IMPROVEMENTS IN PNEUMATIC SIGNALS FOR RAIL-WAYS
Year: 1883

page_text: LETTERS PATENT to Edward Mason Chase, a citizen of the United States of
America residing in Boston in the County of Suffolk and State of
Massachusetts for an Invention of "NEW AND USEFUL IMPROVEMENTS IN
COMPLETE SPECIFICATION filed by the said Edward Mason Chase at the
Office of the Commissioners of Patents on the 30th March 1883.
EDWARD MASON CHASE a citizen of the United States of America residing in
Boston, in the County of Suffolk and State of Massachusetts, "NEW AND USEFUL
IMPROVEMENTS IN PNEUMATIC SIGNALS FOR RAIL-WAYS
33
This invention relates to a class of Automatic Railway Signals, in which the
weight of a locomotive, acting upon a lever pivoted alongside the track, operates a
pair of bellows to drive a column of air through a tube, such column of air, by
suitable mechanism, being adapted to operate a visual signal, and put in motion an
audible alarm, to announce the approach of a train considerably in advance of its
arrival at a station or highway crossing; the object of the device being to give
warning to highway travellers, or passengers at a station of the approach of a
train, as well as to indicate to the engineer of the approaching train, that the
"block of track in front of him is open, thereby preventing one train from
collision with the one preceding it; the operative parts being so arranged, that the
signal is first set to danger point, and thus remains until the train, in its passage
past the terminus of the "block," acts upon a second pair of bellows, to drive a
column of air through a tube, and returns the signal to the "safety" point; while
the alarm mechanism, which is put in motion by the action of the locomotive upon
the primary bellows in entering upon the "block" continues to sound until the
locomotive reaches and acts upon a second lever, pivoted beside the track, and
connected with the alarm, and adapted to arrest the sounding of the latter.
Moreover a swinging sign is suspended over the highway crossing, and is con-
nected with the primary bellows in such manner as to be lowered into view upon
arrival of a train, and aid the alarm in arresting the attention of highway
CD1013

page_text: travellers. My improvements consist in detail of construction of the alarm
mechanism, whereby its comparatively delicate structure is protected from the
effects of the violent shocks and thrusts due to the sudden lifting of the lever by
the impact of the wheels of the locomotive or cars; this feature of my improve-
ment being accomplished by transmitting the lifting power of the lever simply to
raise the pallet, which impels the winding ratchet of the alarm mechanism
preparatory to the pallet engaging the ratchet, the active motion of the pallet in
advancing the ratchet being effected by a spring acting upon the tail of the lever
to depress the latter, should its own gravity not be sufficient.
My improvements further consist in details of construction whereby the primary
bellows are protected from the shocks and thrusts of the passage of the wheels of
the locomotive and cars over the primary lever, the same consisting in a lever
composed of two arms united by a fulcrum consisting of a long rod, and in
removing the bearing which constitutes the initial point of action of the lever, to
a point sufficiently remote from the track to be uninfluenced by the passage of a
train. My improvements further consist in mechanical details for putting in
motion and arresting the movement of the alarm mechanism; for lowering and
hoisting the sign-board; for operating the primary bellows, and holding the main
actuating lever from the plane of movement of the wheels, while such bellows are
being exhausted of air; and for ensuring the certain release of said bellows and
lever.
The drawings accompanying this specification represent in Figure 1 a diagram
of a portion of a railway track and niy apparatus, connected therewith, this view
being to show the general position or arrangement of parts, and not the entire
details of construction. Figure, 2, in said drawings is a perspective elevation of
the primary bellows and visual signal, and the mechanism iminediately connected
therewith. Figure, 3, is a side elevation of the alarm mechanism, Figure, 4, is a
vertical section of the primary bellows, the signal and their operative mechanism,
Figure 5, is an edge view of alarm mechanism. Figure, 6, section of winding
drum of mechanism. Figure 7, section of sign board Fig. 8, is a plan of the
primary bellows, and the expansive air cups or valves secured thereto. Fig. 9
is a plan of the ratchet, trip lever, and click connected with the primary bellows.
Figure, 10, is a side view of bellows, ratchet, and pawl, Fig. 11. an end view
of winding barrel and stop wheel of alarm mechanism. Fig. 12, is a side view of
a portion of the alarm mechanism. Fig. 13, is an enlarged view of a portion of the
sign operating mechanism. Fig. 14 is an end view of stop wheel and its operative
detent, Fig. 15.
Upon referring to the above named drawings A will be seen to represent a
railway track of which a, a, are the rails, and b, b, b, etc the ties; while B repre-
sents a highway, crossing such rail-way track. The primary bellows and their
operating mechanism are contained within a box, or case C situated alongside and
outside of the track A and at a distance of half a mile, more or less, in front of the
crossing B, in order to afford ample time for persons crossing the track to be
notified of the approach of the train, as well as to set the danger point, a signal
which shall, until returned to its normal position, indicate to the next approaching
train that the track is not clear. The frame, or staging, which supports the
bellows and their immediate operative mechanism is shown at D as composed of
metallic plates or bands, suitably connected and braced, and within the upper part
of this frame the bellows E are secured; the top plate F of such bellows being
secured rigidly to the top of the frame, while the bottom and movable plate F¹ is
supported upon elliptic, or other springs G G, which in turn support at their lower
parts a horizontal frame, or truck, H, hinged at its rear part to the rear part of the
frame D, so as to be capable of free vertical play; these vertical movements of the
truck H, and the contraction of the springs being effected by a wiper cam I,
secured to a horizontal shaft J, mounted in bearings in the frane D and
situated below and parallel with the truck H, the periphery of such cam wiping
against a bowl c pivoted to the underside of or within the center bar of such truck.

page_text: To the inner end of the shaft J, I secure a vertical sectoral plate K, having upon
one portion or half of its periphery a rack L of ratchet teeth f f f etc, this sector K
being secured at bottom to the shaft. To the lower front corner of the sector K, I
pivot the rear end of a horizontal arm M, which constitutes the tail of a lever N,
the front end of this arm, in turn, being secured to the outer end of a horizontal
rod O, which constitutes the fulcrum of said lever, said outer end of the rod O
being journaled within a bearing P, situated upon a firm foundation outside of and
somewhat removed from the rail a of the track, and contained within a suitable
house B situated alongside the track, while the opposite and inner end of such
rod O is journaled within a second bearing Q disposed alongside the rail a, and is
secured to one end of a short horizontal arm R, which constitutes the base and
initial point of action of the lever N, and which receives the impact of the wheels
of the locomotive, through a bar, or bars S, pivoted at one end alongside the rail,
and at its free end rests upon the arm R of the lever; this arm S being inclined
upward, as it reaches the lever, and falling below the top of the rail at its opposite
end, in order that the impact of the wheels upon it shall operate to depress it
gradually and thereby relieve it and the lever from the effects of the sudden blows
which would otherwise ensue upon the short arm of the lever. To retain the
springs G G in their contracted state until they have spent their force in operating
the bellows, and to uphold the tail of the lever and thereby remove the nose of the
latter from the action of the wheels of the train, I employ a click T, which is
adapted to engage the teeth of the sector, and is disposed above the latter, and
pivoted at its outer end to the lower part of an upright arm, or bar, U, which bar
in turn is pivoted at its lower end to an adjacent part of the frame D,
the arm U standing alongside the bellows, and in such position relative to a
stud V, projecting from the bottom of such bellows, as to be intercepted by
such stud, as the bellows become fully exhausted of air, and thereby cast off or
disengage the click from the teeth of the sector, and permit the lever and the
springs to return to their normal positions, and the bellows to fill with air.
The click T is not secured rigidly to the lever part of the bar U, but is actuated
by a lateral stud w from such bar, the relative positions of the click and stud
being such that the bellows are permitted to contract, and to move the bar a
considerable distance, before the click is cast off. It is all important, in railway
signals, that they shall be certain of operation under all circumstances, hence,
in this particular device, the bellows must be sure to release the click T from
engagement with the sector K and permit the lever N to drop, and the bellows to
refill. The extent to which the toothed sector is thrown, and consequently the
degree of compression of the springs, and the power of the column of air exerted by
the bellows, as well as the height to which the lower plate of the bellows rises,
vary considerably with the action of a passing locomotive, or train, upon the initial
point of the lever, according to the weight of such locomotive, or cars, or the speed
with which they may be running; and as the lower plate of the bellows in its
ascent, disengages the click from the sector, it results that the relative positions of
the arm U, and the bellows, with respect to the click and sector, must be preserved,
in order that the extent to which the click is thrown from the axis of the sector,
may be proportional to the extent of throw of such arm, by the rise of the bellows
bottom. If the periphery of the sector was concentric with the axis, and the
arm U was adjusted to disengage the click, as the bellows reached their extreme
point of contraction, the click would not be disengaged, if the bellows fail to reach
this point; hence, in order that the click may be thrown the same relative distance
with respect to the teeth of the sector, no matter what the extent of movement of
its actuating arm may be, I form the sector with an eccentric periphery the degree
of this eccentricity being such that as the throw of the arm increases in extent,
with the increased throw of the sector, and consequent increased rise of the bellows,
the click shall recede from the axis of the sector, while the less the throw of the
arm, and of the click, the nearer the latter approaches the axis of the sector, to
compensate for the difference, and therefore has a less distance to travel with

page_text: respect to the periphery of the sector-consequently, the click is always released
from engagement with the teeth of the sector, regardless of the extent of throw of
its arm, at the hands of the bellows. This is an important feature in my improve-
ments, as heretofore a very serious objection has been found to exist in the fact
that the cast off mechanism frequently fails to release the lever and refill the
bellows, owing to variations in extent of throw of the lever of the locomotive.
Another serious objection has been met, in the fact, that initial point of action
of the lever, that is its fulcrum is subjected to violent pulsations, and shakings,
from the action of the locomotive and train upon the tie upon which the bearing
of the fulcrum is supported, which results in impairing the efficiency of the cast off
mechanism. By the employment of a lever consisting of two arms united by a
rod, as stated, and removing the bearing of the arm, which constitutes the tail of
the lever from the immediate influence of the wheels, I protect the cast off
mechanism from the effects of the pulsations of the lever, and ensure the release of
the lever, and refilling of the bellows with unfailing certainty. The signal
employed to notify the engineer of an approaching train that the "block" of track
in front is open to him, is shown in the present instance as a thin circular disk W,
of any desired material, secured to the upper end of a vertical rock shaft X, which is
Eupported in bearings gg in the front part of the frame D, and adapted to rotate
in such bearings to the extent of 90° of a circle, in order, when in one extreme
position, to present its face broadly to the track, to be plainly visible to the
engineer and any one, that the track is occupied, and when in the other extreme, to
present its edge to the engineer, and be practically invisible, thereby notifying the
engineer that the track is open.
To allow the bellows to automatically operate the signal W, I secure to the top
of such bellows an intercommunicating air box, or reservoir X¹, upon which I erect
a cup Y, the top of which is closed by a loose elastic diaphragm Z; and the interior
of which communicates with the interior of the said box X' by a pipe or passage i,
and in order that the time occupied in exhausting the bellows of air may be
controlled to uphold the lever until the entire train may have passed, I provide the
cup Y with an outlet or exhaust pipe j, and place in this pipe a cock . Moreover,
I secure to the top of the diaphragm Z by an intermediary disk or head, l, the
lower end of an upright post m, the upper end of such post being guided in a
bearing in a horizontal cross-beam'n secured to the upper part of a frame o erected
upon the top plate of the bellows, or the upper part of the staging D, the post m
carrying an upright latch plate p pivoted at its lower end to the side of the post,
and inclined from the perpendicular to such an extent as to drop by its own
gravity toward the center of the bellows; this lateral play of the latch plate being
determined by a slot q formed in it, through which a screw r passes, and screws
into the post.
The upper end of the gravity latch p extends beneath the outer and free end
of a horizontal gravity trip lever 8, which is pivoted at its opposite end, or base,
to a rock shaft t, supported in bearings in the opposite side of the frame 0, while
to the opposite end of this rock shaft t is secured the lower end of an upright
staff u, the upper end of said staff in turn being pivoted to one end of a horizontal
pitman, whose opposite extremity is pivoted to the wrist pin of a crank w, the
base of which is secured to the rock shaft X, before alluded to as carrying the
signal W. Furthermore, a two armed trip lever x, composed of a vertical arm y
and horizontal gravity arm z, is secured at its base to a horizontal rock shaft b',
mounted in bearings in the upper part of the frame o upon the side of the latter
opposite the shaft t, the upper end of the arm y having a horizontal step c¹, which
operates with a stud d', extending longitudinally from one side of the lever 8, this
stud, when such lever s is thrown to its highest position in the act of turning the
signal to the danger point, resting upon and being upheld by the step of the arm y.
The nose e¹ of the arm z extends above and operates with the upper end of a second
gravity latch plate f', pivoted at its lower end. to one side of a second vertical
post g', such post at its upper end being guided in a bearing in one end of the
8

page_text: beam n, before named, and at its lower end secured by a disk, or head h¹ to an
elastic diaphragm i, which is secured to and covers the mouth of a second cup j¹,
erected upon and connected with the interior of an air box B, which in its turn is
secured to the top plate of the bellows E, and communicating by a pipe k³, (see
Figures 1, 2, and 4.) with a supplementary bellows A¹ situated beside the track at
the distance of one third of a mile, more or less, beyond the crossing B; these
bellows A', being operated by a lever N actuated by the wheels of the locomotive,
as with the primary bellows, and the space intervening between the said supple-
mentary bellows A¹ and the primary bellows constituting a block," so called,
of the track, within which two locomotives or trains are not allowed at the
same time; the purpose of the signal being as before stated, to indicate to the
engineer of an approaching train whether or not this block of track is open
to him.
The intermediary air receiver, or box X' communicates by a pipe l' with an air
conduit m leading to the alarm mechanism, to be hereinafter described, and I
prefer that this air conduit shall be a lead pipe, in order to guard against corrosion.
As a train approaches the primary bellows in the direction of the arrows in
Fig. 1. of the drawings, and the wheels of the locomotive arrive at and depress
the arm R of the lever N, the long arm or tail M of such lever rises and partially
rotates the sectoral ratchet K thereby, by means of the wiper cam I, compressing
the springs G by the sudden resistance of the air in the bellows, and simultaneously
therewith allowing the click T to fall into and engage the rack of teeth upon the
ratchet, by this means preserving the stress of the springs, and enabling the latter to
compress the primary bellows E and expel the air in such bellows into the
receiver X', from which the air is distributed, a portion of it doing duty to operate
the alarm by way of the pipes 1. m³, while the remainder enters the cup Y, distends
its diaphragm Z, and raises the post m, and with it the latch p, it being understood
that the signal W stands parallel with the track, that is, at the "safety" position,
while the gravity lever 8 is free from the restraint of the army and remains at its
lowest position, by its own gravity.
The post m and latch p continues their ascent, as stated, until the upper end, or
nose of such latch intercepts and lifts the free end of the lever 8, and pushes aside
the arm y, until the stud d' of such lever rises above the step c' of such arm, when
the gravity of the arm z causes such step to drop below the stud and uphold the
lever s, the ascent of this lever, as stated, having the effect of rocking the shaft t,
and turning the signal from its normal, or safety position, parallel with the track,
to a position broadside to such track-while finally, as the bellows become collapsed
by the complete action of the springs, the bottom plate of such bellows, through
the agency of the stud V pushes the bar U to one side, lifts and disengages the
click T from the ratchet L, and allows the lever N to drop to its normal position;
the springs G with the fall of the lever and the drop of the frame H, also relaxing
and permitting the bellows to expand and fill with air-while simultaneously with
the expansion of the bellows and relaxation of the springs, the air escapes from
the receiver ✗1 by way of the pipe 1, and permits the post m and latch p to
settle back to place. The train proceeds on its way until it reaches the supple-
mentary bellows A" at the end of the "block," when it operates such bellows
to drive a current of air through the pipe, and a pipe connecting with
such bellows via, the box B', into the cup j, thereby raising the post g¹ and
its latch f, and by means of such latch, lifting the gravity lever or arm z,
pushing the arm y to one side, and in so doing releases the stud d', and permits
the levers to drop by its own gravity and rock the shaft in an opposite
direction, and restore the signal W to its normal or safety position, parallel
with the track. It will be seen that during such time as the train may,
from extraordinary causes remain upon the track between the primary and
supplementary bellows, the signal will stand at the danger point, and constitute
a warning to another approaching train from the same direction, that the track is
not clear. To ensure the certain and prompt expansion of the bellows with the
.

page_text: fall of the lever N, I add to the underside of the truck H and in front of the nose
of the wiper cam I, a pendant curved plate 14, against the lower end of which the
nose of the cam I wipes, as the said lever is released by the cast off mechanism,
thereby forcibly lowering the movable plate or bottom, of the bellows to its lowest
position. The weight of the lever N and truck H aids in expanding the bellows.
Having thus described the mechanism for operating the signal, I will now describe
that for sounding an alarm to notify travellers on the highway of the approach of
a train. This mechanism is supported upon an open barred frame, or staging C³,
to be protected and covered by a suitable house, and supported, in the present
instance, upon one of the standards that carry the adjustable sign board to be
hereinafter described, though in practice, an independent column or post will be
employed.
The alarm is a gong D¹ secured to the extreme upper part of the staging C¹, and
receiving repetitive blows from a hammer E' in the form of a straight bar
supported and playing in bearings m' n¹ in the said staging, and impelled toward
the gong by a coiled spring o¹, which envelopes it, and functions between the
bearing n and a spur p¹, extending laterally from said hammer, the intermittent
blows of the hammer being imparted by a series of detents q¹ q etc, projecting
laterally from a rotary disk or hub ¹, secured to the inner end of a horizontal
shaft s', mounted in bearings in the upper front part of the staging C¹. To rotate
the shaft s', I add to it a pinion t, which engages with and is driven by a spur
gear u, the hub v¹ of which is secured to a horizontal shaft w' mounted in bearings
in the frame C¹ below the shaft s¹, the shaft w in its turn being rotated by the
stress of a plate spring x', coiled about it, and contained within a barrel y',
supported loosely about the shaft w, this barrel being rotated to wind up the
spring by a pallet 21 pivoted at its upper end to the free end of an arm, or
carrier a, the base of which loosely encloses the shaft w'. The pallet z' operates
with a ratchet c² formed upon the periphery of the barrel y', and is itself operated
by a vertical rod d², the upper end of which is pivoted to the free end of the
carrier a², while the lower end of such rod is pivoted to the free end of a horizontal
arm e², of a two armed lever D4, the base of which is secured to one end of a
horizontal rod ƒ2, supported in a bearing upon the ground, such rod at its opposite
end being secured to the base of a shorter arm g², and mounted in a bearing
secured to the track, immediately alongside the rail a in such a position that the
wheels of a locomotive shall strike the arm g², lift the arm e² and rod d², swing the
carrier a upon its pivot, thereby lifting the pallet z', the arm e² being lowered to
its lowest position by the action of a spring h³, secured at one end to a chair i²
erected upon the ground, and with its free end bearing upon the extremity of the
arm e². I do not restrict myself to any arbitrary device for effecting the com-
pulsory descent of the arm e², in lieu of the plate spring h², as shown, as a spiral or
rubber spring may be employed, or the lever may be lowered by the action of a
cord or chain secured at one end to the lever, and at the other to a weight and
passing about suitable pulleys.
As the pallet rises, it slips over the ratchet c², and as it descends it takes hold of
such ratchet, and advances the barrel y', and winds up the spring x¹. It will be
seen that the initial effort of the lever e² functions merely to lift the pallet, in
readiness to act upon the ratchet c2, and that the movement of such pallet, which
actuates the barrel, is imparted by the stress of the spring 2. My object in this is
to protect the alarm mechanism from the shocks and thrusts incident to the impact
of the wheels of the locomotive and train upon the lever, as by my method the
shocks and thrusts expend themselves in lifting the pallet, and not upon the
winding mechanism, when the pallet is engaging the barrel. The action of
the spring in winding the barrel is mild and uniform, and exerts no injurious
action upon the barrel clock train, The pinion shaft s¹ is combined with an
ordinary "fly," or fan regulator, j2, which is secured to a shaft ³, disposed above
the said pinion shaft after the manner of clock movements, and such shaft s¹ is
driven by a pinion 6 fixed to it and meshing with a pinion me secured to the

page_text: shaft. With the passage of each wheel upon one side a locomotive and the cars
of a train over the lever e³, the pallet z' is raised and lowered, and effects a step by
step movement of the barrel y¹ to store up power to sound the alarm for the next
succeeding locomotive to put in operation; and in order that the latter locomotive
shall, upon entering the "block" of the track automatically put the alarm in
operation, I employ an air receiver or cup 12, erected upon a bracelet m² secured to
the front part of the staging C, and communicating with the air conduit m', before
named, by a stand pipe or tube n², which has two branches o° p², one of which viz,
o extends to the cup 12, and the other to the sign operating mechanism, to be
hereinafter explained.
The cup is closed by an elastic diaphragm q2 (see Figs. 3 and 5) to the top of
which is secured in proper manner, the lower end of a vertical post 2, which at
its upper end is guided in bearings in a strut s² from the top of the staging C
such post carrying upon one side a gravity latch 2 pivoted at bottom to such post,
and inclined from the perpendicular toward a two armed gravity lever u², which is
pivoted at its angle to a transverse horizontal rock shaft v2, mounted in bearings in
the staging, in rear of the barrel y'-the lower and preponderating arm w² of such
lever operating by its front end or nose x2 with the upper end of the latch t².
Moreover the arin w2 has a lateral spur y2, which operates with a step 2 (see
Fig. 12) formed upon the upper end of an upright arm a³, that constitutes the
lesser arm of a two armed lever 63 pivoted at its base to a rock shaft c³ mounted in
bearings in brackets d³ ³ extending forward from the staging C in front of the
barrel, the preponderating horizontal arm e³ of the lever 63 extending rearward over
the barrel shaft and alongside the latter, and with its tail f³ standing over the free
end of the pallet carrier a³, so as to be intercepted by the upper end of the rod a
or a spur, or lip, aº upon the latter, when it (the rod) is raised by the passage of a
locomotive over the lever e³ g². Furthermore, to arrest the alarm mechanism as the
rod d² rises, I secure to the rear rock shaft v² the lower end of an upright curved
staff, or horn g³, the upper or free end of which has a lateral stop pin 3 adapted
to take, at certain times, into a notch is in the periphery of the pinion shaft & or a
hub, or collar a secured to such shaft-the stop pin h³ being restrained from dropping
into the notch 3 of the shaft by the step 2 of the arm a³ upholding the arm w².
g in the drawings, represents an upright curved horn, or staff, secured also to the
rock shaft v2 and adapted, when tilted forward by the lowering of the horn g³, to
extend beneath the fan j², and in doing so arrest the rotations of such fan, and estop
the alarm mechanism. The arrangement of the cup 12, post ², latch t², and gravity
levers or arms w², a³, e², are similar to the cup Y, post m, latch q and levers 8, y,
and, before described as operating the signal W, and operating as follows-as the
primary bellows are actuated in manner as before described, the air is driven
through the pipe m² and branch o³ into the cup 12, distends the diaphragm q² of
the latter, and raises the post 2 and latch t², and the latter, acting upon the nose of
the lever w² lifts the latter, and allows the arm a³, by the gravity of the arm e³, to
tilt forward and insert its step z² beneath the study of the arm w², and uphold
the said arm w², while the lifting of this arm w rocks the shaft vand tilts the
staffs or horns g³ g³ rearward, thus removing the stop pin ³ from engagement with
the pinion shaft s' and the horn go from beneath the fan j³, and permits the latter
and the disc to be rotated by the power of the main spring, thereby putting the
hammer E in motion, and striking repetitive blows upon the gong D₁-the latch t³,
post, and diaphragm q', subsequently settling back to the normal positions,
leaving the alarm mechanism in action. The ringing of the alarm continues until
the locomotive reaches and lowers the arm 92 of the lever D, and raises the arm e²
of such lever, thereby lifting the rod d2 and with it the pallet carrier a² and
pallet in readiness to act upon the ratchet c when the said rod is lowered, while
at the same time the spur a³ of the rod d², as the latter reaches its highest point;
intercepts and lifts the free end of the arm e³, and thereby rocks the shaft c³,
tilts the arm a³ forward, and in so doing removes the step 2 of the latter from
beneath the free end of the arm w³, thereby allowing the latter to drop by.its

page_text: pawl carrier.
gravity arm, and in so doing permit the stop pin h³ to rest upon the periphery of
the collar j³, until the notch 3 in the latter arrives opposite such stop pin, when the
latter drops into this notch and allows the weight of the latch or lever u³ to rock
the shaft vand tilt the horn g forward beneath the fan thereby arresting the
clock movement, and the blows of the hammer upon the gong. The stop pin h³
does not directly arrest the alarm mechanism by falling into the notch 3-its
purpose is in combination with such notch, to lift the horn go forward, and arrest,
by means of the fan ja and the pinion me, gear and shaft s¹ beneath the fan and
by arresting such fan, stop the detent ³, at such a point relative to the teeth of the
sector 3, as to leave the latter free to return to its normal or inactive position.
As the locomotive and train continue their way, each wheel in succession upon one
side the track raises the rod d³, pallet carrier a³ and its pallet z', as before stated,
while the spring h² or its equivalent, as often returns the rod d to its lowest, that
is, its normal position, thereby winding up the alarm mechanism a certain degree.
When the alarm mechanism is entirely wound up and the rod d² is upheld by the
meeting of the convex tooth u³ of the wheel and spur w³, the pulsations of the
rod by the action of passing wheels over its actuating lever, would tend to lift the
latch and hold back the arm a³ from supporting the end of the latch u², thereby
permanently estopping sounding of the alarm after the pinion shaft had completed
one revolution. To avoid this, I employ the slot and pin connection between the
rod and the pallet carrier a², the slot f³ permitting the rod to drop back a distance
sufficient to allow of the drop of the latch e³, and permit the arm a³ to support the
end of the latch w². To prevent the pulsations of the rod d³, under the conditions
above stated, from throwing the pawl carrier and pawl, by the momentum of the
two, to a point beyond that intended for them to reach, I employ a spring h³, the
base of which is secured to the pawl carrier a², while its free end extends beneath
the spur
a of the said rod and prevents back lash or play between the rod and
Should the locomotive, after passing the primary bellows and putting the alarm
in motion, as stated, come to a stop before reaching and operating the lever D¹, the
alarm would continue to sound until the locomotive continued its way, or the main
spring had run down, to confine the sounding of the alarm within reasonable
bounds, by arresting the same automatically, should the locomotive fail to do so
under the conditions stated, I employ a sectoral plate k³, the hub 13 of which is
mounted upon a horizontal stud n³ projecting laterally from one side of the
staging C³, between the latter and the barrel y', the perimeter of this sector being
connected into a rack o³ of gear teeth, which operate with a two armed pawl på
(see Figs. 2 and 12) pivoted at its base to the staging above the stud n³, the lower
arm 93 of this pawl engaging the said rack o³, while its upper arm p³ extends over
and engages, under certain conditions, a stud & extending laterally from a gravity
latch to pivoted at its upper end to the staging above the pawl p³, and with its rear
or tail end us disposed above and operating with an arm, or spur v³, projecting
radially from the rock shaft v2, before named-the parts being so arranged that
when the arm, or lever w² is dropped to its lowest point, below the step of the
arm a³, the latch t³ and pawl p³ are in their highest positions, and the spur 3 lifts
the latch t³ and pawly p³ and removes the latter from engagement with the sector /³,
and the latter settles back to its normal position by the action of a coiled spring w³,
one end of which is secured to its hub, and the other to the stud supporting the
sector. The sector is advanced intermittently, as the sounding of the alarm begins,
by the action of a detent a secured to the pinion shaft 8' and taking into the teeth
of the sector, and such sector is provided at its lower point with a wiper stud, or
pin y projecting laterally from it, and adapted to intercept and lift the arm e³
when the sector reaches the extreme of its active movement. Should the loco-
motive remain sufficiently long upon the track before operating the lever D* to
give the study of the sector time to reach and lift the arm e³, the lifting of
such arme by such stud y rocks the shaft c³, and tilts the arm a³ forward,
thereby removing the step of such arm from beneath the spur yª of the lever wa

page_text: and permitting the arm w² to drop, thereby rocking the shaft v², lifting the
spur or arm v³, and removing (by lifting the latch (3) the pawl p³ from engage-
ment with the teeth of the sector and permit the latter to return to its
normal position by the stress of its spring w³. Should the locomotive
continue on without stop, as it is expected to do, and elevate the lever D
and rod d³, and thereby lift the rear end of the arm e³ and allow the arm w²
to drop, and by means of the staff g³, released by the stop pin h³, arrest the move-
ment of the alarm by estopping the rotation of the fan ja as before stated, but
few teeth of the sector will be gathered by the pawl p³ and these will be released
by the lifting of such pawl, as the arm e³ rises, and the sector will return to place
without reaching and actuating such arm. It will be seen by reference to Figs. 3
and 12 of the drawings, that the nose a² of the gravity latch or lever, w² has a
pendant curved lip e, which, when the said latch is at its lowest position, is in
juxtaposition to the upper free end of the latch 2, which rests against it. As the
post rises by the inflation of the diaphragm q', the nose of the latch tintercepts,
and lifts the latch u³, until the lip e, standing as it does eccentric to the pivot rock
shaft upon which the said latch w is pivoted, wipes against the nose of the said
latch and pushes it aside from the nose x2 of the latch u², as the tooth y2 of the
latter becomes lodged upon the step z² of the arm a³. It will thus be seen that the
eccentric lip e determines the extent of inclination of the latch t towards the
latch u², and as a consequence the height to which the said latch u² shall be lifted
by the ascent of the post and latch 2. In Figures 2 and 4 of the drawings, the
extent of inclination of the latch p or f' is determined by the slot in each, and the
screw in the post embraced by such slot. I have shown two plans of governing the
extent of inclination of the latches, as I do not wish to be restricted to any
arbitrary method of securing this result. I do not in the organization of the alarm
and gate operating mechanism, restrict myself to the employment of a single lever
operated by a locomotive or car wheels to actuate both, as an independent lever
may be employed for each. To maintain the movable bottom F of the bellows
firmly in its proper position and yet permit of ready rise and fall thereof, and to
insure uniform relative positions and movements of the truck H and bellows
bottom F, I hinge the said bottom and the truck to the staging D by links j³, as
shown in Figure, 4, of the drawings. As a convenient way of estopping the throw
of the hammer or bolt E¹, I flatten a portion of its lower part, leaving the extreme
lower end intact, to create a shoulder, which brings up against the lower bearing
in which the bolt plays. The barn and the strut, or brackets d' and 8² are
secured in position in such manner, as to be capable of lateral adjustment in order
that the gravity latch of the post of each expansion valve may be compelled to
intercept the latch or lever with which it operates. I have thus described the
means by which a locomotive adjusts the signal, and sounds and stops the alarm,
and I will now describe the method I pursue for operating the sign board, which
gives visual notice to highway travellers of the approach of a train in addition to
the alarm. The said sign board is shown at G₁ as a flat board or plate having
upon each side the inscription common to such objects, this board being upheld
by standards H H erected upon each side the highway at its intersection
with the railway track, the tops of these standards being trussed by a bridge
plate L, and carrying a hood I, which serves to conceal the sign board, when the
latter is in its highest or normal position, and protects the parts from exposure to
the elements. The signboard is adapted to be lowered into view on approach of a
train within the "block," and raised from sight after such train has passed beyond
the limits of such block, and to effect these movements, I suspend each end of the
board from the end of an arın J', which extends radially from a sectoral pulley K¹
suspended from the bridge plate L', which spans the standards by a hanger M¹, to
which it is pivoted by a horizontal pivot N³, the sectoral pulleys K' being rocked
upon their pivots by ropes or chains O' O' connecting with them, and secured to a
common hoist rope or chain P', which passes about a sheave Q¹³, pivoted to the
top of the standard H', thence descends to and is secured to the upper end of a

page_text: coiled spring R', the lower end of this spring in turn being secured to the upper
end of a rope or chain S¹, the lower end of which is secured to and passes about
the periphery of a sectoral pulley T', mounted loosely at its upper part upon a
horizontal shaft U', which in turn is mounted in bearings in the rear lower part of
the staging C¹, below the plane of the alarm mechanism. To rock the sectoral
pulley T upon its axis, and in so doing pull upon the chain P¹, S₁, and hoist the
sign board out of view into the hood I', I extend a latch bar V₁ radially from
the perimeter of the sector, and adapt the free end X3 of the latch bar to
operate with a step Y' formed upon the upper part of a vertical arm Z', which
in turn is erected at its base upon a sleeve A2 tightly enveloping a horizontal
rod B2 secured between brackets extending forward from the extreme lower front
part of the staging C', the weight of the sign board sufficing to maintain the latch
bar V firmly in position upon the step Y¹, it being observed that when such latch
bar is thus upheld by the step Y¹ the sign board is at its highest position and
obscured by the hood I¹. To tilt the arm Z' and thereby release the latch bar V1;
I secure to the sleeve A³ the front end and base of a curved lever 23, which extends
rearward over the shaft. U', and at its extreme rear end or nose a* operates with a
gravity latch plate 6 pivoted at its bottom to one side of a vertical post c', whose
upper end is guided in a bracket d' extending rearward from the staging C¹, the
upper end of this latch plate b* operating during the ascent of the post to raise the
free end of the lever 23 and disengage the step Ÿ¹ of the arm from beneath the
latch bar V of the sectoral pulley T¹ and permit such bar and pulley to assume
their idle positions and the sign board to drop. The post c* is erected upon a
flexible diaphragm e, which closes the mouth of a cup f supported upon the
extreme rear part of the staging C', and with its interior communicating with the
branch or air pipe p2 before named, the operation of the cup f', post c*, latch plate 64
and lever 3 being similar to the corresponding parts before explained for putting
the alarm mechanism in motion. To operate the sectoral pulley T₁ by means of
the bar V, I employ a vertical ratchet wheel C³, secured centrally to the shaft U¹,
and provide this ratchet wheel with lateral spurs or detents ggg¹ etc, projecting
from its inner side, these detents being equidistant and in a circle concentric with
the axis of the wheel, and any one of them adapted to wipe, when permitted,
against and lift the latch bar V. As it is intended to permit the ratchet wheel C³ to
rotate, in continuing the act of winding the spring a¹, after the latch bar V' has been
lifted and deposited upon the the step of the arm Z', the lifting detents g g g¹ etc,
do not act directly upon such bar, but travel in a path to one side of the latter,
and act upon it through the medium of a laterally swinging plate h³, which is
pivoted at its rear end to the underside of the said latch bar V₁, this plate h* at its
front end being formed with a right angular bend or head, , which is situated in
front of a sectoral standard erected to one side, of the ratchet wheel C² and
concentric with the axis of the latter, the plate being impelled toward the
ratchet, and away from the standard by a spring suitably applied. After the
plate (moving with the latch bar V¹) has wiped against one of the detents g
and advanced the ratchet wheel a given distance, and passed beyond such spur, the
plate is to be diverted from its normal path of movement, in order that the ratchet
may continue its movements at the hands of the rod d³, as the latter rises and falls
by the action of the various wheels of the locomotive and cars, without bringing
the succeeding detents g into contact with such plate; and to this end I employ a
switch composed of a stationary rib e secured to the front upper part of the
standard, and with its lower end diverted to one side, as shown at 14, and operating
with this stationary rib, I employ a swinging tongue m' pivoted at its lower end
to the front of the standard, as shown at n', and with its upper and free end
adapted to shut close against the lower part of the rib e, or be swung away from
such tongue to permit of the passage between them, of the lip o constituting the
outer boundary of the bend or head of the plate . The lower end of the
swinging tongue m¹ is prolonged into a second stationary tongue p secured to the
lower front part of the standard j' and extending nearly to the bottom of the

page_text: latter, this tongue 2 being a continuation of the portion . As the ratchet C²
advances intermittently by the rising and falling of the rod d² through the agency
of the car wheels and the spring actuating the lever D' which operates such
rod, the first approaching detent g' wipes against the rear side of the gate /*
(it being supposed that the gate is at its lowest or exposed position, where it was
left by the passage of the last preceding train and the gate and latch bar V¹
hanging idly from the shaft U1) and carries such plate and the latch bar V before
it until the lip o* of the swinging plate h is intercepted by the curved lower end
of the stationary tongue, and by the latter is, with the plate, diverted to one
side, thereby pushing aside the pivoted tongue m', and opening a passage for itself,
which it follows until it rises above such pivoted tongue, and the latter closes
against the stationary tongue k, thereby closing the passage against return by the
same way of the lip o' and compelling the latter and the plate to remain to one
side of the path of movement of the detent g', as the ratchet advances so long as
the latch bar V remains upheld by the arm. When the locomotive passes by and
inflates the primary bellows at the beginning of the "block," and the air from such
bellows operates the lever Z³ to release the arm Z' and allow the latch bar V' with
its gate to drop, the said gate passes beyond the lower terminal of the tongue p³,
and is restored by its spring to its normal position, in close proximity to the
ratchet, in readiness to be operated upon by the next advancing stud g¹ of such
ratchet. The ratchet wheel C2 itself is intermittently advanced by a pawl q*
pivoted at its base to the front end of a horizontal swinging bar, or carrier,
which in turn loosely encloses the shaft U¹, while the front end of this carrier r is
in its turn pivoted to and operated by a link s, which connects such carrier with the
rod d², to which allusion has frequently been made. To provide means for estopping
the winding up movements of the main spring a¹, and thereby protect such spring
from fracture, or the adjacent parts from injury, should the train of cars be sufficiently
long to more than wind up such spring, I employ a stop wheel t, which is a
circular disk pivoted axially to the outside of the inner head of the barrel, and
having its periphery divided into teeth uu* etc. of equal size, and equidistant from
each other, the ends of these teeth being concave with the exception of one viz, u³,
which is convex-To the inner extremity of the shaft w¹, which carries the spur
gear ', and is continued within the barrel y', I add a tooth, or detent 20% which
operates with the notches of the wheel t', to effect a one tooth advance of such
wheel with every revolution of such tubular shaft w¹, and of the said spur gear.
Should the wheels of the train continue the winding up movement of the barrel
to a point involving danger to the spring or mechanism, the convex tooth us, of
the wheel is brought into contact with the detent w, the barrel is prevented
from farther rotation in this direction, and the rod d², and the lever D', which
actuates it, held at such an elevation by the said convex tooth u³ and detent w' as
to be unaffected by the wheels of the railway train. As the alarm is set in motion
and continues to run, the convex tooth of the wheel trecedes from the detent w¹,
and the rod is free to be lowered by the stress of the spring h² and put in
motion to rewind the clock train of the alarm mechanism. To equipoise the
weight of the sign board, I employ a weight w³ secured to one end of a rope, or
chain a, which extends upward about a sheave 3 pivoted to the top of the
standard H", as shown at 2 from which it extends to and passes about a second
sheave a pivoted within a hanger 65, pendent from the bridge plate before named,
and finally secured at its end to the eye of a stirrup c, which carries at its lower end
an anti-friction grooved roller d³, that travels upon a horizontal rod e³, secured to
the sign board, this roller d³ serving to permit of the lateral swinging movements
It will be
of the sign board, as it rises or falls with the least amount of friction.
seen from the above that the action of a locomotive first lowers by means of the
primary bellows, the sign board, which it subsequently raises, as it passes and acts
upon the second lever at the crossing, this hoisting of such sign board being to
prepare it for being lowered by the next succeeding locomotive. In lieu of or in
addition to the slot fº in the rod d², and to accomplish a like result, the said rod

page_text: may be in two parts sliding longitudinally upon one another, with a spring
interposed between the two, so arranged that as the rod lowers, the spring shall to
a certain extent resist the pull upon the lower part of such rod, thereby interposing
a cushion between the clock mechanism and the lever which operates the rod.
Should a train or locomotive after entering upon a "block" of track and putting
the alarm mechanism in motion proceed so slowly on its way that the tooth y of
the gravity latch w² would be cast off from the step 2 of the arm as before the
post 2 and latch t2 had fallen to an appreciable extent, the nose x² of the latch w²
would abut against the edge of such latch 2 and be prevented from dropping
sufficiently to estop the alarm until the said post 2 and latch 2 had settled back to
their normal positions. This would cause the alarm to sound for some time after
the train had passed the highway, which the aların is designed to operate with,
and in addition to this the sounding of such alarm would be carried on too
rapidly. To avoid these objectionable results I employ a precautionary device,
which consists as follows. A 10 represents an oblong block having in one side a
notch, or rebate, 29, the lower end of this block having a vertical slot which
encloses a horizontal stud, or pin, k³ projecting from the upper part of the latch 2.
The upper and widest end or head m³ of the block A10 is when the parts are in
their initial or normal positions, situated somewhat above the upper end of the
latch 2, in order to provide an opening no to receive the nose 2 of the latch or
lever w² and allow the said latch t2, as it rises, to intercept said nose x2 and raise
said latch or lever was herein before explained. The block A⁰ is suspended
at the top from the lower end of a rigid rod 22, which passes at its upper end
loosely through the brace or bridge s² in which the upper end of the post 2 plays,
such rod having a nut or head s upon its upper end to bear upon said brace.
In the operation of this modified device the latch t² rises by the action of the
bellows 2 and raises the latch w³ and deposits the latter on the steps of the arm a³
in manner as before described, the pin playing in the slot of the block A10
while this is being accomplished. As the latch t2 passes by the nose of the latch w²
and leaves the latter upheld by the arm a³, as stated, the upper end of the latch t
meets the lower edge of the head mº of the block A, and the space n³ is closed
against entrance of the nose of the latch w², and the latch 2 and block A10 thus
joined rise together as one, by and with the post 72, until they have reached their
highest point and begin to descend. Under ordinary circumstances the latch w²
should be lowered by the action of the locomotive upon the lever e² before or as
soon as the latch t2, and block A10 begin to descend. Should it not do so, and the
said latch t2 and block A10 descend in advance of the latch w², the nose of the latter
is prevented by the head m³ of the block A10 from lodging on the top of the latch t
and the latch w² is allowed to drop without being intercepted by the upper end of
the said latch t². In order to vary the length of the rod d² as occasion requires in
the adjustment of the apparatus, I screw its lower end into a stirrup t⁹, which
straddles and is pivoted to the tail of the lever e2 by a horizontal pivot u³. The
pivot u prevents accidental turning and change in length of the rod d². When it
is desired to change the effective length of such rod d², the pivot u³ is removed, the
stirrup to detached from the lever e² and screwed up or down on the rod, as the case
may be, and then returned to place and the pivot restored.
1st In automatic railway signals the combination of a primary lever operated by
the wheels of the locomotive or cars, primary spring impelled bellows operated by
such lever, and a suitable visual signal brought into view by the conjoint action
of the lever and bellows, with mechanism intervening between such bellows and
signal.
2nd In automatic railway signals the combination of a primary lever operated by
the wheels of the locomotive or cars, a spring impelled bellows actuated by such
lever, and a suitable audible alarm mechanism put in motion by. the conjoint action

page_text: of the lever and bellows, with mechanism intervening between such bellows and
alarm. 3rd In combination with the primary or initial lever and bellows a second
bellows located at a given distance from the first, and connected with the signal
operating mechanism by a tube through which air from the secondary bellows
passes and restores the signal to its safety or normal position.
4th The eccentric ratchet in combination with the primary actuating lever,
primary spring impelled bellows, the cast off mechanism by which the bellows
automatically release the click of such ratchet.
6th In combination the primary lever operated by the wheels of the locomotive,
the primary spring impelled bellows operated by such lever and the eccentric
ratchet, click and trip lever or arın, arranged substantially as described, whereby
the click maintains the same relative position with respect to the ratchet at any
elevation of the bellows. 6th In combination with the primary bellows, the
actuating lever and and the springs adapted to transmit the power of the lever to
exhaust the bellows, the lever, as composed to two arms united by a fulcrum rod,
as explained, whereby the bearings of such lever nearest the bellows is isolated and
protected from the initial thrusts of the locomotive or car wheels. 7th In combi-
nation with the primary lever, primary spring impelled bellows, and the
eccentric ratchet adapted to hold the springs in their contracted state until this
force is expended to exhaust the bellows, an alarm mechanism put in motion by
the current of air generated by said bellows. 8th In combination with the primary
lever, primary bellows, and the springs operating to transmit the motions of the
former to the latter, a signal composed of a thin flat disk operated by a current of
air from the bellows through suitable intervening valves and levers, to present its
thin edge to an approaching locomotive and remain in this position until returned
to position broadside to the track by the action of the locomotive upon a second
pair of bellows operating upon a second valve and levers, substantially as explained.
9th The combination with the alarm winding mechanism and the lever operated by
the locomotive to wind such mechanism, of a spring acting to depress the lever,
and a rod connecting at one end with the lever and the other carrying the pallet,
which engages the winding ratchet of said mechanism, in manner substantially as
explained, whereby the initial effort of the latter functions to lift the pallet idly
over the ratchet, while the spring functions to depress the lever and wind the
ratchet. 10th The combination with the primary lever, primary bellows, disk
signal, adjustable upon a vertical axis, and an air pipe and valve operating with
suitable intervening levers to actuate the signal in one direction, of a second pair of
bellows operating through a second pipe, expansion valve, and intervening levers to
actuate or set the signal in its opposite position. 11th In combination with the
primary bellows E, the supplementary bellows and the signal W mounted upon a
vertical rock shaft and adjustable in an arc of 90° of a circle therewith, the expan-
sion air cups or valves Y and j', the posts m¹ g₁ of such valves with their latches
Pf the two armed lever x secured to the rock shaft b' and having the step c¹ upon
its upright arm y; the gravity lever or arm s secured to the rock shaft t and
carrying the stud d', which operates with the step c², and the staff u, crauk w,
and rod v, pipes and 5, all substantially as described. 12th The combination
with each expansion cup, or valve, of the vertical post, and the gravity latch
pivoted to such post, and operating, during its ascent, to lift the lever or latch with
which it operates, substantially as explained. 13th The toothed sector ³ carrying
the study and operated by the detent upon the pinion shaft s¹ in combination
with the two armed lever e³, the gravity latch w², the curved bow or arm g³ with
its stud operating with a notch in the said shaft & and the latch wo² carrying the
врит, or tooth operating with arm a³ of the said lever e³, as explained.
14th In combination the rod d² connected at its base with the lever D' and pivoted
at its upper end to the carrier of the pallet 21-the pallet z', ratchet c barrel y',
gravity latch w², and two armed lever e³, the upper end of the rod d² operating to
lift the tail 3 of the lever e³, to release the arm a³ of such lever from the tooth y*.
of the latch w², as explained. 15th In combination the rod d³ connected at its

page_text: base with the lever D and pivoted at its upper end to the carrier of the pailet 21, the
pallet 2, ratchet c², and barrel y', gravity latch u², two armed lever e³ with its step 2²
operating with the tooth y2 of the latch w², toothed sector 13 with its stud er
detent ³, and operated by the detent upon the pinion shaft s, the horn or
arm g³ with its stop pin operating with a notch in the pinion shaft s', the latch,
or lever t³ with its pawl p³ operating with the toothed sector ³, and the arm, or
wiper carried by the shaft v² to operate the latch t3, the whole constituting a
nechanism, whereby, should a train remain on the "block," and fail to arrest the
alarm mechanism by lifting the rod d², the toothed sector will automatically effect
such result. 16th In combination the lever D', rod d², pallet z¹ and its carrier a²,
ratchet c², and barrel y', link 84, pawl q' and its carrier pivoted to the shaft U¹,
and ratchet C2, whereby the same movement of the lever actuates simultaneously
the ratchets c² and C2, as explained. 17th The lever D', rod d², pawl and its
carrier a², ratchet c², and spring impelled barrel y', in combination with the
gong D', reciprocating hammer E, and mechanism for transmitting the rotations of
the barrel to the hammer, and the ratchet C2 operated by the paliet q, link 8%, and
rod d², and the sector T operated to lift the sign by detents of the ratchets C²
intercepting an arm from such sector, the sector being connected with the sign by
the rope or chain P¹ S¹, and the whole operating as explained.
18th In combination with the alarm mechanism and the mechanism for hoisting
the sign, a single rod actuated by a lever pivoted alongside the rail of the track,
and operating to wind the alarm mechanism and hoist the sign. 19th In combi-
nation, the primary bellows, the expansion cup or valve 12, the alarm meclianismi
put in motion by a current of air from said bellows, actuating said valve, and the
ratchet C2 connected with and hoisting the sign, and released to lower such sign
by the cup or valve f*.
20th In combination the primary bellows, the air cup or valve 12, the alarm
mechanism put in motion by such valve by means of a current of air from said
bellows operating such valve, the ratchet C2, sector T connected with the hoist
rope PS and carrying the arm V₁, the expansion air cup, or valve f* operated
also by the primary bellows, and the two armed latch, or lever z³, the arm Z' of
such latch having the step Y' to operate with the arm V' and the arm or nose u¹
of said latch operating with the latch 6 of the valve f. 21** In combination
with the primary bellows, the alarm mechanism, and the hoisting ratchet C², of
the two air cups or valves P, f* operated simultaneously by said primary bellows
by a common supply pipe substantially as explained.
22nd In combination with the ratchet C2 and its detents g*, the cups f* and its
latch 6, the two armed lever 23, and the sector T" and its arm V', the bar h¹
pivoted to the arm V₁and operated by an inclined plane upon a stationary standard
which diverts such bar from the path of movement of the detents of the detents of
the ratchet, and permits the ratchet to advance without intercepting and actuating
the sector T', substantially as explained. 23rd The combination with the ratchet C₁₂
and its detent g, the sector T¹ connected with the sign hoisting rope, the arm VI
and its bar h cf the switch composed of the tongues *, m³ p suitably supported
and operating with the lip o of the bar, to direct such bar from the path of move-
ment of the detent g' substantially as explained. 24th In combination with the
primary bellows E, the expansion air valve f* carrying the gravity latch b', the
two armed lever ³, the tail of which operates with the latch b* and the arm of
which operates with the arm V₁ to uphold the latter-the ratchet C2 with its
detents g' the sector T its arm V' and the bar h pivoted to the latter and the
switch, m operating to divert the bar h from the path of movement of the
detents g, in manner as explained. 25th The spring R¹ interposed in the hoisting
rope or chain P¹ S¹. 26th The mechanism whereby the primary bellows E and the
supplementary bellows A¹ effect the changes in position of the signal W consisting
in the combination with the two air expansion valves Y, j', fed by such bellows
and carrying the gravity latches p f¹ of the gravity latch s operated by the latch p
and secured at its base to the rock shaft t, and also carrying the stud or tooth d¹³―

page_text: the two armed lever x, the tail of which operates with the latch ƒ¹, and the base
of which is secured to the rock shaft b', while its arm y operates to uphold the
latch s, the staff u erected upon and rocked by the shaft t and the crank w being"
secured to the shaft and connected with the staff by the pitman v, and the whole
operating as described. 27th In combination with the bellows E and springs G,
the truck H, and wiper cam I, the truck supporting the springs, and elevated by
the cam I, as explained. 28th In combination with the primary bellows E and
springs G G, the sectoral eccentric ratchet K, click T, truck H, and wiper cam I, all
as explained. 29th In combination with the fan regulator 12, the horn or
standard g³ carried by the rock shaft and operating with the fan to estop
rotation of the latter. 30th The combination with the eccentric ratchet K and
bellows E of the click T mounted loosely upon the pivot of the two armed
trip lever U, and carrying the stud w, the latch, or trip lever U, with
its trip, and the wiper stud V, arranged and operated as described, whereby
the arm U is permitted a certain amount of play before it acts upon the
click, in order that the bellows may be permitted to properly contract, and the
click be released from the ratchet, regardless of the extent to which the
ratchet is thrown by the action of a passing train. 31 The combination
with the toothed sector 3 and its spur y³, the latch w² and t2, the latch or
lever b³, the two armed pawl p³, latch or lever ³, with its tooth s³, and
the arm secured to the rock shaft v², the whole operating as explained.
32 The spring impelled hammer E' in combination with the gong D¹, the
hub and its detents q. 33rd The peripherally toothed wheel i pivoted
to the movable or rotary head of the barrel y¹ and operated by the detent w
carried by the shaft w' contained within such barrel. 34th The toothed wheel t³,
with one of its teeth convex upon its periphery, while the others are concave, the
swell of the convex tooth serving to estop rotation of the wheel, when brought up
against the detent w, as the spring a reaches its limit of contraction, or the reverse.
35th The construction of the levers for operating the two pair of bellows, each
lever being composed of a primary arm, operated upon directly by the wheels of
the locomotive, a secondary arm connected with the mechanism that actuates the
bellows, and an intervening fulcrum rod of such length that the bearing or support
of the lever nearest the bellows is sufficiently far removed from the track to be
uninfluenced by the shocks and thrusts from passing trains. 36th In combination
with the primary bellows, the visual signal W, and the alarm mechanism, an
expansion air valve operating to actuate the signal by a column of air from the
bellows, a similar valve operated by the same current of air to release and lower
the sign, and a swinging sign suspended above a highway crossing, and adapted to
rise and fall in longitudinal planes of movement, substantially as described.
37th The sign composed of thin metal or other light material pivoted to the lower
ends of arms depending from sectoral pulleys pivoted to the top of the staging or
frame, which supports such sigu, these sectoral pulleys being connected with and
operated by ropes or chains the opposite ends of which are connected with and
operated by a ratchet wheel advanced by the movements of the actuating lever.
38th In pneumatic railway signals of the class herein enumerated, a sign suspended
over a highway crossed by the track and adapted to be raised and lowered, in
horizontal planes, and counterbalanced by a suitable weight. 39th The bellows
bottom F¹ and truck H connected with the rigid staging by the links as and
for purposes stated. 40th The rod d², carrier a³, and pawl z, in combination with
a latch adapted to put in motion or arrest the alarm impelling mechanism, such
latch being operated to arrest such mechanism by the ascent of the rod. 41 The
d2 with its slot fº in combination with the barrel y' and its ratchet c², the pawl
carrier a², pawl 21, and the spring . 42nd In combination with the barrel y, its
ratchet c, and impelling spring a¹, the shaft s' rotated by such barrel, the horn, or
staff g with its stop pin operating with a notch in such shaft s', the fan j² mounted
upon the shaft put in motion by the shaft s', and the horn, or staff g³, mounted
upon the rock shaft v², substantially as explained. 43rd In combination with the

page_text: primary bellows, E, eccentric ratchet K, click T, truck H, and wiper cam I, the
curved plate I. 44th In pneumatic railway signals the combination with bellows
operated by a lever actuated by passing wheels of a locomotive or cars to put in
motion a current of air through a tube, a visual signal, and suitable intervening
mechanism operated by said current of air-an alarm mechanism and suitable
intervening mechanism operated by the same current of air, and a sign suspended
over a highway crossed by the railway track, and adapted to be raised and lowered
in horizontal planes of movement by the current of air which operates the signal
and alarm, or by independent bellows operated by its own lever.
45th The combination with the swinging sign G' of the ratchet C² with its
detents g, the lever, or arm V₁ and the hoisting rope connected with one end of
such lever or arm when the latter is adapted in its ascent to advance the ratchet
and slip over without actuating the alarm winding mechanism, but estops sounding
of alarm, and in its descent operating to wind the alarm mechanism, and slip over
without actuating the ratchet.
46th In combination with the primary actuating lever, primary bellows operated
by said lever, and the eccentric ratchet and its click adapted to retain the springs
in their contracted state until their force is expended in exhausting the bellows, a
visual signal mounted upon a rock shaft and connected with the air pipe by an
expansion air cup or valve, and suitable intervening mechanism, whereby the
current of air, acting upon such expansion cup or valve, actuates the original
through an arc of 90° of a circle.
47 In a combination with the primary lever, primary spring impelled bellows,
and the eccentric ratchet, and its click adapted to retain the springs in their
contracted state until their force is expended to exhaust the bellows, a visual signal
mounted upon a rock shaft and connected with the air pipe by an expansion air
cup or valve, and suitable intervening mechanism, and an alarm mechanism
operated simultaneously with the changing of the signal, and by the same current
of air.
In witness whereof I the said Edward Mason Chase have hereunto set my
hand and seal this Twenty eighth day of February A.D. 1883.