US1400201A - Automatic train-stopping, telephonic, and block-signal system - Google Patents

Description

w. H. ADKINS. AUTOMATIC TRAIN STOPPING IELEPHONIC AND BLOCK SIGN AL SYSTEM.

Patented Dec.

APPLICATION FILED AUG. H, 1917- 1,400,201.

INVENTOR' Q WzZZzam JLJMHL'IIJ,

BY Q I ATTORNEY.

w. H. ADKINS. AUTOMATIC TRAIN STOPPING TELEPHONIC AND BLOCK SIGNAL SYSTEM. l APPLICA TION FILED AUG.-14, i917. 1,400,201. Patented Dec. 13, 1921.

2 SHEETS-SHEET 2,

A TTORNE Y.

UNITED STATES PATENT QEFICE.

WILLIAM ADKINS, OF KANSAS CITY, KANSA 1,4.oo,2o1.

AppIication filed'Aug'ust 14, 1917.

To all "ta- 10m it may concern:

Be it known that I, lVILLiAM H. ADKINS, a citizen of the United States, residing at Kansas City, in the county of lVyandot-te and State of Kansas, have invented certain new and useful improvements in Automatic Train-Stopping, Telephonic, and Block-Signal Systems, or which the following is a specification.

My invention relates to an automatic train stopping, telephonic and bloelr signal system, and one object is to provide a simple, reliable, easily operated, electrical system oi this character which can be easily installed and operated in connection with the standard forms of tracks and lines oi both steam and electric roads, and whereby two trains may be placed in telephonic connection with each other or with despatchers along the right of way.

A further object is the provision of signal means to warn an approaching trainoit' an open switch or derail, so that such train may be stopped within a safe distance before taking the switch or siding.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts hereinai'ter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope oi what is claimed without departing from invention.

In the accompanying illustrate the invention:

Figures 1 and 2 show a diagram of the system.

Fig. is a front elevation of a recording drawings which voltmeter emoloved in earr in out the invention.

Fig. l is a broken plan view or rail.

a tliird valve.

Referring now to the drawings, A and B designate the main track rails, those on each side of the track being bonded or otherwise connected to each other to conduct an electric' current.

2 designates a third rail laid in the center Specification of Letters Patent.

the spirit of the Patented Dec. 13, 1921.

Serial No. 186,244.

of the track. This third rail 2 has oppositely-disposed, parallel conductors 4 and 5 insulated from each other and divided into bloclrs of suitable length generally indicated at 8, 9, 10, 11, 12 and 13 and insulated electrically from each other. Each block is arranged alternately with respect to the opposite parallel bl ck. For instance, the ends of block terminate midway between the ends of blocks 9 and 11.

Groups of signal lamps 1d and 15, 16 ant. 17, 1.8 and 19, 20 and 21, 22 and 23, are arranged at the ends of the respective blocks as shown on Fig. 1. Said signal lamps may be mounted upon suitable supports along the right of way'and may all be placed at one side of the track, or at opposite sides thereof as shown.

When a train or locomotive indicated by the dotted lines 30, comes onto any twoblocks, say, for instance, blocks 9 and 10, it completes the following circuit: Starting from alternating generator 32 the current passes through a wire 3%, one arm of a double pole switch 35, a wire 36, a recording voltmeter or other 40, a lamp l1, mounted in a thermostatic socket having a make-and-break contact, a wire 42, one arm of a double pole, double throw switch i l, a wire 45, a brush or trolley 47 carried by the locomotive and bridging both sides of the third rail 2, block 10, wires 50 and 51 connected, respectively, to the ends of said block 10, lamps l7 and 20, wires 53 and 55, rails A and B, the wheels and axle 58 and 59, respectively, a wire 60, the opposite arm of the switch 44;, and back to the generator 32 through a wire 62, the switch 35, and a wire 63.

In addition to the lamps l7 and 20, at the opposite ends ofthe block 10, being lighted by closing of the foregoing circuit, the lamps l5 and 18 at the ends of the block 9, are also made to glow by current passing through said lock 9 from the brush d7, thence through wires and 66, said lamps 15 and 18, wires 68 and 69, the rails A and B, and bad through the wheels 58 and the axle 59, to the generator 32 through the intervening conductors above-described.

lVhen the signal lamps of the two blocks are in circuit as described, the recording voltmeter 38 registers, Safety, while the lamp ll glows dimly. However, should a rail on either side of the main track be suitable meter 38, a wire brokenthe signal lamp or lamps connected to such broken rail become dark and thus warn the engineer that the track is not in safe condltion. Darkness of said slgnal lampsreduces the current strength passing through the lamp 41, causing it to become dark, or very dim, as an additional warningto the engineer that the track is not in safe condition. 7 v

If two trains, such as indicated at and 30*, going inthe same or opposite directions enter upon the same block, they are a'utoe 'mati cally stopped before they can collide, by the'aid of their air brakes and the throw- I 7 block the combined voltage oftheir alternating generators 32 and 32 is thrown into such block, causing the lamps 41 and 41' to pulsate and the voltmeter indicators 72 I and 72 to intermittently swing into' en gagement with their respective contacts 74 and 74 and close air brake circuits on the respective trains, as will now appear.

As the indicator 72 of the voltmeter 38 momentarily engagesits respective contact 74, current passes from the generator 32 through wire 34, one side of switch 35, wire 36, wire 40, a wire 76, indicator 72, contact 74, wire 77, electromagnet 78, a wire -79, a wire 80, wire 62, the opposite side of switch 63, and back to the generator 32 The foregoing circuit energizes the electromagnet'7 8, causing it to attract its armature 81 which is pivoted at 82 and fixed to a latch 83, causing the same to release a drop switch 84, which closes an air brake. circuit through contacts 85. V

Said air brake circuit derives its energy from the generator 32, and consists of a wire 86 leading from the wire 40, an electromagnet 87, the wire 88, the drop switch 84, contacts 85, a wire 79, the wire 80, the wire 62, one side of the switch 35, and back 7 to thegenerator 32 through the wire 63.

As the electromagnet 87 is energized it opens the air brake valve 89, thereby setting the brakes on'the train 30. The brakes" on the train 30 are also set by a similar circuit thereon. In addition to the air brake circuits being energized as above described, the combined energy of the generators 32 and 32 is thrown into the third rail 2 and the main track rails A and B, through the circuits-leading from the generators through the brushes 47 and 47 and the car wheels and axles of the respective trains.

Closure of the air brake circuits as above described, also closes a throttle circuit consisting of wires 99 and 100, connected, re-

spectively, to the wires 76 and 82 and the poles of an electromagnet 101, whose armature 102'is connected to an air valve 103 (F 6). The construction of the electro-' magnet 101 and the air valve 103, is the same as that of the electromagnet 87 and the valve 89. Said air valve 103 has a pipe connection 105 with the'air brakesystem of thetra'in, and" upon being opened when the magnet 101 is energized, admits air to a cylinder 107 througha pipe 108. A plunger .109 within'the cylinder 107, is forced forward by the air under pressure entering said cylinder from the pipe 108, and pulls the throttle 111 to neutral position. For

exponents, a portion'of such. equipment,

however, being omitted from the diagram as unnecessary of portrayal since the two equipments are duplicates. The air brake circuitsremain closed until interrupted by manually opening the respective ,drop switches '84 and 84": p

As the two trains are thus brought to a 7 stop a safe distance apart the engineers, on the respective locomotives will naturally Want to communicate with each other as to further procedure, and a telephonic circuit has therefore been provided forthis purpose. This is accomplished by throwing the switches 44 and 44 into engagementwith contacts 115, 115 on the telephonic circuit and establishing communicaion between the telephones 117 and 117 on the locomotives 30 and 30*, respectively, through a wire 119, switch 44, wire 45, brush 47, the third rail 2, wire 45 switch 44 wire 119 telephone 117 wire 120, wire 60*, switch 44, the wheels 58*, axle 59 the track rails A and B, the wheels 58 and axle 59, wire 60, switch 44, and a wire 120, leading to the telephone 117 from one of'the contacts 115. r

I have also provided means whereby a train desp'atcher at a local station, such as indicated by the dotted lines 125, may enter into telephonic communication with a train approaching or leaving such station. For

this purposethe station is equipped with a 32, the current flows through wire 34, one side of switch 35, wire 36 and the recording voltmeter 38, wire 42, one side of switch 44.

wire 45 the block conductor 10 wire 140 one side of switch 134, wire 142, wire 143, lamp 131, wire 145, the opposite side of switch 134, wire 147, the track rail B, wheels 58, axle 59, wire 60, switch 44, wire62, switch 35, and back to the generator 32 through the wire 63. This circuit causes the station lamp 131 to glow and by opening an additional path for the current passing through the meter 38, it affects the indicator 7 2 accordingly, and thus warn the engineer that the train despatcher has orders to deliver over the phone. The engineer may, without stopping the train, then cut in his telephone 117 by throwing the switch 44 into engagement with the contacts 115. This operation cuts the generator 32 out of the telephonic circuit, whereupon the station lamp 131 becomes dark and thus notifies the train despatcher that the train has reached one of the blocks in which the station is situated, so that he may converse with the engineer. He then cuts out the lamp 131 and cuts in his phone 130, by closing the switch 132.

If the train be approaching the station 125 from the right or passing to the right from such station. the train desnatcher may get in telephonic communication therewith in the manner above described, excepting that the switch 134 is thrown into engagement with contacts 150, one of which communicates with a wire 151 connected to the rail B and the other to a wire 153 connected to one side of the third rail 2. The station telephone wires 140 and 153, are, preferably, connected to two alined blocks, such as 10 and 12, respectively, to permit ample time for the despatcher to issue orders of usual length to the engineer, while the train is running in said blocks.

Means whereby the engineer may detect an open switch when approaching the same has been provided as followsi Referring to Fig. 2, which is a continuation of Fig. 1, it will be observed that the switch points E and F are united by the usual cross bar Gr, preferably, connected at one end to the crank H of the usual switch stand. Said cross bar G carries a contact 180, connected to one side of the third rail 2 by a wire 181. When the switch is thrown to open position as shown, the contact 180 engages a stationary contact 182 connected The closto the switch rail I by a wire 183. ing or this circuit cuts out the signal lamps beside the track i circuit with the conductor 5 and causes the indicator 72 of the meter 08 to swing toward the contact 74 and register Danger.

Means have also been provided for indi eating an open derail such as indicated at J, by providing the same with contact 188, electrically connected to one ofthe main rails as B by a wire 189. When the derail is thrown open the contact 188 engages a contact 186 on the switch rail 1, which contact is connected to oneside of the third rail 2 by awire 187. When the contacts 186 and 188 are in engagement as shown, the same action takes place as when the switch is open, that is to say, the signal lamps beside the track go out while the meter 38 registers Danger.

The recording meter 38 is provided with a clock driven chart 200 divided by lines 201 to indicate the time required for the train to make a trip, and also to indicate the time when the indicator stylus 202 recorded, Caution, Danger, etc. The chart 200 is also divided by concentric circles which coact with the indicator 72 in advising the engineer of the condition of the apparatus, the track, etc. F or instance, when the stylus 202 is on or adjacent the line 205 it signifies danger ahead. When the stylus is on or adjacent the line 206 it denotes that the enginee' should proceed with caution. hen the stylus is on or adjacent the line 207 it denotes safety. When the stylus is on or adjacent the line 208 it denotes that the train despatcher desires to issue orders to the engineer. WVhen the stylus is on the line 209 it signifies that a switch or derail is open, and when the indicator swings into en a ement bra 'with the contact 74 it indicates that two trains are in the same block. A new chart is provided for each trip.

From the foregoing description it is apparent that I have produced a system embodying the features of advantage above enumerated and one that is well adapted for the purposes intended.

Having tnus described my invention, what I claim and desire to secure by Letters Patcut, is:

1. In a system of the character described, the combination with a train and a main track therefor, of a third rail having two parallel conductors divided into blocks, the blocks of one conductor being alternately arranged with respect to the blocks of the companion conductor, signals adjacent the main track and having electrical connections there *ith and with the blocks of the third rail, a partial circuit on the train having one end in communication with the main track through running gear of the train, a traveling contact on the third rail and con nected to the opposite our of said partial circuit, a source of electrical energy for the ci'cuit, and a recording instrument on the train and connected to said circuit.

2. In a system of the character described, the combination with train and a main track therefor, of a third rail having two parallel conductors divided into blocks, signal lamps adjacent the main track and haw electrical connections therewith and with the blocirs of the third rail, a partial circuit on the train having one end in communica tion with the main track, a traveling contact on the third rail and connected to the oppoblocks, a partial circuit on the train having one end in communication with the main track, a travehng contact on the thlrd rail and connected to the opposite end of sald partial circuit, a'source of electrical energy for the circuit, a recording instrument on the train and connected to said c1rcu1t, andmeans for closing the short clrcultbetween the de- 7 rail and one of the blocks when said derail is 3 in open position.

said valve, a circuit for 4. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on'the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, a cylinder in whichsaid piston is reciprocably mounted, a pipe to conduct fluid under pressure to said cylincer to actuate the piston, a normally closed valve connected to said pipe to control the flow of fluid therethrough, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, and electrically-controlled means to disengage the latch from said switch. 7

5. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a piston connected to the locomotive throttle to closethe same, a cylinder in which said piston is reciprocably mounted, a pipe to conduct fluid under pressure to said cylinder to actuate the piston, a normally closed valve connected to said pipe to control the flow of fluid therethrough, an electromagnet to open energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, an electromagnet in the circuit to release the latch from said switch, and a meter to close that portion of the circuit leading to said electromagnet to energize the:

same.

6.-An electric signaling system for rail road trains, consisting of block conductors electrically connected to the track, a contact-on the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, a cylinder in which said piston is r'eciprocably mounted, a

pipe to conduct fluid under pressure to said bratory indicator connected to the circuit,

anda contact adapted to be engaged by said indicator andclose that portion ofthe circuit leading to said electromagnet to energize the same; p l 7; An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, a cylinder in which said piston is'reciprocably mounted, a pipe to conduct fluid under pressure to said cylinder to actuate the piston, a normally closed valve connected to said pipe to control the flow of fluid therethrough, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source' of electrical energy connected to said circuit, conductors connecting saidsource to the Contact which traverses theblock conductors, a self-closing switch to closethe circuit, a latch to normally hold saidswitch open, an electromagnet in the circuit to release the latch from said switch, a meter having a vibratory inclicator connected to the circuit, a contact adapted to be engaged by said indicator and close that portion of the circuit leading to said electromagnet to energize the same, and a clock driven record over which said inclicator swings. v

8. An electric signaling system for railroad trains, consisting of'block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a' piston connected to the locomotive throttle to close the same, a cylinder in which said piston is reciprocably mounted, a pipe to conduct fluid under pressure to said cylinder to actuate'the piston, a normally closed valve connected to said pipe to control the flow of fluid therethrough, an electromagnet to open said valve, a circuit forenconductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, an electromagnet in the circuit to release the latch from said switch, a meter having a vibratory indicator connected to the circuit, a contact adapted to be engaged by said indicator and close that portion of the circuit leading to said electromagnet to energize the same, a stylus carried by the indicator, and a clockdriven record engaged by said stylus.

9. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, means operably connecting the piston to the locomotive whistle, a cylinder in which said piston is reciprocably mounted, a pipe to conduct fluid under pressure to said cylinder to actuate the piston, a normally closed valve connected to said pipe to control the flow of fluid therethrough, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, and electrically-controlled means to disengage the latch from said switch 10. An electric signaling system for rai1- road trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a brake-applying valve, an electromagnet to open said valve, acircuit for energizing said electromagnet, a source of electrical energy connected to said circuit, coni ductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, and electrically-controlled means to disengage the latch from the switch.

11. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a brake-applying valve, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, electrically-controlled means to disengage the latch from the switch, and a meter to open and close the circuit to said electrically controlled means. i

12.- An electric-signaling system for rail? road trains consisting of block conductors electrically connected to the track, a contact on the train to traverse said block, conductors, a brake-applying valve, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, electrically-controlled means to disengage the latch from the switch, a meter in the circuit and provided with an indicator and a contact adapted to be engaged by said indicator and close that portion of the circuit leading to said electrically-controlled means.

13. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a brake-applying valve, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a self-closing switch to close the circuit, a latch to normally hold said switch open, electrically-controlled means to disengage the latch from the switch, a meter in the circuit and provided with an indicator, a contact adapted to be engaged by said indicator and close that portion of the circuit leading t said electrically controlled means, and a clock-driven record over which said indicator swings.

14. An electric signaling system for railroad trains, consisting of block conductors electrically'connected to the track, a contact on the train t traverse said block conductors, a brake-applying valve, an electromagnet to open said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to said circuit, conductors connecting said source to the contact which traverses the block conductors, a selfclosing switch to close the circuit, a latch to normally hold said switch open, electrically-controlled means to disengage the latch from the switch, a meter in the 'circuit and provided with an indicator, a contact adapted to be engaged by said indicator and close that portion of the circuit leading to said electrically controlled means, a stylus carried by the indicator, and a clockdriven record engaged by said stylus.

15. An electric signaling system for railroad trains, consisting of block conductors electrically connected to the track, a contact on the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, a cylinder in which said piston is reciprocably mounted, an alternatductors, a drop switch to close the circuit, mechanical means to normally hold sa1d switch open, and electrically controlled means to disengage said mechanical means 7 from the switch.

16. An electric signaling system for railroad trains, consisting of block conductors electrically, connected to the track, a contact on the train to traverse saidblock conductors,

a piston connected to the locomotive throttle to close the same, a cylinder in which said piston is reciprocably mounted, an alternating generator, conductors connecting said generator to the circuit and the block conductors, a drop-switch to close the circuit, mechanical means to normally hold said switch open, ele'ctrically-controlled means to disengage said mechanical means from the switch, a meter having a vibratory indicator connected to the circuit, a contact adapted to be engaged by said indicator andclose that portion of the circuit leading to said electromagnet to energize the same, a clock-driven record over which-said indicator swings, and a stylus carried by said indicator to engage the cloclcdriven record. i

I 17. An electric signaling system for rail road trains, consisting of block conductors electrically connected to the track, signal lamps beside the track and connected thereto and to said block conductors, a contact on the train to traverse said block conductors, a piston connected to the locomotive throttle to close the same, a cylinder in which said piston is reciprocably mounted, a pipe to conduct fluid under pressure to said cylinder to actuate the piston, a normally closed valve connected to said pipe to control the flow of .fluid therethrough, an electromagnet toopen said valve, a circuit for energizing said electromagnet, a source of electrical energy connected to sa d clrcult, conductors connecting said source to the contact which traverses the block conductors, a self-clos ng switch to close the C11C1l1L, a latch to normally hold sald switch open, and electrically controlled vmeans to disengage the latch from said switch.

18. An electric signaling system for raile road trains, consisting of block conductors electrically connected to the track, contacts on two trains to traverse said block conductors, partial circuits on the trains .andconnected to said contacts and the running gear of the trains, alternating generators on the trains and connected to the partial circuits, meters on the trams and connected to the partial cir- ,cuits, indicators on the meters and connected to the partialcircuits,'recorg:ls on the meters o e Whi s d a d c t w ss, Contact adapt d t b en a by he indicat r ,el treeiaeae reelec e a th I rltial cireelts and t e la -mentions remad switches controlled by said 'electromagnets, and air-brake circuits on the trams controlled by said switches.

19. An electric signaling'system for rail road trains, consisting of block conductors electrically connected to the; track, contacts 7 on two trains to traverse said block conductors, partial circuits on the trains and connected to said contacts and the running gear of the trains, alternating generators on the trains and connected to the partial circuits,

voltmeters on the trains and connected to the partial circuits, indicators on the-voltmeters and connected; to thepart-ial circuits,;reccrds on two trains to traverse said block conductors, partial circuits on the trains and connected to said contacts and the running gear of the trains, alternating generators on the trains and connected to the'partial circuits, meters onthe trains and connected to the partial circuits, 'indicatorson the meters and connected to the partial circuits, records on the meters over which said indicators swing,- contacts adapted to be engaged by the indicators, electro-magnets connected to the partial circuits and thelast-mentioned contacts, switches controlled by said electromagnets,

, and steam shutting-0E circuits on the trains controlled by said switches. 1 V

1.7 'An electric signalingsystem for railroad trains, consisting :ofbloclr conductors connected to the track, a contact on the train to traverse said block conductors, a

partial circuit on the train and connected to said contact and the running gear of the train, a source of electricalenergy on the train and connected to the partial circuit, a manual switch to open and close the partial circuit, a meter connected to the partial cirscuit, a clock-driven record on the meter, and

an indicator'in circuit with the partial circuit and arranged to swing over said-record.

22. An electric signaling system .for'railroad trains, consisting of block conductors connected to the track, a contact on the train to traverse said block conductors, a partiaLcircuiton the train and connected to said contact and therunninggear of the;

train, a-source of electrical energy on the t ain an eon et l t t par a .e u a m te conne ed t t part a rcuit a clock driven record on the meter anindica- 119 in circui with th a tia c irouita d arranged to swing over said record, and a stylus carried by the indicator to inscribe upon the record.

23. An electric signaling system for railroad trains, consisting of block conductors connected to the track, a contact on the train to traverse said block conductors, a partial circuit on the train and connected to said contact and the running gear of the train, a source of electrical energy on the train and connected to the partial circuit, a meter connected to the partial circuit, a clock-driven record on the meter, an indicator in circuit with the partial circuit and arranged to swing over said record, and air-brake circuit connected to the partial circuit-,and a contact connected to the airbrake circuit to close the same when said contact is engaged by the indicator.

'24. In a system of the character described, the combination with a train, a main track therefor, and a local station, of a sectional third rail electrically connected to said track, a partial circuit on the train having one end in communication with the main track, a traveling contact on the third rail and connected to the opposite end of said partial circuit, a source of electrical energy for the circuit, a telephone on the train, a double-pole double-throw switch for cutting out that portion of the partial circuit on the train containing the source of electrical energy and cutting in the telephone with the remainder of such partial circuit, a telephone in the local station, conductors to establish communication between the last mentioned telephone, the track and two sections of the third rail, a double-pole doublethrow switch for cutting said conductors in circuit with either section of the third rail, conductors connecting the last-mentioned switches to the station telephone, and a switch for opening and closing the lastmentioned conductors.

In testimony whereof I affix my signature, in the presence of two witnesses.

WILLIAM H. ADKINS. Witnesses:

F. G. FISCHER, L. J. FISCHER.

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