', A2, A3, A', are levers pivotted respectively about the axes of rotation ẞi, 13,
33, 3, and carrying at their upper extremity respectively a small connecting
Y: 72, 7, y attached to the boards [1, 11², ³,
rod
3
150 is a lever pivotted at arranged to close the circuit governing the move-
ment of the plates 1], [², [I³, II, and the corresponding call bell by means of
contacts r¹, 7%
A is a lever pivotted at e furnished at its lower end with a detent Q arranged
to actuate the ratchet wheel of the distributor D².
A A A A A are electro magnets operating the levers A', A² A³, A*
A is an electro magnet connected to the line wire and operating the commutator
lever A³.
A is an electro magnet operating the ratchet and pawl lever A².
AA are electro magnets operating the lever A governing the opening and
closing of the lock S
Binding screws I, II, III, IV, V, VI, VII, VIII, IX, are the binding screws
of the conducting wires of the currents serving the electro magnets E', E, E³, E',
E³, E, E7, E, E, effecting the movements of the plates Pipp³ P* as well as the
movements of the accessories connected with these plates.
Binding screws I II are the entry and exit of the line wire respectively.
Binding screw III is for the earth wire.
Binding screws IV, V are the entry and exit of local currents serving the
distributor D and passing around the electro-magnet E
Binding screws VI, VII are the entry and exit of the local current passing
through the electro-magnets E' E² Eª E¹´E³.
Binding screws VIII, IX are for the circuit serving the electric bell of the
wickets G, G2, G³, G.
Binding screws X, XI are for the circuit commanding the movement which
umasks alternatively the admission to the two locks S'. S operating the electro-
magnets E, 18.
Binding screws XII, XIII are for the circuit commanding the movement
which masks alternatively the locks S1 S2 operating the electro-magnets E³, A³.

page_text: Binding screws XIV, XV are for the circuit serving an acoustic signal such as
an electric bell produced by means of the keys of the lock S' S².
Binding screws 'II, III, IV, VI, VP, VIP, VIII' IX are for the wires for
the current serving the electro-magnets A². 3²º, 3º, 3º, 3º, 3º, 17, 1, 1º, operating
the movements of the plates 11', [12, 1³, II, as well as the movements of the accessories
connected with such plates.
Binding screws VIII, IX' are for the circuit going to the electric bell of the
wings rr³, P.
3
is the contact putting the commutator L' in connection with the bobbin E7 of
the distributor D¹.
2 is the contact for the bell of this distributor D¹.
It must be here noted the index letters D. A. are not on the drawing as the
apparatus is practically the same in the departure and arrival boards but they
serve to show any difference by designating the contacts by the letters D and A in
the respective indicator boards in the Specification.
O is the contact for closing the circuit in the bobbin E, when the lever L'
turns from right to left, that is to say when the plate appears in the
wicket G'.
This contact is made oblique in order that during its double movement the
lever may pass under it when travelling from right to left and øver it when
travelling from left to right.
In the departure indicating board which is that which we are now describing the
under face of this contact is protected by an insulating material in order not to
put the current to earth on the return of the lever from left to right.
Qis the contact nearest to the former one enclosing the circuit of the
acoustic signal when the key is in the lock and the lever L' lies upon it.
3D is the contact closing the circuit in the electro magnet A and opening
thus the lower lock S2 when the lever 12 moves from left to right.
O is the contact in connection with the positive pole of the line wire which
may be closed by the switch with the square stem of the lock S₁ the said stem
being connected to the line wire through the electro magnet Eª.
O³ is the contact making communication with earth the square stem of the key
is similarly connected to the axis of the lever L' by a wire which continues after
the break with the permanent contact 02 going to the electric bell.
O is the contact going to the acoustic signal and closing the circuit when the
key is in the lock.
The contacts, ², w², w², w³, w¼, w³, w³, relating to the wickets I, r, r³, 14, and
to their various services are established under the same conditions as the corre-
sponding contacts 1, 2, 0, 0, 03, 0%, 0³, 0º.
Finally the indicating departure board such as hereinabove described includes
two series of wickets and I indicating the respective positions of two trains
coming one after the other upon the same track each rank of wickets being
identical as regards their appliances and their operations.
The arrival boards at stations are identical with the departure boards but
there is however a small modification in the position of the contacts.
1st. In the arrival indicator board the contact 04, is insulated upon the upper
face in such a manner that the putting to earth of the current by the rotation of
the lever L (the lever L of arrival) is produced by a movement of passage
from right to left of this lever.
Second. The contact which is established to the lever L² of the departure
indicating board is placed to the lever L of the arrival indicating board.

page_text: The two distributors D, and D2D placed upon the indicating board of
departure are identical, the two D¹A and D² placed upon the indicating board of
arrival are identical.
There is only a small difference between the distributor of the departure board
and that of the arrival board the distributor of both boards consist of two
ratchet wheels of which the teeth are set inversely and mounted upon the axis
provided with a spring switch which the engaging lever can cause to turn when
it is attracted for example by the electro magnet E'. This spring switch in its
rotation passes over six pallets connected each one to the apparatus.
THE DISTRIBUTOR OF THE INDICATING ARRIVAL BOARD (FIGURE 3).
Pallets 1, 2, 3, 4 connect the electro magnets E, E, E³, E and pallet 5 the
electro magnet E. On this board pallet 2 of the departure board is inactive.
Figure gives the distribution of the current permitting the opening of the
lock at the desired moment.
Figure
working.
OPERATION OF THE INDICATING BOARDS AT STATIONS.
represents the system of distribution of currents for effecting the
When a train should leave a station, the station master, by the aid of a
special key, introduced into the lock S brings the switch upon the contact o
connected to the binding screw III (earth): the line wire passing by II by the
square stem of the lock S' and issuing by after having entered the electro
magnet E is then broken and the current passes by III, S., and leaving
on one side the electro magnet E'.
There is thus produced a current which actuates the electro magnet EA on
the indicating board of the next forward station. The lever LA of this board
comes over the contacts (1A, 2A, and produces the following effects :-
:
1st. The current passing by A, enters into the bobbin E7A and attracts the
pawl lever LA which moves the ratchet wheel one tooth.
2nd. The current passing at the same time by 24 also closes the circuit,
passing by IX and issuing by VIII to go to the electric bell.
At the moment when the station master (always of the station of departure)
brings the switch tongue upon the contact the circuit does not pass any
longer through the electro magnet E of the arrival board and the lever LA
being no longer attracted takes up again its normal position, owing to the recoil
spring with which it is furnished.
The lever LA drops behind also for the same reason, and by its movement, turns
the switch of the distributor DIA which clears the pallet 14 by this passing contact
the circuit is closed in the electro magnet E'A which causes the lever LA to oscillate
and consequently to swing the plate PA in the wicket (A.
The station master of the departure station has thus sent a signal to the arrival
station. But the lever PIA in its oscillation has passed over the contact o' connected
to II, that is to say to the line wire-there is always a constant passage of current
in the electro magnet ED (departure) which operates the lever LD the

page_text: switches (D, 2D the lever L and the distributor DID immediately on the arrival.
The switch of the distributor of departure advances then one tooth and passes over
the pallet 1 thus closing the wicket GD, and as the circuit is closed the same move-
ment is produced on arrival; but at that time the switch passes over the pallet 6 of
the arrival board, which communicates with nothing and remains inactive."
When the train arrives at its first section, it passes over its contact, as we shall
see hereinafter, it places the current to earth, and the two line currents pass through
the electro magnets Eª of the two indicating boards (departure and arrival) which
causes, in the same way as before described a pallet of the distributors to be cleared,
effecting the closing of the wickets (and (24, and thus in succession at each
passage of the train over the ends of a section. When the 2nd lever LA of the
arrival board has caused the plate PA to fall in the wicket G it touches in its
passage the contact OA and closes in its oscillation from right to left, the circuit in
the electro magnet E, opening the lock S' of the board of the arrival station.
Upon the arrival of the train at the station all the plates are lowered, but the
lock S' of the board is unmasked. The station-master of the arrival station can
then carry out the same operation as that of the station-master of the departure
station. Immediately with his key he sends a current through the electro
magnet E of the departure station. The pallet 5 of the departure board is
cleared, and the current passes through the electro magnet E' which draws back
the first wicket, then the second, and thus in succession by means of the connecting
rods TT2 T3. By its movement from left to right the lever L (departure)
passes over the contact o¹ and puts the line wire to earth, and the two pawl levers
on the arrival and departure boards operate; on the arrival board the pallet 5ª
sends the current to the electro magnet E which draws back all the wickets in this
board, as has already been described in relation to the departure board; but this
movement which is produced in the departure board has no effect as the pallet 6 of
this board is insulated.
Upon the departure, when the station-master advises the departure of the train
by means of the key introduced into the lock S the lever L passing over the
contact o' closes completely the circuit of the acoustic signal. Thus this signal
cannot be given except when 1st the key is in the lock, and 2nd, the lever LD has
caused the plate to swing in its wicket. Let us suppose that there are two trains
coming one behind the other.
When the first train which has left has arrived in the second section, the lever L³
has passed over the permanent contact o³ and sends a current through the electro-
magnet which unmasks the second lock S2. The station master will not be able
to give the notice of the departure of a second train, until the first shall have passed
into the second section.
With this second lock S, the station-master can operate the wickets I of the
second rank exactly as he does those of the first. When the second train has
arrived at the second section it causes the second wicket I to fall, which by means
of the contact w³ unmasks the lock S¹ and so on.
CONTACT OF THE TRACK.
FIRST SYSTEM (FIGURES 6 AND 7).
P. A piece of round wood placed between the rails, parallel to them, and flattened
on its under side. Its length is about 2 metres and its height is such that it cannot
reach the lowest parts of the locomotive.
A is the axis of the piece of wood.
M are supports of the axis of the piece of wood fixed to the sleepers T of the

page_text: When an ordinary vertical brush arranged under the locomotive travelling in the
direction of the arrow strikes the helix E of the piece of wood P at the 2nd post,
for instance, it causes the wood to make a half turn and thus brings the contact
piece C on the upper side, its normal position being underneath.
This contact piece is rubbed energetically by the metallic brush and a current is
established in the line wire, which passes through the two station indicating boards
and goes to earth by the locomotive and the rails.
When the metallic brush arrives at the extremity of the piece Pit encounters
the second helix and causes afresh a half-turn in the reverse direction and once
more brings the contact piece underneath where it is protected from dirt and
weather and will retain a clear contact surface.

page_text: EF are the railway lines.
Jare the wires of the section connecting three consecutive posts a, b, c, for
example.
Figure 11 clearly shows that if the locomotive in passing over the contact K for
example, by the running to earth of the current in e conveys a current to the
electro-magnet E of the post indicator ; a current which attracts the lever
upon the two contacts and 12 (Fig. 10) for the following purpose:-
1st. To send a current to the electro-magnet E (Fig. 10) opening by means of
the distributor D₁ the wicket M of the post indicator and the wicket N of the
post a Fig. 11 that is to say, unblocking the section that the train has left ;
2nd. To send a current to the electro-magnet E closing the wicket N of this
post and the wicket M of the following post e, that is to say blocking the section
into which the train has entered.
The same current which enters the electro-magnet E is introduced into the
electro-magnet E* E which by the intermediation of the distributor D' oscillates
for example the lever L² to the right and places its end in contact with the
point thus carrying the current to the line wire G corresponding to the first
series of wickets G.
A train following oscillates this lever L in the opposite direction and the
current travels to the second line wire D corresponding with the second series of
wickets I'.
In this way two trains following are always registered on one or other series of
wickets of the station indicators.
The post indicator carries a third wicket indicating "Stop" operated as
follows:
FIGURE 12.
When the wicket N for example of a post is closed the lever of this wicket is on
the contact in such a way that if a train enters this section, in passing on the
contact of "Stop" H it completely closes the circuit of the indicator "Stop" and
the plate "Stop" appears in its wicket.
This same current, before losing itself passes to an indicator on the locomotive to
inform the driver also.
The same arrangement is applicable for notifying the proximity of curves,
gradients and tunnels.
The trains then automatically cover themselves and do not infringe the regulated
distance one to the other.
INDICATING BOARD FOR THE DRIVER, WHICH IS PLACED IN FRONT OF HIM
ON THE LOCOMOTIVE,
FIGURE 13.
M indicator board placed on the locomotive in front of the driver.
the wicket in which appears the plate pl.
the wicket in which appears the plate p².
the wicket in which appears the plate p³.
pl plate carrying the inscription "stop."
1,2
66
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lever connected to the plate p¹ and actuating it.
12 lever connected to the plate p² and actuating it.
13 lever connected to the plate and actuating it.
e electro-magnet actuating the lever l'.
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23
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33
32
B' metallic brush attached under the locomotive and directly in contact with the
frame.

page_text: The locomove an
COMICCUCE TO
the electro-magnet e'.
B³ metallic brush insulated and attached under the locomotive and connected to
the electro magnet e².
B metallic brush insulated and attached under the locomotive and connected to
the electro magnet e³.
K contact situated between the rails so as to be touched during the passage of
the locomotive by brush B'.
H contacts placed between the rails and arranged to be touched only by the
brush B2.
C contacts placed between the rails and arranged to be touched only by the
brush B³.
T contacts placed between the rails and arranged to be touched only by the
brush Bt.
When two trains are following one another on the same road and the second is
about to enter a section already occupied by the preceding train, the wicket N of
the post indicator at the entry of this section being closed as long as the 1st train
has not cleared the following post, it follows that the lever of this wicket is on the
contact 63 and reestablishes thus the communication of the electro magnet E7 (Fig. 10)
with the binding screw 15, connecting it likewise with the contact H placed between
the rails, some hundreds of metres in front of the post.
Or when the metallic brush B2 arranged under the locomotive passes upon the
contact Hit will close the current of a local battery in the electro magnet E7 which
will make the plate "Stop" appear in the wicket of the post indicator.
Afterwards as the metallic brush B2 is insulated and is connected to the electro
magnet by a wire which by the cutting out of this electro magnet makes contact
with the frame of the machine, this same current makes the plate 1" carrying the
inscription Stop appear in the wicket of the driver's indicating board.
$$
The lever of this plate moving from right to left closes at the circuit of
the electric bell placed on the locomotive its object being to call the driver's
attention.
Some hundreds of metres before the situation of curves, tunnels, gradients etc. etc.
other contacts CT etc. et. are placed, and are so disposed as to be touched during
the passage of the locomotive that is the contact e by the brush B³ and the contact T
by the brush B'.
::
In this way a current passes into the electro-magnet 2 & 3 which makes the
plates
"" tunnel
curve
"gradient" etc. appear in their respective wickets.
Each of the levers 1213 when they make the plates pp³ appear, also close the
circuit of the electric bell placed on the locomotive, so that all the signals that
reach the driver are at all times visible and audible and remain so as long as danger
exists or the driver has not noticed them.
An arrangement similar to that described permits the locking or unlocking of a
switch occurring on the main line, according as the train which is about to arrive,
and which indicates automatically its approach, is intended to be switched or not
switched that is to say, that on the departure of a train which ought to go on the
main line, and not be switched, the station indicator, specially designed for this main
line, in taking the signal line occupied," can be made to lock the switch, which thus
cannot be worked before a train has cleared the section including the switch, and
has thus unlocked the switch for making the road clear to trains which follow and
ought to be switched. This locking or unlocking is effected by a road contact
which has exactly the same functions as those we have already described.
If on the contrary, a train ought to be switched on to another road than the main
line, the special indicator to this road that ought to indicate this train, has no action
on the switch when the maneuvring of the same remains free. In other words a
main line train blocks the switch before arriving in front of it and unblocks it when
it has cleared the post.

page_text: Having now particularly described and ascertained the nature of our inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
The system of electrically automatically indicating the progress of trains con-
sisting of:-
1st. By a combination of the following devices, at the arrival station and
departure station a station indicator, indicating arrival and departure of the train
substantially as described.
2nd. By a certain number of indicator posts placed at the ends of each section,
indicators blocking and unblocking the section, substantially as described.
3rd. By the road contacts placing to earth, at the desired moment the negative
poles of the circuits actuating the movements of the indicators substantially as
described.
4th. The particular arrangement of the arrival and departure indicator situated
at the stations consisting of the combination of distributors D1 D2 put into circuit
by means of levers L L and electro magnets E E7 distributor D1 D2 ratchet
wheel and contacts 1, 2, 3, 4, 5 actuating respectively by electro magnets E E E³
E E³, ¹²A³ A* A governing by the levers L, L, L3, L4AA3 A3 A4 the plates P't
P2 P3 P4 ¹² 13 11 of the wickets G' G² G³G, rrrr.
5th. The arrangement of the movements of the locks S' S² by means of
levers L LAA" and the electro magnets EE, A substantially as described.
6th. The arrangement of the indicator posts (Figure 10) consisting in principle
of the same mechanism as the station indicators consisting of the wickets M, N, V,
the contact commutator a permitting the alternate connection of a train with the
circuit of the first wickets (and the following train with the wire of the second
wickets I of the station indicators substantially as described.
7th. The indicators (stop) announcing the proximity of curves, gradients, and
tunnels based on similar principles as before described.
8th. The arrangement of the contacts of the road substantially as described.
9th. The general arrangement and construction of such an indicating apparatus,
substantially as described in reference to the drawings.
Dated this 24th day of October 1890.
FELL & WILDING,
1, Queen Victoria Street, London, E.C., Agents for the Applicant.