US2071054A

US2071054A - Controlling apparatus for highway crossing signals

Info

Publication number: US2071054A
Application number: US59429A
Authority: US
Inventors: Clinton L Willson
Original assignee: Union Switch and Signal Inc
Current assignee: Hitachi Rail STS USA Inc
Priority date: 1936-01-16
Filing date: 1936-01-16
Publication date: 1937-02-16
Anticipated expiration: 1954-02-16

Description

Feb. 16, 1937.

C. L. WILLSON CONTROLLING APPARATUS FOR lHIGHWAY CROSSING SIGNALS Filed Jan. 16, 1936 Sheets-Sheet 1 v HIS ATTORNEY ZI Clinton I 541%(1 Z5 Feb. 16, 1937. c. |r wlLLsoN 2,071,054

` GONTROLLINGAPPARATUS FOR HIGHWAY CROSSING sIGNALs Filed Jan. 16, 1936 4 Sheets-Sheet 2 z i z '45 45X 48X@ E INVENTOR l Clz'mozz L Willson 'SEQ/3.

HIS ATTORNEY Feb. 16, 1937. c. L. wlLLsoN CONTROLLING APPARATUS FOR HIGHWAY CROSSING SIGNALS 4 Sheets-Sheet 5 Filed Jan. 16, 1956 Fig. 2b

. INVENTOR ClilzozzL. Wl'llron 'NQ/Rf Y HIS ATToRNEY Feb. 16, 1937.'

C. L. WILLSON CONTRGLLING APPARATUS FOR HIGHWAY CROSSING SIGNALS Filed Jan. 16, 1936 z ZTHI' 4 Sheets-Sheet 4 Patented Feb. 16, 1937 UNITED? STATES PATENT OFFICE CONTROLLKNG APPARATUS FOR HIGHWAY CROSSING SIGNALS Application January 16, 1936, Serial Nc. 59,429

17r Claims.

My invention relates to controlling apparatus for highway crossing signals, and particularly to apparatus controlled by a train approaching the crossing for starting the operation of the cross- 's'ing signal in accordancewith the speed of the train.

'I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view o1 one form of apparatus embodying my invention. Figs. 2a, 2b,- 2c, 2d, and 2e are diagrammatic views of a second form of apparatus which also embodies myinvention.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. l, the reference characters 32a and 32h designate the rails of a stretch of railwaytrack over which traflic normally 02 moves in the direction indicated by the arrow, which rails are divided by insulated joints 33 to form time measuring and signal operating track sections designated IT and 2T, respectively. Each of these sections is provided with a track Q -1';- circuit including a track battery 34 and a track relay designated R with a prelix corresponding to its location. The exit end of section 2T is intersected by a highway H protected by a signal S of any suitable type. The signal S as here shown 3021's of the combined audible and flashing light type, but my invention is not limited to this specific type of signal as any suitable type may be used. vrIhe signal S is normally inactive and is rendered active to give a warning for a substantially fixed time period for all trains approaching the intersection irrespective of their speed.

'The signal control apparatus includes two time measuring means, the first one of which comprises a flasher relay FR and a chain of im thirty-two counting relays designated iX and I to Si, and of which relays only relays iX, I to 6, and 3! are shown in the drawings. The second time measuring means comprises a time element relay TE and a second chain of lifty-ve count- :is ing relays designated by the reference characters iB, to and of which only relays iB to 5B and 55B are shown in the drawings. The apparatus also includes two relays SR and CK, both ci which are slow releasing in character and 50 which relays serve to control and to check the operation of the time measuring means, as will appear hereinafter.

In each of the several views certain of the circuit controlling contacts oi the relays are 55 shown located remote irornthe winding of the relay in order to simplify the drawings as much as possible. In each such instance the contact is identilied by the reference character or number of the relay controlling that contact plus a' distinctive reference character or number, and the contact is illustrated in the position corresponding to the normal condition of the relay.

For example, in Fig.` 1, the front contacts of relays ITR and 2 TR, included in the circuit for relay SR, are designated ITRa and 2'IRa, respectively, and these contacts are shown closed because the relays ITR and ZTR are normally energized.

Referring again to Fig. 1, the flasher relay of the first time measuring means may be of the well known oscillating armature type commonly employed to control the circuits of flashing light highway crossing signals, except that the armature thereof is biased by a weight or spring to insure its return of the contacts H3 and II4 to the right-hand position, that is, to the position illustrated in Fig. l. The flasher relay FR is operated over a circuit which passes from the Y terminal of any convenient source of current, not shown, through back Contact ITRe, iront contact E'IRe, theny alternately through windings WI and W2 of the relay under the control of its contact H3, and thence to the opposite terminal Z of the source of current. It follows that when the measuring track section IT is occupied and the approach track section 2T is not occupied, asher relay FR is energized to alternately operate its contacts H3 and H4 between the righthand and left-hand positions, but that when both track sections are unoccupied and when the approach section 2T is occupied, the relay FR is inactive. The relay FR may be adjusted for any desired frequency of operation and I shall assume for the purpose of this application that it is adjusted to complete cyclic operations per minute.

Operation of contact H4 of relay FR is effective to successively energize the relays of the associated chain of relays, each relay being picked up over a pick-up circuit which includes the contact I i4 and then retained energized over a'stick circuit. The relay IX is provided with a pick-up circuit which passes from the Y terminal of the current source through back contact ITRe, front contact Z'IRe, contact H4 of relay FR in its left-hand position, back contact IXa, break contacts of the make-before-break combinations H32 and |03 of relays I and IX, respectively, windingI of relay IX and to the terminal Z of the current source. Relay IX is provided with a stick circuit which includes the make contact of its combination |03 and the back contacts ITRd and ZTRd in multiple. Relay I is provided with a pick-up circuit which is the same as that traced for relay IX up to the make-before-break ycombination |02, and thence through the winding of relay I to the Z terminal of the current source. The stick circuit for relay I includes the make contact of its combination |02, back contact 2b of the next relay 2 of the chain and back contacts I'I'Rd and ZTRd in multiple. Hence, upon the first operation of .contact I I4 to its left-hand position, the two relays I and IX are both picked up and then retained energized over stick circuits. The pick-up circuit for Athe relay 2 extends from the Y terminal of the current source over back contact I'IRe, front contact 2TRe, contact I I4 in its right-hand position, front contact Ia, winding of relay 2 and tothe Z terminal. The stick circuit for relay 2includes its own front contact |05, back contact 3b and the contacts |TRd and Z'IRd in multiple. T'ne pick-up circuit for the next relay 3 of the chain includes the left-hand position of contact II4, Vfront contact 2a and the winding of relay 3; and its stick circuit includes the back contact 4b and the contacts ITRd and .ZTRd in multiple. It is to be seen, therefore, that the relays of the chain I to 3| are successively energized and released through the medium of the asher relay FR used as a timing device arranged to operate continuously while a train or vehicle is operating through the measuring section IT and until the train or vehicle .enters the operating section 2T. The last picked-up relay of the chain I to 3| and the relay IX are then retained energized as long as the train occupies the operating section, with the result that the average speed of the train in passing through the measuring section IT is identified by the relay of the chain picked up when the train enters the operating section. The function of this chain of relays is to select an operating circuit for the signal S in accordance with the speedof the train in the measuring section.

The operation of relay FR and of relays to 3| is checked by the slow lreleasing relay CK. This relay CK is normally energized over :a pickup circuit passing from terminal Y through front contacts ITRb and ZTRb, winding of relay CK and to the terminal Z, and which circuit is opened at the front contact ITRb when a train enters the measuring section IT. Relay CK, however, under normal operating conditions is prevented from releasing by current supplied over a stick circuit which extends from the Y terminal of the current source through back contact ITRc, successively, the front contacts If to 3|f of the counting relay chain and the front contact |04 of relay CK, while'the measuring section is occupied; and through the f front contact of the last operated relay of the chain I to 3| and the back contact ZTRc after the train advances into the operating section 2T. If relay I of the chain fails to pick up for any reason, for example, owing to the failure of the Aflasher relay FR, relay CK will release after a slight delay and at back contact CKa directly complete an operating circuit for the signal S.

Referring now to the second time measuring means, which includes the time lelement relay TE and a chain of iifty-ve co-unting relays IB to 55B, but of which chain only the rst five and the last relays are shown. The vparticular type of time element relay .employed is immaterial,

however, for the purpose of this disclosure, it may be assumed that relay TE is of the type disclosed by the Lazich and Ashworth Patent No. 1,966,965, issued July 17, 1934. The relay TE is provided with an initial pick-up circuit passing from terminal Y through back contacts ZTRU., SRa, IBb, respectively, and the winding of relay TE to terminal Z. There are a plurality of multiple branches for this pick-up circuit and each such branch includes a b front Contact of an even-numbered relay of chain IB to 55B and a b back contact of the next higher odd-numbered relay of the chain IB to 55B. For example, the first branch for this pick-up circuit for relay TE includes front contact ZBZ: and back contact 3Bb. The relay TE is also provided with a plurality of stick circuits, the iirst one of which extends from the Y terminal of the current source over front contacts 2c, 3c and 4c in multiple, front contact IBc, its own front Contact |06 and winding of the relay .to the terminal Z. Each of the other stick circuits for relay TE includes the front contact Illial of the relay, a c front contact of an odd-numbered relay of the chain IB to 55B and a c front contactof one? of the relays to 3|, inclusive, of the chain of relays I to 3|.

The relay IB isprovided with 'a'pick-up circuit which passes from the 4terminal Y of .the current source over front contact I'08of time element relay TE, the breakcontact of the make-before-break combination |I0 of relay IB and the winding of the relay to the Z terminal. The stick circuit for relay IB includes the make contactof its combination III) .and the back contact 2TR. The pick-up circuit for the relay 3B includes front Contact |08 of relay TE, front contact 2Ba, the makelcontactof the make-before-break combination I|.2 of relay 3B and vwinding of the relay to the Z terminal. The stick circuit for relay 3B includes the make contact of its combination |I2 and back contact ZTRf. All other odd-numbered relays of the'chain IB to 55B have similar pick-up and stick circuits. The pick-up circuit for the relay 2B passes from the terminal Y through back contact |09 of the time element relay TE, front contact IBa, the break contact ofthe make-before-break combination III of 'relay 2B and winding of the relay to the Z terminal. The stick circuit for relay 2B is similar to the stick circuits for relays lI B and 3B. The pick-up and stick circuits for the remaining of the evennumbered'relays of the chain IB to 55B are similar to those described for relay 2B and will be fully understood without further explanation. As will be fully brought out hereinafter, each time the relay TE picks up and closes its front contact |08, it picks up an odd-nurnbered Arelay of the chain IB to 55B, and on releasing to close its back contact |09, it picks up an even-numbered relay of this chain, and these operations are continued until a stick circuit for relay TE provided by the last operated relay of the chain I to 3| is completed by one of the odd-numbered relays of the chain IB to 55B.

Operation of the time element relay 'I'E is initiated by the release of slow release relay SR when the train advances from the measuring section IT into the operating section 2T. Relay SR is normally energized over a circuit passing from terminal Y through front contacts ITRa and 2TRU., respectively, winding of relay SR and to the terminal Z. Relay SR also has a normally closed stick circuit which includes its own front contact IOI, back contact Ie of counting relay I and the break contacts of the make-before break combinations 2e'5e, etc., to 3Ie, inclusive, in series. There are also provided other ystick circuits for relay SR. The first of these other stick circuits includes front contact IIlI, both the make and break contacts of combination 2e and the break contacts of the remaining e combinations of relays 3 3! in series. The second of these circuits includes front contact IUI, back Contact Ie, both the make and break contacts of combination 3e and the break contacts of the remaining e combinations of relays ll-BI in series. The third stick circuit includes front contact IDI, back contact Ie, break contact of the combination 2e, both the make and break contacts of the combination 4c and the break contacts of the remaining e combinations of relays 5-3I in series. From the foregoing, it will be seen that relay SR successively receives impulses through the e` contact combinations of relays I -31 as they are successively picked up and released, but ceases to receive impulses after consecutive operation of relays I-3I ceases.

When a train enters the measuring section IT, relay ETR at front contact ITRa directly opens the pick-up circuit for relay SR, and by closing contact lTRe initiates the operation of relay FR which, in turn, starts the operation of the counting chain IX, l-"I The back contact Ie accordingly opens the normally closed stick circuit for relay SR and release of SR is only prevented by impulses supplied through its iront contact IUI momentarily while the make-before-

break contact combinations

2e, 3e, etc., are being successively operated. Ii a slow-moving train enters section IT and remains within such section until relay Si of the group I-3I has operated, relay SR will release and close back contact SRa, but without.

any immediate effect, since the pick-up circuit for relay TE will in any case remain open at back contact ZTRu until the train enters section 2T. On the other hand, if the train enters section 2T before the last relay of the group I3I has been operated, further operation of relays of the countmg chain I-"I is prevented by the releaseof relay 2TR, and relay SR which is provided with a 2 second slow release period accordingly releases 2 seconds after the termination of the last impulse to it and completesA the initial operating circuit for relay TE at back contact SRa. As previously mentioned, relay TE is operated and released a number of times determined by the number of the counting relays I-S! which have been operated.

On the final operation of relay TE it completes at its front contact IQI an operating circuit for signal S which includes a network of parallel branch paths, the completed circuit including the d front contact of the last operated relay of the chain i to I and the d front contact of the last operated odd-numbered relay of the chain IB to 55B.

In describing the present disclosure, I will assume the maximum train speed as being approximately miles per hour or 110 feet per second and have, for ease of calculation, indicated the length of the measuring section IT as being 440 feet and that of the operating section 2T as being l0 times 44.0 or 4400 feet. I will further assume that it is desired that the signal be operated whenever a train approaches the intersection for a time period or between 30 and 45 seconds, prior to the arrival of the train at the intersection. A train traveling at 1li) feet per second must therefore start operation of the signal S 30 times 110 or 3300 feet to the left of the intersection. Since the operating section is 4400 feet long, operation of the signal S must be `delayed for approximately l0 seconds, the time period required for a train, traveling at feet per second, to cover the first 1100 feet of this distance if the operating period of signal S is to be limited to 30 seconds. Since the measuring section is 440 feet long a train traveling at the assumed maximum speed will consume 4 seconds in the measuring section IT before entering the operating section 2T. Further, ysince the entrance of the operating section is 40 seconds minimum running time from the crossing H, a 10 second delay in the starting time of signal S for the first fl seconds consumed by the train While in the measuring section will be required.

The relay FR is adjusted to complete 30 cyclic operations per minute and therefore picks up one relay of the associated counting chain I-3I per second to measure the speed of the train While in the measuring section. Since a train operating at the assumed maximum speed will require 4 seconds to pass through the measuring section ET and enter the operating section 2T, relays I to 4 of the counting chain will be picked up and relays I, 2, and 3 will be released leaving relay 4 picked up to identify the train traveling at the maximum speed. To agree with the above assumed train speeds. and track sections, the time element relay TE is adjusted to pick up its contacts 8 seconds after its circuit has been closed and to release its contacts 2 seconds after its circuit has been opened, so that for each time it picks up and releases it measures a l0 second period. Since a l0 second delay after this train has entered the section 2T before the signal is operated, is required, and since the relay TE is not energized untilthe release of relay SR, the picking up of relay TE once is to be effected in response to relay 4 being energized. That is, one delay period of l0 seconds, comprising the 2 second release time of relay SR plus the 8 second pick-up time of relay TE is to be effected after the train travelling at maximum speed enters section 2T before operation of the signal S is started'.

In order to describe the operation more in detail, let it be assumed that a train traveling at the assumed maximum speed approaches the intersection. When the train enters section iT, track relay ITR releases and opens the pick-up circuits for slow release relays SR and CK at its front contacts ITRa and ITRb, respectively. The relay ITR also closes the operating circuit for flasher relay FR at back contact ITRe. The relay FR therefore starts its cyclic operation by moving its contacts H3 and H4 to the left, their alternate position, and first completes the pick-up circuits for relays I and iX respectively. Relay I now picks up and at back contact Ie opens the stick circuit for slow release relay SR. The relay I also closes the initial stick circuit for relay CK at front contact if before relay CK has had time to release, and prepares a pick-up circuit for relay 2 of the counting chain at front contact ia. Finally, the relay l by operating its make-before-break combination H32 opens its own pick-up circuit and completes its own stick circuit. When relay IX operates, back contact lXa opens the pick-up circuit for relay I to prevent this relay from being subsequently operated by the flasher relay FR, While the make-beore-break combination HB3 of relay IX opens the pick-up circuit and closes the stick circuit for relay IX. One second after Contact II4 of relay FR has moved vco CJD

to its left-hand position/this contact returns vto its right-hand position and in so doing completes the circuit for relay 2 of the chain. Relay 2 accordingly picks up, completes its own stick circuit at front contact I 05, and at back contact 2b interrupts the stick circuit for relay i, which relay accordingly releases. Relay 2 also at front contact 2f continues the supply of energy to relay CK, preventing its release by the opening of Contact If, and at its make-before-break combination 2e momentarily closes and then opens one of the stick circuits for slow release relay SR. Finally, relay 2 at front contact 2c closes a point in the initial stick circuit for relay T'E, and at front contact 2a prepares the pick-up circuit for relay 3 of the chain. It will be readily understood from the foregoing that other relays of the chain will be consecutively picked up by relay FR and the precedingly picked up relay released until the circuit for FR is opened by front contact 2TRe when the train enters section 2T, or until all relays of the chain have been picked up.

As previously brought out, 4 seconds will expire after a train, traveling at the assumed maximum speed, enters section IT before it enters section 2T and accordingly relays I-4 will have been picked up and relays I-3 released during this time. When the train enters section 2T, iront Contact Z'IRe opens and therefore operation of relay FR and of relays of the counting chain I to 3l cease and the relay SR accordingly ceases to receive impulses. Relay SR therefore releases approximately 2 seconds later and at its back contact SRa closes the initial pick-up circuit for relay TE. Relay TE picks up after approximately 8 seconds and at front contact |08 completes the pick-up circuit for relay IB of the counting stick relay chain IB-55B. When relay IB picks up, its make-before-break combination I I opens its own pick-up circuit and completes its own stick circuit. Relay IB on picking up opens the initial pick-up circuit for relay TE at back Contact IBb and closes at front contact EBC the rst stick circuit for relay TE which stick circuit has been prepared by relay l picking up and closing front contact 4c. I-ience relay TE is retained energized. Relay IB also closes a circuit through signal S, which circuit passes from terminal Y, through front contact lill of relay TE, front contact IBd, front Contact ed, and the signal S to terminal Z. The operation of signal S is therefore started approximately lG seconds after the train enters the operating section when the train speed through the measuring section is '75 miles per hour.

lf the train speed through the measuring section had been only 60 miles per hour (88 feet per second) 5 seconds would have been consumed by it while passing through the measuring section IIT and relays I-5 of the rst counting chain would have been operated and relays I-4 would have been released when the train entered section 2T. Under these circumstances when relay SR releases, relay TE is picked up as before and in turn picks up relay IB. Operation of the signal S does not immediately occur however as relays 2-11 have been released. When relay IB picks up, its back Contact IBb opens the initial pick-up circuit for relay TE and relay TE is deenergized since none of its stick circuits are closed. After approximately 2 seconds, relay TE releases andat its back contact IUS completes the pickup circuit for relay 2B. Relay 2B accordingly picks up and through the medium of its makebefore-break combination II I opens its own pickup circuit and closes its stick circuit. The relay ZB also prepares the pick-up circuit for relay BB at front contact 2B@ and closes the circuit for picking up relay TE the second time at front contact 2Bb. This time when relay TE picks up, its front contact |93 completes the prepared circuit through relay BB. Relay 3B now picks up, and closes a stick circuit for relay TE which includes the front Contact 5c and SBC, respectively. Relay TE also at front contact ID? completes the circuit for signal S, prepared by the previous closure of front contacts SBd and 5d, approximately seconds after the train has entered the operating section 2T and at which time the lower speed train will be within seconds running time of the intersection.

If the average speed of a train through the measuring section had been miles per hour, relay would have been the last relay picked up before the operating section was entered and would have caused three operations of the time element relay TE to occur before a stick circuit for it and an operating circuit for signal S would have been completed, so that operation of signal S would have been delayed 30 seconds to give the train time to approach within 30 seconds running time of the intersection.

It will be seen from the foregoing that as the time consumed by a train in passing through the measuring section increases, more and more of the relays oi group i-SI are picked up and that the operation of signal S is delayed a. 10 second period for the iirst 4 seconds during which the train occupies section IT before entering section 2T, and is delayed an additional l0 second period for each additional full second during which the train occupies section IT before entering section 2T.

If a train moves through the measuring section at an average speed between those specifically mentioned, or at speeds between those at which relays of chain -EI are picked up, the period of delay introduced by operation of relay TE will be the same as for the train which averages the next higher speed at which a relay of group I-3I picks up and the operating time of the signal will be between the 30-45 second period allowed. For example, if the average speed of the train has been between 60 and 75 miles per hour, only one operation of relay TE will occur and accordingly the delay introduced after the train enters section 2T before operation of signal S is started will be the same as for a 75 mile per hour train, resulting in operation of the signal S for a period of between 3S and 45 seconds before the train arrives at the intersection.

On the other hand, if the speed is so low that that train enters the measuring section, but does not enter the operating section until relay 3I of the chain has been picked up, the only remaining operating circuit for signal S will be one including front contact lill of relay TE and front contacts 5534i and SId, respectively. To close this circuit, the time element relay TE will have to operate once for each alternate relay I B, 3B, EB, etc., of the counting stick relay chain IB-B until all relays of this chain have been picked up. On the twenty-eighth energization of relay TE it closes the pick-up circuit for relay 55B, which circuit includes front contact |08 of relay TE, front contact the break contact of make-beore-break combination 255 ci relay 55B and its winding to terminal Z. When relay 55B picks up its iront contact 55Bc completes the stick circuit for relay TE previously prepared by the closure of front contact 3io. The relay 55B also by closing its make contact of combination 255 completes its own stick circuit, at back contact 55Bb opens the last-used pick-up circuit for relay TE, and finally, at front contact 55Bd closes the last identified operating circuit for signal S, which is after the expiration of twenty-eight 10 second periods following the entry of the train into sectio-n 2T.

When the train vacates section IT, relay lTR again picks up, but Without any immediate result. When the train vacates section 2T, the track relay ZTR again picks up, at back contact ZTRd opens the stick circuit for the last operated relay of the chain I-SI, and at back Contact ZTRJ opens the stick circuit for the operated relays of group IB-55B. The relay ZTR also recloses the initial pick-up circuits for relays CK and SR at front contacts ZTRb and ZTRa., respectively, and relay SR again picks up. When the last operated relay of the chain i-Sl releases, its make-before-break combination e reestablishes the initial stick circuit for relay SR, its f front contact opens the last closed stick circuit for relay CK, while its c front contact opens the stick circuit for relay TE. When the last operated relay of the chain E13-55B releases, it opens the circuit for signal S at its d contact and opens another point in the stick circuit it established for relay TE at its c contact. The operation of signal S is therefore stopped and relay TE released, thereby placing all apparatus in its initial condition in readiness for reoperation.

In the second lorm of my invention, illustrated in Figs. 2a-2e, the track layout and track relays have not been shown, as they are identical to those shown in Fig. l. The speed of the train, While in the measuring section, is registered by a rst relay counting chain comprising relays IXA and IA-SA under control of a flasher relay FRA substantially as in the first described form of the invention, but the counting relays iA-BA differ from the similar relays of Fig. l, being arranged for repeated or cyclic operation from the time the train enters the measuring section IT until the train enters the operating section 2T. A group of i'lve stick relays 4|-45 (Fig. 2b) is also provided to assist the relays lA-BA in the selection of an operating circuit for signal S in accordance with the speed of the train While in the measuring section. These latter relays are arranged to be simultaneouslyA picked up over branch circuits closed by back contact ITRy' when the measuring section IT becomes occupied and are consecutively released during predetermined stages of the repeated cycles of operation of relays IA-BA in accordance with the unitsof delay required to be introduced after a train enters the operating section 2T.

The pick-up circuits for relays lli-45 pass from terminal Y through the back contact lTRy, iront contact iTZPa of a track repeater relay ITZP, through the break contacts of make-before-break combinations 24|-245 of the respective relays lli-t in multiple, and through the windings of these relays in multiple to Z terminals of the current source. Each relay of the group Aiis provided with a stick circuit including the make contact of its make-before-break combination, a back contact of one of the relays lA-8A or a front contact of a preceding relay of its own group, and back contacts iTRn and ZIRn in multiple. For example, the stick circuit for relay 42 includes r. the make contact of its combination 242 and back contact 4A7' or alternatively the iront contact (Hf. The slow release relay ITZP is normally energized over a circuit passing from terminal Y through front contacts ZTRU and ITRU in series and the Winding of relay ITZP to terminal Z.

The signal control apparatus also includes a group of thirty-two stick relays A-FF which are simultaneously picked up, but which are successively released under control of a chain of counting relays, designated dll-59, inclusive, and which chain of counting relays is, in turn, controlled by the asher relay FRA in response to a train occupying the operating section. The signal controlling contacts of all of the relays of the group A-FF are shown, but, in order to simplify the disclosure as much as possible, `the windings and complete controlling circuits for only relays A to F, DD and FF, inclusive, have been shown. The relays of this group are simultaneously picked up over branch circuits closed by back contact iTRm when the measuring section becomes occupied. The pick-up circuits for relays A-FF (Fig. 2c) pass from terminal Y through back contact I'IRm, front contact ZTRm, the break contacts of make-before-break combinations of these respective relays, as, for example, the combinations 24E-25| of relays AF, and the windings of these relays in multiple to Z terminals of the current source. Each of these relays is also provided with a stick circuit which includes the make contact of its make-before-break combination, a back contact of one of the relays of group 48-59 ror a front contact of one of the relays of group A-FF and the back contacts lTRlc and Z'I'Rlc in multiple. For example, the stick circuit for relay A includes. the make contact of its combination 246, back Contact 57e, and back contacts ITRlc and Z'IRlc in multiple; While the stick circuit for relay B includes the make contact of its combination 241, the back contact 55ey or front contact A3, and the back contacts ITRR: and ZTRlc in multiple. The relays of group A-FF are successively released for the purpose of closing points in different possible circuits for signal S, so that operation of the signal will be started as soon as the proper relay A, B, C, etc., having control over the circuit for signal S prepared by the last operated relay of the chain IA-8A and the last released relay of the chain 4I-45, releases.

The slow release relays ZSR and K (Fig. 2e) check the proper operation of iiasher relay FRA and of the associated counting chain comprising relays lA-SA in the same manner as relays SR and CK check the operation of similar relays of Fig. 1, and in addition, are used to, in like manner, check the operation of the counting chain comprising relays 48-59. In other words, the contacts of the relay ZSR are maintained picked up by impulses transmitted to the winding of relay ZSR through the make-before-break combinations BAe-lAe substantially as is done in Fig. l, until the train enters the operating section 2T. When section 2T is entered the circuit f'or maintaining the contacts of relay 2SR picked up is transferred, by contact ZTRr, from the control of combinations SAe-IAe to the control of the similar contact combinations E9e-48e. Sin-ce the relays 48-59 controlling these contacts operate continuously while section 2T is occupied relay ZSR does not release unless a failurs 0ccurs. If the cyclic operation of relays |A8A is discontinued before section 2T is entered or if after section 2T becomes occupied the cyclic operation of relays 48-59 ceases, relay 2SR will release after approximately 2 seconds delay. If the release of relay 2SR is the result of a-failure of a relay of counting chain IA-8A, the back contact ZSRb (Fig. 2d) prepares an auxiliary circuit for signal S which is still open at back contact 2TRq, so that operation of signal S will be started as soon as section 2T becomes occupied. If the release of relay 2SR is the result of a failure of a relay of counting chain 48-59, back contact 2TRq will have previously been closed and accordingly operation of signal S will be started immediately upon the closure of back contact 2SRb.

The relay ZCK is retained energized over a stick circuit including front contact 2TRs and a network including front contacts IAt-BAt in multiple while the measuring section IT is occupied, and is retained energized over back contact 2'IRs and a network including front contacts 48t59t while the operating section 2T is occupied.

A` failure in the operation of the chain of relays IA-8A when the train is in the measuring section will cause relay CK to be released and complete at its back contact 2CKb (Fig 2d) an auxiliary operating circuit for signal S which circuit will be completed at back contact Z'IRq as soon as the train enters section 2T; Failure of the chain 48-59 to be operated with a train in the operating section 2T`Will cause relay CK to be released and the signal S immediately set into operation over the circuit including back contact ZCKb.

An additional relay SP (Fig. 2e) is also provided and its function is to effect operation of signal S if any relay of group III-45 fails to pick up, and also if any relay of group A-FF fails to pick up. The relay SP is provided with a pick-up circuit which passes from terminal Y through front contacts dlg-45g in series, front contacts A2-FF2V in series and the winding of relay SP to terminal Z. The stick circuit for relay SP includes its front contacts 252 and the back contacts lTRt and Z'IRt in multiple.

In order to describe the operation in detail let it be assumed that a train traveling at the assumed maximum speed of 75 miles per' hour approaches the intersection. When the train enters sectionV IT, track relay ITR rel-eases and opens thepick-up circuits for relays 2SR and 2CK at front contacts ITRaa and I'IRbb, respectively, and the release of these relays is thereafter prevented by stick circuits under control of the relays IA-BA of the counting chain in substantially the same manner that, in Fig. l, the'release of relays SR and CK is prevented. The relay I'I'R further, at back contact IIRt closes a point in the stick circuit for relay SP, opens the pick-up circuit for the slow release repeater relay I TZP at front contact ITRc (Fig. 2b), and closes the pickeup circuits for stick relays 4I-45 at back Contact ITRy'. The relays II-45 accordingly pick up, and, through the medium of their respective make-before-break contact combinations 24 I-2ti5, open their pick-up circuits and establish their stick circuits. Finally, relay ITR closes the pickup circuits for the relays of group A-FF at back contact I'I'Rm, which accordingly pick up and at their make-before-break contact combinations 24E-25|, etc., open their own pick-up circuits and complete their stick circuits. The relays 4I-45 and A-FF, when all picked up at front contacts Illy-45g and A2-FF2 (Fig. 2e) complete th-e circuit for relay SP, which picks up and completes its own stick circuit. The relay SP opens back contacts SPb to prevent operation of signal S occurring an instant later when relay I''ZP re'- leases and closes a point in an auxiliary operating circuit for signal S, which circuit passes from terminal Y through back contacts ITZPb, SPI), ZTRq and signal S to terminal Z. It will be seen that this circuit is closed by relay ITZP only in case relay SP has failed to pick up, signifying that one of the relays of group III-45 or A-FF has failed to pick up.

The closing of back contact ITRee of track relay ITR sets the asher relay FRA into operation and the relays of the chain IA-8A are successively picked up and released in the same manner as were the relays I-3I of Fig. l. However, When the final relay 8A of the chain IA-8A picks up, its back contact SAbo opens the stick circuit for relay IXA, thereby enabling relay IXA to release so that the operation of relays IA-BA will be repeated. When the sixth relay 6A of the chain IA-A is picked up and its back contact 6A7` is opened the rst relay 4I of the chain of stick relay 1I-45 will be released. The relays 4l45 will henceforth be consecutively released, one for each six relays of the chain IA-BA operated, that is, one at the expiration of each 6 sec- 0nd interval, fiasher relay FRA operating at 30 cycles per minute.

Reverting to the commencement of operation of relays of the chain IA--8A, relay IA at front contacts IAc-IAg (Fig. 2d) closes points in five possible circuits over which signal S may be operated. In the course of operation of the relays of the chain, relay 2A picks up, and in addition to effecting the release of relay IA and performing the other usual operations performed by the corresponding relay of Fig. l, at front contacts 2Ac-2Ah (Fig. 2d) closes points in other possible circuits for signal S. It will be appar-ent from the drawings that each of the remaining counting relays 3A-8A when picked up prepares similar points in possible operating circuits for signal S.

If now the train approaching the intersection is traveling at the previously assumed maximum speed of feet per second, relays IA-IIA will have been picked up and IA-3A released when the train enters the operating section 2T and effects the release of track relay ZTR. Relay 2TR at back contacts Z'IRdd and 2TRw (Fig. 2a) places shunts about the back contacts ITRdd and ITRee respectively, soV that the last operated relay of the chain I A-8A will remain operated and relay FRA will continue to operate. The relay 2TR also at contacts 2TRg and Z'IRh transfers the

control wires

253 and 254 passing from the normal and reverse points of contact 2M of relay FRA, from association with relays I A-8A, into association with relay group 48-59. Relays A-FF are then consecutively released, one at the expiration of each l0 second interval after the train has been in the operating section and exercises at back contacts AI-FFI (Fig. 2d) substantially the 'same control over the signal S as do the relays IB, 3B, 5B of Fig. l on picking up. The consecutive release of the relays A-FF is accomplished by the chain of counting relays 48X and 48-59, and their consecutive and cyclic operation is controlled by the flasher relay FRA when the train enters the operating secticnras already mentioned. The relays 48-59 function in the same manner as do relays IA-BA, and their operation will therefore be clear. Since one relay of the chain i3-59 is operated per second the circuits are so arranged that whenever ten of the relays have operated, one of the relays A, B, C, etc., is released to register the expiration of a l0 second period. The consecutive release of these relays is allowed to continue until they have all been released or until the train vacates the operating section 2T. As the

relays

49, 5l, 53, and 55 of the chain pick up the rst time, their respective back contacts 49o, 5ic, 53C, and 550 (Fig. 2c) open points in the stick circuits for relays E, D, C, and B, respectively, but without effect as back contacts 49e, 5Ic, 53o, and 55C are at this time shunted by iront contacts D3, C3, B3, and A3, respectively. When the tenth relay 51 of the chain picks up l0 seconds will have expired subsequent to the entry of the train into section 2T and relay 5l at back contact 5'ic opens the stick circuit for relay A. The latter relay accordingly releases, and since stick relays 4I-45 are all energized at this time, completes a circuit for signal S. This circuit passesfrom terminal Y (Fig. 2d), through front contacts 45u-4m, inclusive, back contact Al, iront contact 4Ac, back Contact ZTRq, signal S, and to terminal Z. It will be clear therefore that operation of the signal is started approximately l seconds after the train enters section 2T. Since the relay FRA operates the entire time that section 2T is occupied, the lamps Ll and L2 of the signal S may be alternately flashed in an obvious manner by contact FRA! while the bell of the signal is being operated, thereby avoiding the necessity of providing an auxiliary means for controlling such lamps.

If the train speed through the measuring section had been only 60 miles per hour (88 feet per second) seconds would have been consumed by it While in the measuring section, relays IA--EA would have been operated, and relays IA-liA would have been released at the time the train entered section 2T. Under these circumstances the rst operations which follow after the train enters section 2T are the same as those which follow after a higher speed train enters section 2T. That is, relays of the chain 48-59 are successively Operated. When the tenth relay 5l of the chain picks up, 10 seconds will have expired subsequent to the entry of the train into section T and relay 5l at back contact 51o (Fig. 2c) will open the stick circuit for relay A, as in the previous example. The relay A will accordingly release, but since relay 4A of the first chain has been released, back contact AI does not complete a circuit for signal S. When relay 5e picks up, the closed front contact E3 (Fig. 2c) prevents back contact 59o from at this time opening the stick circuity for relay F. The back contact 59270 (Fig. 2a), however, opens the stick circuit for relay 43X, which releases to enable reoperation of relays of the counting chain i6-Eil. When relay 55 picks up the second second period will have expired subsequent to the entry of the train into section 2T, and, since front contact A3 is now open, the stick circuit for relay B is now interrupted at the back contact 55o. The relay B accordingly releases and completes a circuit for signal S. This circuit passes from terminal Y, through front contacts etna-4in, in series, back contact BI, front contact EAC, back contact ZTRq and the signal S to terminal Z. It will be seen therefore that operation of the signal isstarted substantially 20 seconds after the lower speed train enters section 2T.

If the average speed oi the train through the measuring section had been 50 miles per hour, relay 6A would have been picked up and relay 5A released when the train entered section 2T.

The operations which follow are the same as when a higher speed train enters section 2T except that with relay 6A picked up its back contact ESAy (Fig. 2b) Will have opened and effected the release of relay 4l. When relay 4l released, its front contact 4ta. (Fig. 2d) opened a point in the previously traced circuit for signal S, so that later on when relay B releases, operation of the signal over the last traced circuit for signal S will. be prevented. When, iinally, relay 53 of the second counting chain 48-59 picks up during the third cycle of operation of the chain, its back contact 53o opens the stick circuit for relay C. Relay C accordingly releases and completes. a circuit for signal S, which circuit passes from terminal Y, through front contacts 45o-42a, back contacts 4 la and Cl front contact EAC, back contact ETRq, and through signal S to terminal Z.

It will be readily apparent that one of the relays 4l-45 is released each time six of the counting relays IA-SA are operated, and in substantially the same manner relays A-FF are successively released each time ten relays of the chain 48-59 are operated. By providing the five relays ll-45 and consecutively effecting the release of a relay of the group, each time six relays of counting chain IA-BA are operated, as many operating paths for signal S may be selected as by the relays I-3l of Fig. 1. Therefore, if the train enters the measuring section and remains therein for a prolonged period, relays 4i-d5 of the group will be successively released at 6 second intervals by the successive picking up of contacts 4A7', 2A7', 8A7', 6A7', and EAC during the repeated cycles of operation of the chain lli-8A, to successively prepare operating circuits for signal S in accordance with the train speed, as will be clear in the light of the foregoing description.

When all of the relays lll-45 have been released and the train enters the operating section 2T the operations which follow will be the same as already described except that all possible operating circuits for signals S will remain open until la particular one of the relays AA-FF is released, depending on the period of delay after the release of relay 45 before the train enters section 2T. For example, if section 2T is. entered immediately after the release of relay (i5 the circuit for signal S will include back

contacts

45a, 44h, 43o, 42d, 4 le, and AAI, and front contact BAf. If however section 2T is not entered until 4 seconds after the release of relay 45, the operation oi signal S will be delayed until relay EE closes a circuit for the signal including back Contact EE and front contact 2Ag. Finally, if the delay is for a period of 5 seconds .or over after the release of relay 45, a circuit for the signal will be closed by the back Contact FFl when relay FF releases. This latter circuit will then include the y contact of one of the relays lA, 3A-8A or the h contact of relay 2A depending on which oi these relays was the last picked up before the train entered section 2T.

When the train vacates section iT, relay lTR picks up, but without any immediate result. When respectively and at back contact ZTRwopens the.

operating circuit for relay FRA, enabling its contacts to restore to their normal position. The relay 2TH also, at front contacts lTRaa, IIRbb, and i'IRU, reestablishes the pick-up circuits for slow release relays SR, CK, and TZP, respectively; first, to prevent SR from releasing consequent to the termination of the cyclic operation of relays of the counting chain 48-58; second, to prevent the release of rela-y CK. when its stick circuit is opened; and third, to enable relay ITZP to again pick up. Finally, the relay 2TR, at back contacts Z'IRn and 2'IRlc, opens common points in the stick circuits for relays lll-45 and A-FF, respectively, to enable any operated relays of these groups to release; and at back contact 2'IRt opens the stick circuit for relay SP, thereby enabling it to release.

Although I have herein shown and described only two forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims withoutdeparting from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a chain of counting relays, time controlled means set into operation by the entry of a train into said stretch and effective to operate a, number of the relays of said chain depending on the average speed of the appro-aching train while in a predetermined portion of said stretch, a second chain of relays, means responsive to the entry of a train into an advanced portion of said stretch to cause relays of said second chain to be successively operated, and an operating circuit for said signal including a contact of the last operated relay of the rst chain and a contact of a particular relay of said second chain selected by the last operated relay of the first chain.

2. In combination, a stretch of railway track comprising a measuring and an operatingV section respectively, a signal at a highway intersecting the operating section, means including a asher relay and a chain of counting relays controlled thereby for registering the average speed of a train occupying the measuring section, and means including a time element relay and a secondY group of relays for initiating the operation of said signal a time interval after the train enters the operating section determined by the speed of the train as registered by said rst means.

3. In combination, a stretch of railway track intersected by a highway, a highway crossing signal located at the intersection, a first time measuring device operated while a train is passing through a first portion of said stretch, a second time measuring device set into operation as a train enters a second portion of the stretch, means controlled by the iirst operated time measuring device for determining the extent of operation of the second time measuring device in accordance with the speed of the train through the first portion of the stretch, and means controlled jointly by said two time measuring devices to set the signal into operation when the second time measuring device ceases operation.

Il. In combination, a stretch of railway track intersected by a highway, a highway Signal 10 cated at the intersection, a chain of registering relays, timing means set into operation in response to the entry of a train into the stretch arranged to successively energize relays of said chain, a second chain of relays, other timing means for successively picking up a number of relays of the second chain depending on the number of relays of the iirst chain which have been picked up, means for disabling the first employed timing means and starting the operation of said other timing means when a iixed point along the stretch is reached; and means controlled jointly by the last picked up registering relay, said other timing means and the last picked up relay of the second chain for starting the operation of` said signal.

5. In combination, a stretch of railway track comprising ameasuring section and an operating section respectively, a signal at a highway intersecting the operating section; means including a flasher relay, a chain of counting relays, and a group of stick relays for registering the average speed of a train occupying the measuring section; and means including said flasher relay, a second chain of` counting relays,.and a second group of stickrelays for initiating the operation of said signal. a time interval after the train enters the operating section determined by the speed of the train asY registered by said rst means.

6. In combination with a stretch of railway track including a measuring section and an operating section each equipped with a track relay, a signal at a` highway intersecting the operating section for Warning highway tramo of the approach of trains, two groups of stick relays all the relays of which have pick-up circuits closed by the track relay of the measuring section when such section becomes occupied by a train approaching the. intersection, a nrst time controlled means for consecutively eiecting the release of a number of the stick relays of one group depending on the time consumed by a train in the measuring section prior to its entr into the operating section, other time controlled means for thereafter consecutively effecting the release of relays of the other stick relay group, and an operating circuit for said signal selected jointly by said first time controlled means and byv the last released relay of the first stick relay group and completed by one of the relays of the other stick relay group.

'7. In combination with a stretch of railway track including a measuring section and an operating. section each equipped with a track relay, a signal at a highway intersecting said operating section for warning highway tramo of the approach of. trains, a rst chain of counting relays, timing means controlled by the track relay of the measuring section for consecutively operating and releasing the relays of said chain in repeated cycles from the time a train enters the measuring section until it enters the operating section, groups of stick relays also actuated in response to the entry of a train into the mea-suring section, a second chain of counting relays, means controlled by the track relay of the operating section for causing said timing means to consecutively operate relays of said second chain in repeated cycles while the operating section is occupied, means controlled by the relays of the first counting chain for consecutively effecting the release of one or more relays or one of the Vstick relay groups depending upon the numberA of relay operations occurring in the first counting chain, means controlled by the relays of the second counting chain for consecutively effecting the release of the relays of the other stick relay group, and a circuit for operating said signal closed by a contact of a relay of said other group and selected jointly by the last Aoperated relay of the rst counting chain and the last released relay of the rstjstick relay group.

8. In combination, a stretch of railway track including a measuring section and an operating section each equipped with a track circuit including a normally energized track relay, a warning device at a highway. intersecting the operating section for warning traffic on the highway of the approach of trains, counting relay chains and two stick relay chains respectively, means under control of the track relay of the measuring section when a train enters it for simultaneously picking up the relays' of said stick relay chains and for initiating the successive operation of the relays of `one of said counting relay chains to effect the successive release of relays of one of said stick relaychains to select one of a plurality of operating circuits for said warning device in accordance with the speed of the train, means controlled by the track relay of the operating section when the train enters it for preventing further operation of relays of the one counting chain and for starting Vthe successive operation of the relays of the other of said counting relay chains tojeffect the successive release of relays of the other of said stick relay chains to effect the completion of the selected operating circuit for said warning device.

9. In combination with a stretch of railway track including a measuring section and an operating section, a signal at a highway intersecting the operating section for warning highway traffic of the approach of trains., a chain of counting relays, means for repeatedly operating the relays of said chain in sequence while a train approaching the intersection occupies said measuring section and until such train enters the operating section, and means set into operation in response to the entry of the train into the operating section to close an operating circuit for said signal a time interval thereafter jointly determined by the particular relay of the chain last operated and the number of times operation of certain of the relays of the chain has` been repeated.

10. In combination with a stretch of railway track including a measuring section and an operating section, a signal at a highway intersecting the operating section for warning highway traffic of the approach of trains, a chain of counting relays, means for repeatedly operating the relays of said chain in sequence while a train approaching the intersection occupies said measuring section and until such train enters the operating section, means set into operation in response to the entry of the train into the operating section to close an operating circuit for said signal a time interval thereafter jointly determined by the particular relay of the chain last operated and the number of times operation of certain of the relays of the chain has been repeated, and means for closing a circuit for said signal as soon as the train enters said operating section in case the sequential operation of the relays of said chain is discontinued before the train enters said operating section.

11. In combination, a stretch of railway track comprising measuring and operating sections successively traversed by a vehicle, a series of counting relays each having a pick-up circuit including a front contact ofthe previous relay of the series and a stick circuit including a back contact of the subsequent relay of the series, means responsive to the entry of a vehicle into the measuring section to cause said relays to repeatedly operate and release in sequence, a iirst chain of stick relays having stick circuits including back contacts of certain of said counting relays, a second series of counting relays similar to the iirst and responsive to the entry of the train `into the operating section in a like manner, a second chain of stick relays having stick circuits including back contacts of certain of the counting relays of said second chain, and operating circuits for said signal each including a contact of a relay in the first counting chain ancla contact of a stick relay of each of the stick relay chains.

l2. In a signal control system, two chains of counting and two chains of stick relays respectively, means for simultaneously operating the relays of the chains of stick relays and for starting the cyclic operation of the relays of one of the counting relay chains to effect the sequential release of relays of one of said stick relay chains, meansv for stopping such operation and for starting the cyclicoperation of the counting relays of the other of said counting chains to effect the sequential release of the stick relays of the other of said stick relay chains, and a signal operating circuit including a contact of the last operated relay of the first counting chain and contacts of released relays of said stick relay chains respectively.

13. In combination, a stretch of railway track including a measuring section and an operating section each equipped with a track circuit including a normally energized track relay, said operating section having a highway intersecting the exit end thereof, a warning device at the intersection operative to warn traffic on the highway of the approach of trains; a chain of relays for registering, by the number of them which become operated, the time consumed by a train after its entry into the measuring section prior to its entry into the operating section of the stretch, means under control of the track relay of the measuring section when a train enters it for initiating the successive operation of the relays of said chain, means controlled by the track relay of the operating section when the train enters it for preventing any non-operated relays of the chain from being thereafter operated, a second chain of counting relays, a second timing device placed under control of the track relay of the operating section when the train enters it to successively effect the opera,- tion of relays of the second chain, and an operating circuit for said warning device including contacts of one of the relays of each of said chains and of said second timing device, respectively.

14. In combination with a stretch of railway track including a measuring section and an operating section, a signal at a highway intersecting said operating sectionfor warning highway trafc of the approach of trains, signal control means set into operation when a train approaching the intersection enters the measuring section and the operating section successively in the order named for causing operation of the signal to be started when the train reaches a point in the operating section depending on the speed of the train through the measuring section, a slow release relay having a back contact included in an auxiliary operating circuit for said signal and having a pick-up circuit opened when either the measuring or operating section is occupied, and a stick circuit for said relay supplied with impulses at the frequency necessary to prevent its release during the normal operation of said signal control means.

l5. In combination, a stretch of railway track divided into measuring and operating sections respectively, a signal at a highway intersecting the operating section, means including groups of stick relays picked up in kresponse to the entry of a train into the measuring section to complete an operating circuit for said signal a time interval after the train enters the operating section depending on the time consumed by the train in the measuring sectionprior to its entry into the operating section, and means for completing an alternative operating circuit for said signal when the train enters the operating section in case any one of the relays of said groups has failed to pick up.

16. In combination, a stretch of railway track divided into measuring and operating sections respectively, a signal at a highway intersecting the operating section, means includingv groups of stick relays picked up in response to. the entry of a train into the measuring section to complete an operating circuit for said signal a time interval after the train enters the operating section depending on the time consumed by the train in the measuring section prior to its entry into the operating section, means for immediately operating said signal when the train enters the operating section, and apparatus jointly controlled by each of the stick relays of said groups when the train enters the measuring section for disabling said last means.

17. In a control system for a signal at the intersection of a highway and a stretch of railway track, ineans including chains of counting relays controlled by a train approaching the intersection for starting the operation of said signal a predetermined time before the train reaches the intersection irrespective of its speed, a, slow release relay having a back Contact included in an operating circuit for said signal, a pick-up circuit for said relay opened Whenever the Stretch becomes occupied, a stick circuit. for said relay, and means for opening the pick-up and stick circuits for said relay and for then supplying the relay with impulses at the frequency necessary to prevent its release during the normal operation of the respective relays of said counting chain.

CLJNTON L. WILLSON.