US1095982A

US1095982A - Railway block-signal and train-controlling system.

Info

Publication number: US1095982A
Application number: US60164311A
Authority: US
Inventors: George R Guild
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-01-09
Filing date: 1911-01-09
Publication date: 1914-05-05
Anticipated expiration: 1931-05-05

Description

' G. R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM.

APPLICATION FILED JAN. 9. 1911.

Patented May 5, 1914.

5 SHEETS-SHEET 1.

M r/vesszs Y l w N w 3 3 m w u i \m R n N a L I E? z. F 3 2 m m f I /I m I m Q Q I L Q m a w L\ Q v u u Q R & ml 8 8 w GWQLI mm b 3 mm Q mum NJ Y W fivfll; u W2 m mw kw Qt; vw k I m W w M M G. R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM APPLICATION FILED JAN. 9, 1911.

Patented May 5, 1914 6 SHEETS-SHEET 2.

1 FIG. 6-

. uuruuunnluny Z l/ll/ll/l/IllllI/Ill/llIIIIIII IIII I I II I I iii, i

v mn/vmq. We: If. 6 /LD 5% G. R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM. APPLICATION PILEDJAN Q, 1911. 1,095,982.

, i my HJ YIM ak thi i? RTQ \k pGg l F k W MT/vzs sas GEORGE GUILD 7 L r L, h w

G. R. GUILD.

RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM. APPLIOATION FILED JAN.9,1911.

1,095,982. Patented May 5, 1914.

- 5 SHEETS-SHEET 4. F a 1 v Mwwzgsas //v VE/v TOR 6 gas 5" 641/40 BWWTTW G, R. GUILD. RAILWAY BLOCK SIGNAL AND TRAIN CONTROLLING SYSTEM. APPELIGATION FILED JAN. 9, 1911. 7 1 95,982, Patented May 5, 1914.

6 SHEETS-SHEET 5.

J QT/ Mvwsssas INVLNTOI? "6: 096.: If; 60/40 GEORGE R. GUILD, OF THE UNITED $TATES ARMY.

1 RAiLWhY BLooK-sIe vA'L To all "UZLOTH-ii may) concern Be it lhlown that I, GEORGE R. GUILD, a citizen of the United States, and first lieutenant, Eighth Infantry, United States Army, stationed at Fort Leavenwortl1,-Kansas, haveinvented certain new and useful improvement in Railway Bloch-Signal and 'lrain-Controlling Systems, of which the fol lowing is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to makean'd use the same, reference being had to the accompanying drawings, forming-part of this specification. g

This invention relates to an improved railveay track signal and traincontrolling system-and broadly stated; comprises, first; the.

railway track. its switches, sidings and crossings arranged, equipped and wiredjas hereinafter more fully described; second; the

railway station equipped with devices prop erly connected for (a) the recording of the passage of trains over the'blocks connected. to the station; (6) the stopping of a train on any block by the station agent; (0 telephonic communication between the engineer of a locomotive on anyblock, andthe station agent; third; the engine "carrying (a) the slices which travel upon and make contact with the track rails and the thirdrail; (b) the signaling devices forthe engineer; (a) the switch which controls the flow of current through the various circuits; (d) the automatic air brake setting and steam cut ofi appliances; and (e) the engineerls telephone.

The principal objects of my invention are,-

first; to warn the engineer of a moving train when two blocks away from a block occupied by a train; second; to warn the engineer when his locomotive runs onto a block occu pied by a train and to apply the air brakes and shut ofl' the steam to the cylinders of the locomotive, should the engineer fail to noticethe warning signal; third; to warn the engineer when his locomotive is about to run into a switch improperly set; fourth; to antomatically registerjin a. way station the passage of trains over the blocks comiected to said station; fifth; the maintenance of the registering signal in the station during the entire time the train is on the block; sixth; the indicating'in-the station the direction in which a-trai'n ismoving, and which indication takes place where the batteries or a'dynamo is carried by the engine; seventh; to provide means whereby the station master Specification of Letters Patent.

cation of all signals in the engineers AND TRAIN-CONTROLLING srsrnm.

Patented May 5. 1914.

Application filed January 9, 1911. Serial No. 601.643.

may stop a train on any block, and put hint seltin telephonic connnunic'ation withthe engineer of the train so stopped, and, eighth; to do away with the necessity for exterior semaphores and signaling devices by the locab and in the station agents oiiice.

Figure l is a diagrammatic view-illustra ing the wiring, switches and signaling de vices carried on the locomotive, and also showing the track rails, the third rail, and

the shoes'which travel upon said rail. Fig. 2

illustrates a locomotive in dotted lines with the signal board positioned in the laconictive cab and the third rail shoe and switch box' carried by the forward truck ofthe loco- I motive. Fig. 3 is a vertical section taken I "through thecenter of the box or housing in which is located the switch that is controlled by the 'shoe operating on the third. rail. Fig. 4 is a vertical section taken on the line. i-4= of Fig; 3, with the parts in the positions they occupy while the shoe is on-the normal elevaticn of the'third rail. Fig.5 is 'a section similar to Fig. 4 and showing the shoe on the highest elei ation-of the'third. rail, and with the main switch in the box or housing in its uppermost position. Fig. 6 is a sec tion similar to Figs. 1 and 5 and showing the shoeonthe lowest elevation of the third rail, and the main switch in the box or heusing in its lowermost-position. -Fig. Tis a side elevation of a portion of the third rail with parts broken away to economize space. Fig. 8 is a diagrammatic view of a portion of a single track wired in accordance with nections, switches and indicators for four blocks of the track, and also showing one block not controlled by the station. Fig. 9

is a diagrammatic view of adoubletracit' arranged and wired in accordance with my invention. Fig. 10 is a diagrammatic view bf a'switch or-siding arranged and wired in accordance with'my invention. Fig. 11 is a diagrammatic view of a crossing arranged and wired 1n accordance with my invention. Fig. 12 IS a d agrammatic view-of a portion of a. track with the batteries located in the track wiring; and the high resistance on the engine. Fig. 13 is a diagrammatic view similar to Fig. 12 and illustrating the high resistance placed in the track wiring and the battery o n the engine. .Fig. 14ril$ a diagrammatic view of a track relay located in the connections between the bondedtrack rail and the section'altrack rail. grammatic view similar to Fig. 14, and 111118- trating the connections whereby the relay circuits are established. F ig. 16 is a die-- grannnatie view illustrating the relays properly connected to crossing track rails.

The track, with its connections and indicators-will first be described.

. Referring to Fig. 8 it. will be noted that oneof the track rails A is made practically continuous by the bonding together of the meeting ends of the track rails while the opposite rail A is divided into blocks or sections of any desired length, and the ends of the blocks'or sections are insulated from one another. A third rail A extends the entire length of the track and is dividedinto sections which are insulated from one another as shown by the open spaces between the sections of said third rail, and these various sections-are arranged at different elevations for the purpose of raising and lowering the main switch carried on the locomotive, and hereinafter more fully de scribed. The plain unshaded portions A". designate the normal I rail, and which elevation is slightly higher than the plane occupied by the tops of the track rails, in order to permit the shoe travcling on the third rail to readily pass over crossings and switches without coming in contact with the main track tions A of the thirdrail occupy a higher elevation than the norn'ial port-ionsA and the shaded portionsA f occupy an elevation lower than the plane occupied by the normal portions A. This arrangement of the various elevations of sections of the third rail is clearly shown in Fig. 7 where the dotted liue X-X indicates the normal elevation or plane occupied by said third rail.

In Fig. '8"ii'isulation hctwccn the various sections of the third rail is denoted by the rail A? are breaks or openings between the in Fig. 7 the insulation is manner. The blocks or sections, and shown in the usual sections of the. track connected to the opposite track rail A, and located in these connections are batteries A resistance coils A" and magnet relays ,Q, as diagrammatically illustrated in Figs. 14 and 15. These magnet relays are connected and arranged for operation in pairs or groups in such a manner that when the current is passing through one magnet of any pair or group the circuits through all of the other magnets of that pair or group ,are open or broken, due to the fact that tlu-f "circuit of any magnet of a pair or must pass through the proper contact points on each of the armatures of the other magnets of the pair or group, and not through the armature of the first (See Figs. 1-1 and 15.) The station wiring and equipment shown diagrammatically in Fig. 15 is a diaits connections and the stationelevation of this third' rails. The. por-' group mentioned magnet. i

Fig. 8 includes controlling means for

blocks

2, 3, 4 and 5 of the track. The station equipment includes four indicators B B Baud 13 corresponding respectively to

blocks

2, 4 and o, and arranged adjacent these indica-. tors are hand switches C C, and C in sockets D D D and D ,;which sockets are electrically connected with the corresponding indicators B 13 B and B Leading from the indicators in the station are branch lines B, which connect with-a rail A The hand switches C C C and C are connected respectively by lines D", DY. D and D with-the

blocks

2, 3 land 5 and located in these lines are batteries 0.",11, a. and (i Arranged adjacent the iha'nrl switches is a series of sockets E E E? and E, which sockets are electrically conn'ectedto a circuit'll in which is located a telephone E, the opposite end 7 being connected to the line B.

Efis normally'open, by reason of position of the hand'switchcs l, and ofthe 'eight of thereceiver on the. book, which acts as"aswitcl in the usual.

the normal by ineansof wires F to the rails A of the next adjacent blocks in both directions, The lower sections A" of one Of the blocks of the third rail arc electricallyconnected by wires 1 to the corresponding lower sections A" of the next adjacent liloclts in both directions, and in the same manner the highest, portionsA of each block connected by means of wires F to-the corresponding higher sections i 5 of the next adjacent blocks in both directions. V 1

Referring now to Figs. 1 to (linclusivc, which illustrate the parts of the apparatus carried upon the locomotive. 1 designates the shoe which is adapted toride uponlhe third rail. said shoe being pivotally mounted on the lower end of a. vertically disposed rod l, which extends through a hcaringin the bottom of a box 1 ,-located at a suitable point on the locomotive, preferably on a, frame ,arried by the front trucks; Lot-ated on the rod 1 between the shoeand the under side of the box is an expansive coil spring 1, which normally forces the shoe into-cont-act with the third rail. A lever =1 'isfuli cruincd at a suitable point on thelocomol tire. and one end ol said lever connected to the lower part of the rod 1. D is manipulated by means of a liainllcvcr l, and thus lherod 1" can be elevated, when desired to lift the third rail shoe free of'the third rail. l designates the main switch bar or rail which is hinged within the box l", and which switch bar carries 3 lmitc blade switch arms 8, 9, 1O, 11 and 12.- lVhen the main, switch bar P is swung downsingle line 13 leading to the continuous track a re electrically This lcvcr a series of These hand switches are adaptedto engage v of said circuit 'lh'o circuit manner. an; normal sect-ions .ofthe third rail of each block are electrically connected ward to itslimit ofmovement the plates 8, 9, 11 and 12 enter respectively,

sockets

4, 5, 6 and 7 arranged within the box, and when said switch bar is moved to its upper limit of movement the blades 18, 10, 11 and 12 enter respective sockets 13, 14, 15 and- 16 arranger-l within the box above the series of sockets heretofore described. P designates. an arm carried by andiia'itending upward from the upper end of the-rod: 1*, and the central portionol said arm is arranged to slide .looscly through the main switch bar P1 Shoulders- P are formed on the arm P and are adapted'to engage the switch bar I and move the same upward or downward, corresponding to the movement of the shoe 1 on the third rail. Carried by. the up per end git-the mm P is a contaet finger 18 adapted to make contact with a pair 'of plates 17 and 19. arranged on the rear wall of the box l :0 designates a locking finger in the main switch box, the rear end of which locking finger is carried by a pair of curved arms w fU CIu c-d at- 111 with their forward. ends in the path of travel ofa pair of pins :0 carried by the arm P and located" above and below the shoulders P An expansive,

- coil spring :12 connected to the rear,cnd of the locking fingernormally forces the same forward into position above or below th c main switch bar P: 1

In Figs. 3 and 4 the various parts of the main switch are shown in their normal positions, and in the positions they occupy while the shoe- 1- is onthe normal portions A of the third rail. It will be noted that the switeh'bai-P is elevated so as to make contact with the

sockets

13, 14, 15 and 16 and 1 moves onto the higher parts A of the third ii, the arm P is moved upward as shown in Fig. 5 andthe finger 1 8 makes'contact with the plate 19.. When the shoe moves onto the lowest'portions A of the third rail the parts occupy the, positions seen in Fig. 6 with the main switch bar P moved downward to make contact with the

sockets

4, 5, 6 and 7 the finger 18 being in contactwith the plate 17. The high andvlow portions of'the third rail are very short as compared to the normal or medium height and by the construction just described the shoe l raises and lowers as the case'may be in passing over the elevated and lowered p0rtions of the third rail, and by such movencent unlocks the main switch P, moves the same.upward or downward, then relocks it through the mediumof the locking finger a),

which moves forward under the influence of the spring a:*. As the shoe 1 moves onto the normal elevation of the third rail the switch is leftin a locked condition, while the shoe travels on the normal or running portion of the third rail, and thus the main switch is locked in either its high or low positions, even while the third rail shoe and the arm I" take a central position, as shown in Fig.

4, due to the travel of the shoe 011 the normal portions A of the third rail. The shoulders P are spaced a part to permit the arm P to raise andlower slightly without affecting themain switch P.

Referring now to Fig. l, S designates a direction switch which is thrown into either one of two positions,"according to the direction theengine running. This direction switch carries a series of blades 28, '29, 30 and 31 adapted to make contactwith a series of corresponding sockets or plugs 24, 25, 26. and 27 indicating thedirection east 01" north, and said blades are also adapted to engage with a series of sockets 32, 33, 34

and indicating the direction west or trically connected by a line 14 andv the sockets 5 and 25 are electrically connected by allne 5*; The sockets 15 and are electrically connected by a line 15 and the

sockets

6 and 26 are electrically connected by a line 6. The sockets .:1(3 and 27 are electrically connected by -a line 16 and the sockets 7 and 35 are electrically connected by a line 7. R designates a cut out switch by means of which all connection may be established or severed between the'signaling apparatus in the locomotive cab and the track. This cut out, switch carries a pair of blades 38 and 41 adapted to engage respectively with a pair of sockets 4-2 and 43, located on one side, and said switch also carries a pair of blades 39 and 40 adapted to engage respectively in a pair offsockets 36 and 37 located on the opposite side. The various other signaling de- 'vices and the like, which are located in the locomotive cab comprise a warning lamp F,

-- and a warning semaphore FF, for indicat-i ing the presence of a train two blocks for- .ward ineither direction, a danger lamp G off valve W, controlled by a motor W a g a reminder lamp K, arranged to burn or light up when the engineer has manually thrown his signaling apparatus out-of coimecti'on;

-an e'ngineers telephone C, a relay L, for con- ?trolling the warning and danger solenoids D and E, arelease lever J, by means of which the engineer may stop the bell from ringing, and prevent the air being applied,

and thesteam cut ofi, high resistance coils which maybe supplanted by a battery and said resistance COllS placed in the track blocks. at the points indicated by the batteriesf, aha, and 0. (Fig. 8), an indie cator H, which shows whether or not the relay L is held by the line battery or by the There are resistance coils in the track at all times Whether or not the batteries are located in the track blocks or in the engine, but'if the batteries are iii the engine, they may re place coils A. or, be placed in series with these coils for the necessity for coils AI lessens with this method.

- Where the batteries are in the engine, as shown in Fig. .13, the'current from said batteries flows to -and'through rail A track resistance A opposite rail A connection F portion A of the third rail, thenthrough relay L hack to the battery and as long as the track is clear, relay L. (with its contacts reversed) is not excited, due to the fact that the track resistance is too high to allow sufficicnt current to How through relay L. but

as soon as a pair of trucks come onto that block (\\lllCll trucks are of practically no re- 'si'sl'ancc) the joint resistance of these trucks and track resistance coils is so low thata strong current flows through the relay L., thereby exciting the same and gives the necessary warning. Current flows through relay L. all the time in this construction as long as the relay is in series with the track coils and the."presenceof this small current is shown in indicator ll, but the current is too weak to work relay Arranged. for sliding movement upon the main track rails A and A areshocs 2 and 3 carried by vertically yielding

rods

2 and 3, and which rods are supported by a part of the front truck. The shoe 2 is electrically connected to the blade 9 of the main switch -l by a line E23,:ind a branch line 23 leads from the line 23 to a contact point 50 adjacent the tccphonc C. The shoe 3 is electrically connected to the blade 10 of the main switch P by means of a line 21, and a branch lmc :21 loads to a contact point 51, adjacent the contact point. and operating between the contact points 50 and 51 is a swii ch 49. This switch 49 controls the path of tho currentto one or the other outer rail contact shocsi'or the purposc ofcstablishing thetclenhone circuit, and where a train is running east the engineer must .throw the switch 49- into contact with the point 50 when it is desiredto use the telephone on the locomotive, and thus the current is caused to pass through the conductors the right hand or bonded rail A These conditions are practically reversed when the engine is running west, and "under such conditions theswitch 9'is shifted to the point 51 to send the current to the shoe 3 which is traveling on the bonded rail A when the en:

gine 1S rimming west.

23 and 23 leading to the shoe 2, which is on While I have shown and described the

parts

2 and 3 as shoes, it will be readily understood that said parts may, in some instances, be in the form of brushesor of wheels mounted on as'uitableaxlecarried sulated from' one another.

by the locomotive and which wheels are in- A tube Z extends from the box;1 to the signal board located in the locomotive cab,

and all the wires which electrically connect I the parts .within said box' and the devices on the signal board are containedin this tube.

'90 The various lines and electrical connections between the box .andthesignal boa'rdare, I

diagrannna tically illustrated in Fig. 1, and

are hereinafter specifically referred in the 4 tracing of the various. c rcuits.

. J '95 Assuming that a locomotive 1s positioned'- on the left hand or we'stend of block 5, and

facing toward the.left or west? (Fig. 8) with the third rail shoe 1 resting on the normal portion of'the' third rail,-and;the corresponding track rail shoe resting -upon the bonded track rail A, it will be seen that a there is an electric current passing through the two shoes, and although the locomotive is located on block 5, it is receiving current from block 6, owing to the connection F at the left hand end of block 5. If an en-' gine were on block 6, and facing block 5, said engine will shortcircuit the battery A in block 6 through the wheels and axles and as aresult the current through the sho es of the locomotive running onto block 5- will be broken. In like niannerany locomotive on block 5 is short circuiting the battery on said block through the locomotive wheels, andaxles, and the engine on block 6 receives no current when it reaches the right hand half of block 6; Should anengine be located on the east or righthand end of block 5 facing left (or west) with its third rail and lefttrack rail shoes connected to an ammter,

the same would show practically no current if any of the wheels of the engine or following cars were still remaining on block 4. As the engine must necessarily go from block 4 to block in moving west this condition is bound to occur, and as a result the engine would short circuit its-own indicators, thereby giving a false warning. To overcome such a c ndition the indicators must be held up automatically byhatteries on the engine "while 'the's'ame traverses the first half of each block. These batteries B (Fig. 1) are located on the engine and control the relay moving upwardly or downwardly will throw the main switch P into the correct position for this condition. -Where this is accomplished the' engine does not, short circuit the battery whicli'controls the relay L, but in running over the first half of each block the relay L is held closed. by the engine battery.

'5, and in running over the second half? of the block, the relay-L is held closed by the battery on the next block ahead. An engine.

- resting on any part of any one block short circuits the battery in that block and prevents an engine coming from frontor rear, from getting the necessary current to hold the signals in' a position indicating safety,

hence said'engine is protected from front and rear. If under suchconditions doscribed for traveling west an engine were to travel east it would be constantly short circuiting itself, and throwing its own signals- To overcome such condition the direction switch S is provided for restoring the nor'mal conditions, corresponding to the movement west of the engine on the track.

In order that the signals, including the semaphoresbell and lights be all held at sate a current of electricity must be passing through the relay L, either from oneof thetrack batteries, or the engine battery as I the case may be. It for any reason this current fails, the relay L opens, thereby breakingall the circuits holding the semaphore arms at 9 sat'e l,v and closes the circuit which rings the belljliiihts the .lamps and operates the motor used to apply the air and cut off the steam. The semaphores rise to warning and danger positions by the gravity of counter-weights O on the ends of the semaphore arms opposite the disks, and the red or danger'disk is in front of the yellow or warning disk'so that when danger occurs, although theyboth rise the red disk is in front of, and masksthe yellow disk. When the red disk'is up the yellow or warning light can not burn, owing to the arrangement of contacts governed by the solenoids I) and E. In' order that the yellow light can bhrn, and the yellow disk show, the red or dangerdisk must be held down in a position of safety. The yellow or warning disk is to enterthe-thirdrail shoe the warning disk a FF is thrown'while-the' red disk is held by reason of the contact of the finger 18 with either one of the contact plates 17 or 19. The station master can 'stop an engine by breaking the circuit through the station on any block desired, and when the engine approaches that block it fails to get the necessary current and consequently the dangersig'nals are displayed in the engine-cab.

The fact that an engine runs half ablock with all of its signals thrown out of, control by the line does not leave the engine unprotected, for as it will be hereinafter shown that by action of the track relay magnets Q, it is impossible for two engines to approach each other or for one to approach another without the warning signals beingdisplayed in the cabs of both engines.

Assuming that an engine is running west on the' east half of block 3 with the main switch P low and the third rail shoe 1 traveling on the normal portion of the third rail, the circuit, comprising shoe 1, line 53, tele phone hook 52 carrying contact points, and performing the function, of a switch, line 52* containing the resistance A, blade 11, socket 6, line '6, and socket 26 is open, owing to the fact that the direction switch S is elevated, hence there is no flow of current through the circuit, just traced. The circuit comprising the right outer track rail shoe 2, line 2-3, blade 9, socket 5, line 5,

socket 25 is open, owing to the eleyated position of the direction switch, and the branch circuit through the line 23 to the contact point 50 is open owing to the position of the switch 4), hence there is no-flow of current through these circuits. The circuit comprising the left outer rail track shoe 3, the line 21 and blade 10 is open, and in a like mani'ier the circuit comprising the line '21 and contact point 51 is open owing to the central position of the switchdf), and thus there is no liow of current through these circuits, hence all three of the shoes are out of circuit. The relay L is-closed by current from the battery B as follows: This current- :flows from the positim pole of the battery B, through line 44, through coil 62 of relay L, from thcncc'through the oppositecoil 63', through line 60, line 87, to the indicator H, line 88, blade 31, socket 35, line 7, socket 7, blade 12, line12, blade 41, socket 43, line 46 and back 'to'the negative pole of battery B.

Branch circuit from line 46 through line 46, to socket- 36 is open and branch circuit from line 88? through line 95 to blade 39 is likewise open. Branch circuit from line 88 through line 48, reminder lamp K, line 47 to blade 40 is open and branch circuit through line 60, to blade 29, socket 33 and line 14, to socket l tis open, hence no flowot current. Branch circuit through line 44, from line 44 to socket 37 isop en, and likewise'the circuit comprising line 45, blade 38,. socket 42,

line-99, -indicator H, line 98 blade 3?, socket 34, line'15 and socket is open, and consequently there is no flow of current therethrongh.- Thus the battery is discharging its current through relay L, keeping the same closed, and said current passes through the indicator H thereby recording the eugines current, and all other paths or circuits are open, and consequently there is noflow through said open circuits. U nder-such conditions theengine is running blind with all its signals held at Safe and the indicator H showingthe engineer the means or reason why the signals are so held. As long as the above conditions exist the engineer can receive no warning of the presence of another engine. Theengine and car axles are, however, short circuiting the battery a that is, said battery is discharging its current through line D, switch G, indicator B and line B to the continuous rail A, along this rail to the left hand car Wheels, across axles to right car wheels, through the right hand raillsection of block 3 and back to the opposite 1pole of the battery a". The presence of t ticular blockis, therefore, indicated in the station and such indication is independent of the third rail contact with the third rail shoe, or either of the outer rail shoes, thus,

the station agent is notified of the presence of an engine on block 3, and this indication continues as long as any part of the engine a or train is on said block. While the train is in' this positionthe station master has no control of the train, for if he breaks the circuit the flow of current through the wheels and axles is stopped, thus not affecting the indicators on the engine. -\Vhile the wheels and axles of this engine are short circuiting battery a it will be readily. understood that a train approaching from front fails to get current from the battery a and said ap proaching engine is thereby warned," hence the engine on block 3,' though running blind,is safe.

The engine continuing west, or toward the lefton block 3, passes over one of the lower portions A of the third rail, and the third rail shoe consequently follows the downward trend of-said rail, but in vicwof the fact that the third rail shoe passed over a corresponding low 'portionof the third rail at the beginning of block 3, there will beno change of position of the main switch P.

*AS the train moves on to the west half of the -bloc k'3, the third rail shoe passes on to one of the high portions A of the third rail,

- and as a result, the third rail shoe, the rod 1 and the switch arm I are elevated, consecontact with the plate 19. Under such conditions, if block is occupied by a train, a

is particular engine on this pal" Th blade 10, socket 14, line 14 socket 33, blade.

29 and line 60 to relay L, thence through line 44, line 45, blade 38, socket 42, line 99, 1 indicator H, line 98, blade 30, socket 34, line 15, socket 15, blade 11. line 52, resistance .coiY-A andline 53 to the third rail shoe 1 and thence throughline F 'back to battery a, under which conditions the relay L is 4 maintained in a closed position. and the signals are held at 6 Safe?. As the engine ad vances toward block 4 and the third rail shoe passes on to thenormal portion of the third rail of west-(left) half of block 3, the only 5 changethat occurs isthe breaking of the contact between the

parts

18 and 19, thereby allowing'the danger semaphore to be thrown if danger from an approaching trainexists;

e mainswitch P having been thrown into 9 a high position and so locked, maintains such'position, and the'engine moves forward to the lefthand end ofblock 3. .Thus the -engine is' ru'nning west with the main switch Pin a-high position, and the'thirdraiI shoe 9 is. on a normal portion ofethe third rail,

' with the current flowingfrorn the third rail shoethrough the high resistance, relay'and indicator to the left handouter rail shoe,

and under such conditions, the relay L is kept closed andthe indicator H showsthat "the current is coming from the line.' When one" ofthe circuits through the indicator H is closed, the hand thereof is moved toward the left, and when the other circuit is closed 1 the hand'of the indicator is moved toward the right. I Thus said indicator shows that the engine is getting its current from one of the track batteries or that-it is getting current from its own battery, and therefore 1 running blind. The presence of-atrain'on block 3-is indicated by the station indicator B, but assoon as the engine reaches the left half of block 3 it begins to receive its current fromblock 4,'and this current must first pass 11 from the station indicator B before reaching the engine. As the station indicator B has been indicating for some time the'pres-j' ence of a train on'block 3'and while still doing so indicator B begins to indicate it is 12 plain to the stationmaster; that the train is still on block 3, but has-passed thevcenter of-this block and isdrawing its safetycurrentfrom block L This indica-tion is verified inasmuch as indicator-1B hasnot indi- '12,

cated any train on =blockz-5vwhich might be drawing. current from block 4 ahead of it. An engine on the left halfof anyone of the station blocks, as block 3 for'iristance, is

drawing current from two different-sets of- 3,

through the engine wheels and axles and -throngh the station indicator of that block.

I --Itis also drawin current from the track battery ofthe blood; ahead of it (in this'case block 4), and in doing so through the sta tionindicator of this block and through one outer rail and-tho third rail, consequently the engine is indicating on station indicators :13 aiid 13* its presence on block 3, and shows that it. is in communication with biock 4.

"engineer is warned.

If the station agent opens the switch I), the

circuit which the engine depends upon to hold its signals at Safe is broken and the travels to the extreme left hand 2nd of v a high portion A of the third rail which is' block 3, the third rail shoe 1 is resting on connected forward to the corresponding high portion at the middle of block 4. The

current passing from said shoe through this portion of the third raih-p'asses througii wire.

&1 connected to this particular portion of the thirdrail, thence to outer rail A battery It", thence through the connections in the station hack to bonded rail IA, thence through -the E'cngine to the. third rail' 'shoe.

This current is instrumental in holding ,up

the yellow disk, keeping the yellow lamp from burning. Thus it is impossible for two cngines' to approach one another without the engineer being warned in plenty of time,

eren'if the other engineer is running without signals, and the engineer on the second engine is always warned in plenty of time and at a foo safe distance. The engine on the west or left-hand half of block 3 is receiving curreadily tell whether or not block-t is clear -As the rngine is about to run off block 3, the third rail shoe runs on to a high portion of the third rail, thereby giving-a ii -:m cntary contact and consequently getting current from block 5 ahead, if block 5 is clear. If:

the engine gets this-current. and no signals a re. thrown, then the engineer .knows that the hlock' 5 is clear at tliat-nislanl. and conseq'ue'ntly he knows that he may safely-run the engine on to the east end or blind half of block t and the signaling apparatus will.

again he in communication with block 5 just after the engine has passed the center of block 4 by reason of the third 'rail shoe riding onto the high portion A of the third railat the center of said block 4. The engine now runs on tot-he right hand or east end of block 4, and conditions are exactly the same as hereinbefore describedwhen the 9 engine occupied a osition on the righthand oreast end of bloc:

' Assuming that the eng1ne has just passed 'When the. engine- If an engine approaches the thecenter of block 4 and is moving toward block 5 with the third rail shoe on the high portion A at the center of said block 4 and when so positioned the current from track battery (1 on block 5 passes through conductor F to the left hand portion of the third mild in block Land passes from thence through the third rail shoe, aslhereinbeforedescribed, into and through relay L, but if it fails to do so, relay L,-in opening opens the-yellow signal circuit and not the red one, due to the-fact that contact is made between the

parts

18 and 19. The engine consequently runs past the high portion of.

the third rail and the third rail shoe thereby runs onto the normal portion of the third rail and contact between the parts 18 and-19 is broken and if current does not how into the engine, the red signal is thrown. (These circuits are more fully traced inthe descripo tive matter on the last half of page 21 of this specification and the first halfof page 22). In referring to the drawings in con- 'nection with this description it. should be borne in mind that shoe 2 is the righthand shoe of an engine moving toward the west or left hand of Fig. 8, thus the shoe 2 is always on the side of the engine occupied by the engineer, viz; the right hand side, and the shoe 3 is on the left hand side of the locomotive which is the side occupied by the fireman. first engine from. the west, the conditions just described exist, if the direction switch S on said second engineis thrown downward to the east position; and if the west-bound engine is on block 3 and the east-hound engine on block 5, both engines are trying to get current 'from block 4, but such action is impossible by reason: of the-track relay magnets Q, ad-

jacent the battery A. In case two up preaching engines reach warning blocks at practically and breaks the current for the oth er engine througlnaction of the track relay magnets The-first engine gets no warning at this point under such conditions, but the second engine gets its warningand stops. The first engine continues until it getsinto communication with the battery on the block on which the second engine is standing, and failing to get current, stops, Thus the two engines are stopped approximately a block apart. Due to the practically-instantaneous action of electricity, and the responding of a magnet relay, it is impossible for two different engines to use one battery at the same instant.

An. engine traveling east upon the track is under the same conditions as just described, providing the direction switch S is thrown to the position indicating east This action places-the right outer rail shoethe same time the first engine to 'reach its block uses the current from ahead,

and the third rail shoe in-circuit and dis con nect-s the left outer rail shoe. Such .movement also throws the signal out of service with the linebatteries onthe half of the block onto which the engine first runs, that is, when. the third rail shoe and the switch P are high. A failure on the part of'an engineer to properly throw his direction switch 'will result in causing his engine to short circuit itself, thereby givingvwarn- ,ing, V

In case the direction switch S 1simproperly set, the circuit through relay L is broken,- and as a result, said relay fails to hold the signal. at Safe. The circuit through relay L is dependent upon the cort is danger ahead, it being held part of the 'time by the track batteries, and. when the rect positioning of both the direction switch S and the main switch. As the main switch correctly positionsitself due to the undula tion of the third rail an error can only be made in the other, that is, the-direction switch. Hence, if the direction switch S is incorrectly positioncd the relay L' does- A not getcurrent, and as a result, the warning signals are thrown; If the direction switch S is correctly posit oned, the circuit through relay L is never broken unless there train is in the wrong part of the block for the track batteries to'hold, then the engine battery B is in service and the change is made without breaking the circuit. Neither the local engine battery 13 or any track bat-' tery can complete' its circuit through relay L unless both the main switch and direction switch are correctly positioned. Battery B is made use of for the blind halves of the blocks only. t

Referring now to Fig. 14 the right hand magnet of the relay Q, acts with the right handsection of rail A by reason of the connections Q an'd;'-Q and the left hand magnet of this relay acts with the left hand section of the rail A by'reaso'n of the con; nections Q and It the circuit between the right hand section of, rail/A"- aud the net of the-mlay-aml the contact point from hand block ofrail A graphically illustrated in Fig. 15, where a which conncctionQ leads, aud'thns thc current is prevented frmnpassmg mto the left This condition is car axle and wheels are shown in dotted lines, and form a connection between the bonded rail A and sectional rail A, and

the path of the current is shown by arrows. The car axles and wires are short circuitingthe battery as indicated-by the arrows,

.andno engine which may come onto the op posite end of the blocks,' as, for instance, 7

at Y can get any current, and said last men-- tioned engine; is, therefore, warned; The

-first engine, ortheone at the rightis not yet warned, but will be-as. soonas it makes connection with the third'rail section A.

.In an engine runningeast, with the main switch' low andthe third rail shoe-on the normal portion of the third rail,we have the following circuit: from the third rail-to the third rail shoe 1, line 53, switch hook 52, line 3 52 in which the high resistance A' is 10- cated, blade. 11, socket 6, line 6, socket 26, blade 30, line 98, indicator H, line '99, socket 42, blade 38, line 45, line 44,'relay coil'62 of relay L, 0911'63; line 60, blade29, socket 25, line 5, socket" 5, b1a dei9 and line 23 to' the shoe 2 on 'thefright outer railA, and thus the current through this circuit passesfrom the third rail shoelto the-right hand rail shoe, and I in .so' dOin'gQ aSses, through 9 the indicator H, relay I1,'-andjalso'through the fuse Z and high resistance A.

-Where an engine is, rumii'ng east'on 'the first half of a. block with the main switch P high and the third rail shoe on the nor- 9 .mal'portion of the third rail, there-will he a flow of current from the positive. pole' of the batter B thi-ough.-line' 44, coil 62"of relay L, coi "63,- line 60, 1ine'87, inditzatorH,

line 88, blade 31, socket 27,..1ine 16, socket 1 16, blade 12, line 12, blade 41 socket 43 and line 46 back to the negative ole of-battery B. When the en 'newa's on iighablockh, solenoid E was he dupbya current throu hline 76, line to the negative pole of -t e 1 battery N froin the positive pole of saidbattery, through line 61, through contact finger 18, and contact plate 19, line 20, line 59 and line 77,.which is connected to said solenoid" .E. -When the armature of the'rela L is 1 drawn downward, andcontact 18- an 19 is broken, the currentjiist described passes from the line 61 through contact points 57 and 58, and from thence through line- '59 to line'77.' Under such conditions, as lo'ng'lj as contact points 58 and 57 areclosed, the y solenoid 'l l is heldup, but when the 'circuit' between the

points

57 and 58 is broken, solcnojidjE drops, unless the contact finger 18 making contact with eitherfone of, the 1: pla es-17 or 19. Solenoid D is heldup by a current passing'through'line 78, line 65,

batter M, line 64, line 22, contact'points am 56, line 96 and line 79, back to solenoid D. This condition prevails as long as 1! theinain switch P is high and. the engine is running east, and'wi th the parts'inthis position, the currcnt'passesfifr'om 11ne22 to blade 8, socket 13, line- 13 socket 2 1, and

blade: 2$, thence throughKIine-QB hack to 1 y the contact points 68 and 72, line 83, danger signal lamp G,-"-1ine.-84, and back to battery 7 79, to the solenoid D; When the engine is running west,'with the third rail shoe high,} or while running east, with thethird rail shoe low, the solenoid D may drop when the circuit between the points and 56 is broken, because the circuit through

lines

22 and 28 is now broken; hence solenoid D always drops'with the dnopping of solenoid, E, and in like manner, solenoid E drops with solenoid D, unless the contact finger l8 5 I is making contact with either one of the; plates 17 and'l9. \Vhen the cone of sole noid E drops, cont-act between the points 74; i and'75 isbrOken thereby' preventing current from passing through the warning lamp and'lighting. the same, and such a tion i makes contactbetween the

hints

72 and 68, and 73 and 69; consequent y, current fiowsi from'. the positi\-'e" pole of the battery N throughlinc 79?, contact points 69 and 73,; line 97,'linev91, line '89, through the hell I, 5 through line 90th the contact point 93, consj tact point94t, line 85, and hack through the line 80 to the negative pole of battery N. A branch circuit passes from line .79.through N through line 80. When both cores of solenoids D and E have dropped, current from the battery N, through line 79, contact points 67 and 71, and lines9l and 89, passes to the hell I to rmg the same. Even though .contactpoints and 66 are in contact, the

circuit through line 81, warning lamp'F, lin'e'82 and contact point is open, hence this warning lamp does not burn. With the 'core of solenoid'D- dropped and with the core of solenoid E elevated current flows from battery N, through line 79, contact points 67 'and 71, through line 91, line 89', through hell I, line 90, contact points 93 and 9% of hand switch J, and from thence through lines and .80, back to battery N. At'the same time, current from battery M flows through line 64 to contact points 6 6 and 70, line 81, to the warning lamp F, line -82, to "contact points 75 and 74, and from thence through line 65 back to battery M. As long as the pointer on indicator H points to Line,'an'd the'signals'are not set, the engineer knows that the track on which his engine is'runnln'g is absolutely safe, as far as other trains are'concerned, for the pointer indicates Line. only when the current is being taken fro'rnthe nextblock ahead or-the second block ahead.

In practice the cores of thesolenoids and E will be constructed so that when they fall they willdo so with a-slow or delayed ft 1 ff a a on which resultc r be accomp i d he use idash pots.- or c mpressed air cy .inders. 'llhisslow moremnt' takes .place order that said cores not .dro, their entire length when'the third rail s 0. in-

stant neously l ses con a twith th hird ae Wh e uch action oecii 'thesol a id core will dnop a short-QdiStancgybut would be caught and pulled upward again before- Setting the e -mug signal The upn'er 'e ds of th o es f tl s e solen ids are adap ed to be held looked after dr p' by means of spring held catches D and which catches are released by means .of manually operated cords D finch construction holds the warning and danger semaphores F and G p, and th r f re, sible to the engine r when aid semaphores have been actuated, and they will he so held until the engineer releases theni by manipnlating'the cords D Figs. 5 andG illustrate the third-rail shoe at its highest and lowest points respect-iuely,

and when the shoe is in either one of these positions, a connection is inade between the finger l8 and either the contact plate 19 .or

contact plate 17, and which connection is not made when the shoe is on the normal portion of the track, as Seen in Fig. 4. This connection between the finger 18 and plates 19 and 17 is made to establish the circuit to give the warning signals and not the danger signals. If the current from the line is broken when the shoe is on a, high portion of the rail and traveling. west, or upon a low portion of the rail and traveling east, the warning or yellow semaphore falls,

.hut the danger semaphore is held 11p by the The motor W -re' ceives current and starts running when the,

local engine current.

signals are thrown, and by-proper-gearing, this motor actuates the air or steam value W. Although there are three contact shoes or wheels on the engine for the third rail and the two track rails, only ,two of said wheels are in service at one time, and .one of,

these two is always thethird rail shoe,"

while the other one is the outer rail shoe which isresting on the contlnuous bonded rail A; The other outer rail shoe, .or the one restinglupon the rail A which is di- -vided into sections or blocks, is always disconnected from the batteries, and signals, a's

the wire from said shoe always runs to an open plug or socket. An'engine .on any one of the blocks will short-circuit'the line .bat-

tery on that block through the correspond: ing indicator in the station, thereby indicating the presence of the engine on that block as long as it remains on any portion thereof.

I haveillustrated Fig. 8as being equipped, and wired for. a: single track road, that i for a roadon which, trains run in either dic a-cation. I V

Fig. 9 illustrates the wiring and a rrang- 1 trains appro' ment of blocks for a double track, and

will he noticed in this double track arrangenient there are no warning blocks,-and-no Y track relay 1nagnets,-as the same are not 5 necessary when the trains run in one direction only on the separate tracks. Thesmgle andpdonhle track arrangement illustrated in Figs. 8 and 9 can be readily combined, if desired, that is, running from a'single' -10 track to a double track, or vice versa; The

relay magnets, added.

\Vhere my improved system is utilized in connection with double track, as shown in Fig. 5), it is not necessary to arrange .the third rails with thehigh and low portions A and A, but as it is essential that the engine enter the double track with its main switch I) properly thrown it is necessary to provide the third rail atone end with ahigh or low portion and the rail shoe 1 in passing over this high or low end portion of the third rail properly sets the main switch Pr An engine traveling over one portion of a double, track receives current exactly the same as an engine operating on a single track provnled the tlnrd ra l shoe has lifted or depressed the main switch P into correct position on starting out, and this is acconi llshed by elevatlng or depressing a ortion of the third rail at the beginning 0 the" double'track in either direction.

Fig. 10 illustrates a switch or siding properly equipped and wired so as to be used in connection with my improved system, and I in said figure the switch is shown as being 40 set for a train to take the main line.. The

siding wires are broken between the contact points arranged on the switch handle, therefore an engineon the siding can get no cur rent and its signals are thrown. Located'ad' t5 jacent to one of the track rails of the siding; close to the main line rail is a short rail= section .100 arranged to make contact with.

one of the wheels oi a car or engine when the same 1s on the siding and standing too closeto the main line. When such condi: t1on occurs, a short-circuitto the main line is made, thus warning a train approaching on the mainline so that the same Wlll not strike. tlie'car on the siding ,whiclr stands too close to said main-line.

- Fig. '1-1. 'llustrates a single track crossing arranged wired iti'-'accordance-with my invention for-the .mntual protection of two from any-- two directions. Fig. 16f}. have; diagrammatically illust crossing, Landin this 'construction a current from rail A passes. through conductors V and 3, the re rated. thetrack relays necessary "for a.

ing down the armature of saidmagnet and conseqnently breaking the current to the three-other magnets, therefore, no current canget to these magnets, and their armatures are held up so that the path of the current from bonded ra'il A can not he breaks the fiow of current to the other n agnets, but not to its own.

.F-igs.' 12 and 13 illustrate an arrangement ,whereby the batteries may he placed in the track and the resistance on the engine, or such. arrangement reversed. The results-attained from these two dififerentar- .rangements'are practically the 531116. For all. practical purposes, it IS preferable that the batteries be placed in, thetraclsl.

As shown in Fig. 13, the track relays Q are omitted and the engine battery is-placed incircuit at practicallythe'same pointoccupiedby the resistance A, shown in Fig. 1, said resistance. being eliminated from the 'circuit' The feorrect'polarity can be giver by; means ofadditional polarity changing switch blades; and sockets on the 'directioi switchsS, for as the train changes directioi' of run switchS must be thrown by hand by ,the;engineer,1and when this is done, th polarity of engine battery will be reversed .The engine battery for the modified, systen must not 'be'eonfused by the'local engirt battery B of the preferred form of the sys tem shown in Fig, ,1 ;The local engine bat tery B in-thepreferre'd form illustrated-i Fig. 1 mustnecessarily be out out of cit .cuitf when the engine is on the blind hal of the block or else suificient resistance an torna'tically laced" in service. with the bat tery to cut dbwn the current through rela L'. This can be accomplished by means o the automatic main switch controlled by th third rail shoe and the direction switch in'n uch thelsame niam1er'..-i1rwhich loc: battery is; cut itito 'i'rcuitautomaticall by-the same-svtiitche's. .llhenever local ba tery Bisin circuit with relay L the resisanc'e A. isioutof circuit with this relay, an viey'rsa'. Hence, if in place of the resis .an'cer-Y, .a-battery' be substituted, this ba tery and the local engine battery B *coul never both be in circuit with relay L for 0th than ayery minute eriod of time (on: when the main switc is passing throng theeenter. ofitsark of swinging movemen "and theaction of dash pots'woul'd preve: the signal from being'thrown for this 1r 'nute-br'e'ak in 't-hecircuitor the eifect of con ter current-s. 1 i J -Whenthe track batteries are carried theengine and't-he variable resistance A placed in the trackcircuit the engine b2 tery B has no function "as far as the cont! relay L is concerned, but still has the fur ay magnet V thereby draw tion of lighting the warninglamp'K'wh broken by them, and thus the magnet the switch R,is thrown to otf or down. Conse uently the engine circuits would be simpl' ed by omitting blades 39 and 41 of switch B; also blade-31 of switch S also blade 12 of switch P, and likewisethe circuits in which these parts are located. .In this modified arrangement or where track batteries are replaced. by track resistances, the control relay L acts in exactly the re verse manner to that in which it acts in the preferred system, heretofore described, that is, relay Lremains normally with its armature not attracted, and said armature is attracted only when the" distant train short circuits a track resistance, thus allowing a strong current to flow through' L and attract its armature. Consequently, the contacts 55, 56 57, and 58 of relay L must-be 1 so placed on the armatureof L as to,re-'

- tracts its armature.

main closed when" the armature is not at tracted, and be opened when magnet L at- Thus it will be seen that by this modification the engine-circuits have not been altered to any appreciable extent, nothing has been added, no indicator or'otherdevice has been altered and nothing'omitted'with the exception of a few circuits which are necessary in the operation of 'theIpreferred system.

' length solan engine will of the batteries AZAS A, A, corresponding conductor D, D, D, D", corresponding switch C C C, C, conductor E, instrument- E and back to rail A by conductor B. When track batteries are used, said batteries are also used for obtaining current for the telephone circuit, which circuit thus becomes a common battery circuit and any type of common battery telephone can be used. When track batteries are not used, but engine battery is used with resistance coils in the track, then a local batteryshould be used -in the"central station-'-(not shown) but the system still operates on the common battery system with merely the position of the source of telephone electrical energy changed. o My improved signal system may be termed un open-closed circuit system, open in that closed in thatso long as a train. is in com-.

the batteries are not being used except when a train is in communication with them, andmunication with a block, the batteries are constantly discharging current. Such constructionmakes the system economical as to batteries and current consumed. The line wiring is reduced to a minimum, and only one rail and'one wire are necessary throughout the entire length of track. The single wire is, of course,divided up into block sections F and F and the ends thereof connected to the various sections of the third rail. The

system insures perfect safetyfor an engine or train, as far as other trams on the same track are concerned, for, as heretofore dcscribed, an engine may proceed with its signals indicating safety as long as current is supplied from theline batteries to so hold the signals, and if any of the connections .are broken, or if there is danger-fron an approaching train, the engineer is warned in ample time. Anything of azn'ietallic nature resting across the outer'railswill, of course warn an approaching train, by reason of the short-circuit produced between and warning devices are located on a small board immediately in front of the engineer, and for this reason can be readily observed and an accidentvcannot occur by'reason .of an engineer ,accidently or wilfully running past a semaphore arm. The station agent knows at all time the position of a train proceeding over the blocks of the track 'con nected with his station, and the-agent.ca1 1 stop the train on any block, and if desired,

may communicate with the engineer by'100 means of the telephones located in the station and engine cab. If for any reason the engineer fails to observe the warning and danger signals, the air brakes will be applied andthe steam cut off from the engine by. the'action of the motor YV, which is set in operation when the signals are. thrown, but which motor runs for a short time before completely turning on the air and the steam valves.

coils, relaymagnets, etc, are shown as being placed between the outer rails it should be observed that this is for diagram showingionly, and they may be placed at any point convenient to the trackand the lead wires connected to the rails at the points shown. I c1aim:-

- '1. In a railway signal and locomotive con trolling system, signaling and indicating devices carried by the locomotive, electrical circuits in which said signaling and indicating devices are located, a switch for making and breaking said electrical circuits, a 'railway track divided: into blocks, a sectional third rail divided into blocks corresponding to the block s-of the railway track portions- 110; While some of the batteries, resistance of which sectional third rail in each block are elevated and other portions being def pressed with respect to the main port-ion of each block of said third rail, :1 shoe carried by the locomotive and traveling on said third rail for actuating the switch, indicators in a way station which indicators are electrically connected to the blocks of the railway track, means controlled by said connect-ions whereby said indicators are actuatcd for indicating the presence of the locomotive. on the blocks,- a telephone on the locomotive, a telephone in the way station,

and means whereby the telephones are placed in circuit through said shoe, third rail and track.

2. In a railway signal and locomotive controlling system, a railway track divided into blocks, a third rail divided into blocks corre sponding to the blocks of the railway track,-

each block of the third rail being divided the locomotive, indicators located in a way station, and connected to the blocks of therailway track, electrical connections between the signaling and indicating devices and the sectional third rail, a switch carried by the locomotive for openin and closing the electrical connections in w ich the signaling and indicating devices are located, and a shoe included in said electrical connections carried by the locomotive and adapted to travel 3 upon the third rail for opening and closing the switch.

trolling system, a railway track divided into blocks, a third rail whichis divided into" blocks corresponding to the "blocks of the railway track, each block of said third rail being divided into sections insulated from one another, and certain of the sections of each block being elevated and other sections depressed with respectto the plane occupied by the main body portion of said third rail signaling and indicating devices carried by the' locomotive, electrical connections be: tween said s1gnal1n and indicating devices andthe sectional t ird rail, indicators 1o-' cated in'a. way station, and electrically connected to the blocks of the railway track, a switch carried by the locomotive for opening and closing the electrical connections in which the signaling'and indicating devices are located, a shoe carried by the locomotive and included in said electrical connections adapted to travel upon the t iird rail, saidshoe being connected to the switchfor the purpose of raising and lowering the same as said shoe passes over the raised and de pressed portions of the third rail and means .whereby the'switch is held after movement to either one of its set positions.

4. In ayrailway signal and locomotive controlling system, a railway track divided into blocks, a'third rail which is divided into blocks corresponding to the blocks of the railway track, each block of said third rail being divided into sections insulated from one another, and certain of the sections of each block being elevated and other sections depressed with respect" to the plane occupied by the main body portion' of: said third rail 1 signaling and indicating devices carried by the locomotive, indicators located in away station, and electrically connected to the blocks of the railway track, a'switch carried by the locomotive for opening and closing the electrical connections, in which the signaling and indicatin devices are located, a shoe carried by the ocomotive included in said electrical connections and adapted to travel uponthe third rail, saidshoe being connected to the switchfor the purpose of raising-and lowering the same as said shoe passes overthe,ra'ised and depressed .portions of the third rail -'means whereby the 'switch'is held a'fter movement to either one ,of its set positions, a-nd manually operated means for raisingv the shoe free from the third rail. v v \v 5."In a railway signal, and locomotive controlling system, a railway track, a third rail adjacent to the rails of said railway track,

portions of which third rail are elevated and other, portions being depressed withrespect to the plane occupied by the main body por tion of said rail, signaling and indicating I devices carried by the locomotive which I 3. In a railway signal and locomot1vecontravels on therailway-track, electrical cir-; cuits 1n which sa d devices are located, a

source of electrical energy for said circuits,

a switch located-in and controlling said circuits and a a shoe connected-I tosa d switch, which'shoe travels upon the third rail and raises and-lowers the switch as said shoe passes over the elevated and depressed porof a plurality of sections, a series of indicators in a way station'corresponding to a certain number of blocks of the railway track, each indicator being electrically connected to the rail sections of a correspondingwblock of the railway track, a source of." electrical energy for the electrical connections of each indicator, an electrical connection from all of the indicators of the way station to the continuous rail of the track, a

telephone inthe way station, a normally a open circuit in which-said telephone is 1 o-' cuits for connecting the telephone with any 3 In testimony whereof l hereunto aflii: my

(rated, which circuit is connected to the e onsignature in the presence of two witnesses, ductor from the continuous track rail to the 1 this twenty-fourth day of December, 1910. indicators and switcheslocated in said cir- GEORGE R. GUILD.

Witnesses: C. F. W'. DAssLEn,

block section.

MAR IE L. GUILD.