US2712595A

US2712595A - Railway traffic recording apparatus

Info

Publication number: US2712595A
Application number: US219183A
Authority: US
Inventors: Ira F Cadman
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1951-04-04
Filing date: 1951-04-04
Publication date: 1955-07-05
Anticipated expiration: 1972-07-05

Description

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July 5, 1955 l. F. CADMAN 2,712,595

RAILWAY TRAFFIC RECORDING APPARATUS Filed April 4, 1951 5 Sheets-Sheet 2 0 www INVENTOR.

[In (adm am BYM HIS ATTRIVEY July 5, 1955 F. cADMAN 2,712,595

RAILWAY TRAFFIC RECORDING APPARATUS Filed April 4, 1951 5 Sheets-Sheet 5 am MER g i N INVENToR.

Z7 Ira F Cadmalz BY Pg. lc. m

HIS ATTHNEQ July 5, 1955 l. F. cADMAN RAILWAY TRAFFIC RECORDING APPARATUS 5 Sheets-Sheet 4 Filed April 4. 1951 JNVENTOR.

FIT/g Ira F admn HIS ATToRNY July 5, 1955 l. F. cADMAN 2,712,595

RAILWAY TRAFFIC RECORDING APPARATUS Filed April 4. 1951 s sheets-sheet 5 Train Revard Shpe FL'g le.

1N V EN TOR.

Ira Uadmalz BY l HIS' A TTHNEY United States Patent O 2,712,595 y RAILWAY TRAFFIC RECORDING APPARATUS lira F. Cadman, St. Louis,

Mo., assigner to Westinghouse Air Brake Company,

My invention relates 'to railway traiiic recording apparatus. More particularly, my invention relates to apparatus for recording traffic movements over a plurality of railway tracks interconnected by switches which can be arranged for setting up various traffic routes. ,l It is common practice to provide lamps in a track model for showing a leverman or dispatcher the positions of switches and the indications of signals and also the occupied and unoccupied conditions of sections of track at any given time. lt is also common practice to provide a record, by means of a train chart or record sheet, which shows the train movements that have been made over a given stretch of single track railway during any given period.

it has been recognized for some time that there would be various advantages in having also a record of the movements of trains over a plurality of railway tracks interconnected by switches which can be arranged to form Various routes over the plurality of tracks such, for eX- ample, as track layouts with which interlocking plants are used. Such a record would be useful in the making of traiic studies for determining upon more ecient use of the track layout, and in connection with the preparation of timetables. It would also serve as a check upon the character of each traiiic movement, and would serve as a disciplinary check on the trainrnan.

An object of my invention, therefore, is the provision of means for recording each trahie movement to show' the route traversed over a track layout which embodies a plurality of interconnected railway tracks.

Another object of my invention is to control the recording means to show the direction of each trailic movement over the corresponding route.

Still another object .of my invention is to control the recording means to show the time of entrance onto and departure of a train or other railway vehicle from each route.

Another object of my invention is to provide a distinctive record to show when a train has overrun a stop signal, that is, to show when any of the wheels of a train, such for example as the front wheels of its locomotive, have moved onto a route past a signal which is displaying a stop indication.

Features of my invention for accomplishing these objects include the use of three-position marking devices or pens for makingthe records on a train chart or record sheet; route relays controlled by signal route check network relays and by track and switch indication relays to become energized when a train enters a route while a signal for the route is controlled to display a proceed indication; train graph relays controlled by the route relays and by track indication relays; and control circuits for the three-position pens controlled by the train graph relays and by the route relays and by the track and switch indication relays.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

2,712,595 Patented July 5, 1955 The accompanying drawings, Figs. la, 1b, lc, ld and le, when placed side by side in the order named, with Fig. la on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention, in which route check network circuits for signals include contacts of track circuit stick relays; in which route relays are controlled by route check stick relays and by track and switch indication relays; in which train graph relays are controlled by the route relays and by track indication relays; and in which three-position train graph pens are controlled by the train graph relays and by track and switch indication relays and also by the route relays, for recording, on a train graph or record sheet, each traffic movement over each of a given plurality of interconnected railway traffic routes, to show the direction of each traiiic movement, and the time of entrance of each trame movement onto, and the time of its departure from, any of the given plurality or" traiiic routes, and also at times to provide a distinctive indication if a train passes a stop signal onto one of the given routes.

Referring further to the drawings, a track plan is shown in Figs. la and lb, in which two main railway tracks are interconnected, by a crossover track, through switches designated by the reference characters A1 and Bi, and in which one of the main tracks is also connected with an auxiliary track by a single switch, designated by the reference character .3. Various routes can be set up over these tracks by varying the positions of the crossover switches A1 and B1 and of the single switch 3. In order to simplify the drawings, each track, comprising two parallel series of track rails, is represented by a single line.

Tratlic movements in opposite directions over the Various routes are governed by signals, designated by the

reference characters

2R and 4R for movements from left to right, as shown in the drawings, which l shall assume is the eastbound direction, and by signals, designated by the reference characters ZLA, ZLB and 4L for movements in the opposite or westbound direction. The signals may be of any suitable design such, for example, as the wellknown searchlight type.

The tracks are divided into sections, by insulated joints designated by the reference character 5. A first section, designated by the reference character 1T, extends between

signals

4R and 4L; a second section, designated by the reference character 2T, extends between signal 2R and a point between switches B1 and 3, and a third section, designated by the reference character 3T, extends between section 2T and signals ZLA and ZLB. These sections are known as switch sections or detector sections. Other sections known as approach sections, designated by the reference characters 2LT, ZRT, 4LT and 4RT, are in the rear of signals 2R, 2LA, 4R and 4L, respectively. Each of the track sections is provided with a track circuit including a suitable source of current such, for example, as a battery, designated by the reference character 6, connected across the rails adjacent one end of the section, and a track relay, designated by the reference character R preceded by the reference character for the section, connected across the rails adjacent the opposite end of the section..

Contacts of the track relays are shown apart from the symbols for the relays by which they are operated. Each such contact is designated by a number placed adjacent the contact, in conjunction with the reference character for the relay, by which it is operated, placed above the contact.

Switches A1, B1 and 3 are operated to their normal positions in which they are shown in the drawings or to the opposite or reverse positions by mechanisms designated by the reference characters A1M, BlM and 3M, respectively.

Switch control circuits for controlling mechanisms AEM and Elli/i to move switches Al and Bi to normal and reverse eXtreme positions are controlled by a manually operable control device such, for example, as a switch lever, designated by the reference character 1V, when lever lV is placed in normal and reverse positions, designated by the reference characters n and r, respectively. The control circuits for switch mechanisms AlM and BllM are also controlled in part by a front contact which is closed by a switch locking relay, designated by the reference character lLR, while the switch locking relay is in an energized condition. Switch mechanism 3M is controlled, similarly to mechanisms AlM and BlM, by a manually operable control device such, for example, as a switch lever, designated by the reference character 3V, and by a switch locking relay, designated by the reference character SLR.

Switch circuit controller contacts, designated by the reference characters 21 and 2d, are operated in conjunction with switches Al and 3, respectively, and are closed in normal and reverse positions according as switches Al and 3 are in the normal or reverse position, respectively. A switch circuit controller contact, designated by the reference character 22, is operated in conjunction with switch Bi, so as to be closed only while switch El is in the reverse position. Another switch circuit controller Contact, designated by the reference character 2.3, is also operated in conjunction with switch El,

and is closed only while switch Bl is in the normal posii tion.

Normal and reverse switch indication relays, designated by the reference characters lNWK and IRWK, respectively, are controlled by switch circuit controller contacts l 2l, 22 and 23 of switches Al and B1, so that relay lNWK -s energized while switches A1 and B1 are in the normal position, as shown in the drawings, and relay lRWK is energized while switches Al and Bl are in the reverse position. Normal and reverse switch indication relays, designated by the reference characters 3NWK and SRWK, respectively, are controlled by switch circuit controller contact Zd of switch 3, so that relay SNWK is energized while switch 3 is in its normal position, as shown in the drawings, and relay .'SRWK is energized while switch 3 occupies the reverse position.

Signals 2R, ZLA, ZLB, 4R and 4L are operated in response to energization of signal mechanisms designated by the reference characters ZRG, ZLAG, ZLBG, @RG and iLG, respectively', for displaying a proceed indication. Energization of the signal mechanisms is controlled bythe track relays and by the switch indication relays, by manually operable devices, such for example as signal control levers designated by the reference characters 2V and 4V,

The signal route check network circuits also include contacts of the switch indication relays and of the switch and signal control levers, and contacts of track circuit stick relays designated by the reference characters TKPS and 3TKPS.

Each of the signal control levers ZV and 4V has a normal position, designated by the reference character n, and two control positions, designated by the reference characters f and r to the left and right of the n position, respectively, as shown in the drawings.

Contacts operated by the switch and signal control levers are represented on the drawings by circles, in which are placed reference characters to show the positions of the respective levers in which the contacts are closed. Contact 41 of lever 4V, for example, adjacent the left side of Fig. la, is closed only while lever 4V is in the r position, as indicated by the reference character in the circle for this contact. Contact 71 of lever 4V, an another example, is closed only while lever 4V is in the n or f position or at any point between these two positions, as indicated by the reference character nf in the circle for this contact.

Track circuit stick relay lTKPS is controlled by lever eV and by a back Contact of a track indication relay l-TK. Track circuit stick relay STKPS is controlled by lever 2V and by a back contact of a track indication relay 3TK.

.A time locking stick relay, designated by the reference character 4RASR, is controlled by relays 4RRP and lTR and by a time element device, shown as a time element relay, designated by the reference character 4TER. Another time locking stick relay, designated by the refj erence character ZLASR, is controlled by relays ZLRP and STR, and by a time element relay, designated by the reference character ZTER.

A route locking relay, designated by the reference character ISSR, is controlled by relays 4RASR, ZTR

l and lTR, and also by a contact of lever 1V closed while and also by route check stick relays, designated by refert ence characters lG-S, ZLGS, RGS and iLGS, which are controlled by signal route check network circuits.

Signal contacts, designated by the reference characters g and y, are operated in conjunction with each of the signal mechanisms, and are arranged so that one or the other of these contacts will be opened when the correspending signal is controlled to display a proceed indication, but both or" these contacts will be closed when the corresponding signal is displaying a stop indication.

Signal indication relays,.designated by the reference characters ZREP, fiRRP and dLRP, are controlled by the signal contacts for

signals

2R, 4R and 4L, respectively. A signal indication relay, designated by the reference character ZLRP, is controlled by the signal contacts for signals ELA and ZLB.

Each of the route check stick relays is provided with a pickup circuit, in a signal route check network, which includes the front point of a Contact of the signal indication relay for a corresponding signal. Each of the route check stick relays is also provided with a stick circuit, which includes the back point of a contact of the signal indication relay for a corresponding signal.

lever 1V is in the n position. Another route locking relay, designated by the reference character SNSR, is controlled by relays LASR and 3TR.

Track indication relay lTK is controlled by a back contact of relay lTR to become energized whenever relay TFR becomes deenergized, and may also be controlled at times to become energized when relay ZTR or relay ETR becomes deenergized. Track indication relay STK is controlled to become energized whenever either relay ZTR or relay STR becomes deenergized, and is also controlled to become energized at times when relay lTR becomes deenergized.

Switch locking relays lLR and BLR are controlled by the route locking relays and by the track relays.

Route relays, designated by the reference characters ISS, SSS, INS and SNS, are controlled by the route checkstick relays and also by the switch indication relays and by the track indication relays. v

Train graph relays, designated by the reference characters ZRX, 2LX, 4RX and 4LX, are provided with pickup circuits which are controlled by the track indication relays and by the route relays. The train graph relays are also provided with stick circuits, which are controlled by the route relays.

The various control circuits may be energized by current from any suitable source such, for example, as a battery, designated by the reference character Q, having terminals B and N, shown in Fig. lb.

A three-position marking device such, for example, as a pen, is provided for each route end, as indicated in conjunction with the track and signal layout diagram shown in Fig. le. The track and signal layout diagram in Fig. le is for the sarne track and signal arrangement as the plan which is shown in Figs. la and lb. Each of these pens is designated by the reference character Pen preceded'by the reference character for the signal forv the corresponding route end.

An operating mechanism for each of the pens is designated by the reference character P preceded by the reference character for the signal for the corresponding route end. Each of the pen operating mechanisms has a first and a second control winding designated by the reference characters rp and fp, respectively. The pen operating mechanisms are controlled by the train graph relays and by the route relays and also by the switch indication and track indication relays. Each of the pen operating mechanisms is biased by suitable means, such for example, as gravity, to a normal or median position while the pen operating mechanism is deenergized.

A train graph or record sheet is also shown in Fig. le. On this record sheet, the hour of the day is indicated, such, for example, as l0 A. M. Each ten-minute interval past the hour is also indicated, such, for example, as by the

numerals

10, 20 and 30. The record sheet is constantly moved, by suitable means, in a direction away from the pens, which, as shown in Fig. le, is in the direction toward the lower edge of the drawing.

A normal or median line is marked by each pen on the train record sheet while the corresponding pen operating mechanism is deenergized. Control winding rp of each pen operating mechanism, upon becoming energized, moves the corresponding pen to a position to the right of its median line, and each control winding fp, upon becoming energized, moves the corresponding pen to a position to the left of its median line. Accordingly, as long as the control winding rp of a pen operating mechanism remains energized, the corresponding pen marks a line to the right of its median line, and as long as the control winding fp of a pen operating mechanism remains energized, the corresponding pen marks a line to the lett of its median line.

The pen operating mechanisms are so controlled that, f.,

when a train moves in the eastbound direction, by any one of the various routes over the track layout shown in Fig. le, in response to a proceed indication displayed by a signal at the eastbound entrance end of the route, windings rp of the pen operating mechanisms for the two ends of the corresponding route will both be energized, and therefore the pens for the two ends of the route will each mark a lineto the right of its median line. Similarly, when a train .moves in the westbound direction by any of the various routes, in response to a proceed indication displayed by a signal at the westbound entrance end of the route, windings fp of the operating mechanisms for the two ends of the corresponding route will both be energized, and therefore the pens for the two ends of the route will each mark a line to the left of its median line.

When a train enters a route while the signalsfor the route are displaying stop indications, winding rp of the operating mechanism for the pen for the west end of the route will be energized, and winding fp of the operating mechanism for the pen for the east end of the route will be energized. The pen for the west end of the route will therefore mark a line to the right of its median line, and the pen for the east end of the route will mark a line to the left of its median line. A distinctive record is thus made to show that a train overran a stop signal, that is, that the train entered a corresponding route while the signals for the route were displaying the stop indication.

Having described, in general, the arrangement and control of the apparatus shown by the accompanying drawings, I shall now describe, in detail, its operation.

As shown by the drawings, all parts are in the normal condition, that is, all switches are in their normal posi` tion; all signals are indicating stop; all track sections are unoccupied, and therefore all track relays are energized; each of the levers 1V, 2V, 3V and 4V is in its normal position n; relays INWK, SNWK, ILR, SLR, 4RASR, ZLASR, lSSR, 3NSR, ZRRP, ZLRP, 4LRP and 4RRP are energized; and relays 4RGS, 4LGS, ZRGS, ZLGS, ITKPS,

STKPS, ZTER, 4TER, ITK, STK, 1SS, SSS, INS, 3NS,

IRWK, SRWK, ZLX, 4LX, ZRX and 4RX, and the train graph pen mechanisms are deenergized.

The circuit by which relay 4RRP is energized passes from terminal B, through contacts y and g of signal 4R, and the winding of relay tRRP in multiple with a resistor t to terminal N. Relays ZRRP and E-LRP are energized by circuits which are similar to the circuit just traced for relay 4RRP. Relay ZLRP is energized by a circuit passing from terminal B, through contacts g and y of signal ZLB, contacts g and y of signal ZLA, and the winding of relay ZLRP in multiple with a resistor t to terminal N.

Relay 4RASR is energized by a stick circuit passing from terminal B, through contact '7 of relay eRRP, front point of contact 8 of relay 4RASR, and the winding of relay 4RASR to terminal N. Relay ZLASR is also energized by a stick circuit, this stick circuit passing from terminal B, through contact l1 of relay ZLRP, front point of contact 12 of relay ZLASR, and the winding of relay ZLASR to terminal N.

Relay ILR is energized by a circuit passing from terminal B, through contact 15 of relay 3NSR, Contact 16 of relay 1SSR in multiple with Contact i7 of relay INWK, contacts 19 and 2t) of relays l'TR and ZTR, respectively, and the winding'of relay iLR to terminal N. Relay 3LR is energized by a circuit which is the same as the circuit just traced for relay lLR, except that it includes contact 18 of relay STR instead of contacts 19 and 2t) of relays ITR and ZTR, respectively.

Relay INWK is energized by a circuit passing from terminal B, through contact 21 of switch Al, closed in the normal position, contact 23 of switch Bl, and the winding of relay lNWK to terminal N. Relay SNWK is energized by a circuit passing from terminal B, through contact 24 of switch 3, closed in the normal position, and the winding of relay SNWK to terminal N.

Relay ISSR is energized by a pickup circuit passing from terminal B, through contact 2S of relay 4RASR, contact 29 of lever 1V in multiple with contact 30 of relay ZTR, contact 3l of relay TR, and the winding of relay 1SSR to terminal N. A stick circuit is also closed for relay ISSR, this stick circuit passing from terminal B, through contact 28 of relay flRASR, contact 32 of relay lSSR, and the winding of relay SSR to terminal N. Relay 3NSR is energized by a pickup circuit, passing from terminal B, through contact 2S of relay ZLASR, contact 26 of relay STR, and the winding of relay 3NSR to terminal N. A stick circuit is also closed for relay SNSR, which is the same as the pickup circuit just traced except that it includes contact 27 of relay SNSR instead of contact 26 of relay STR.

I shall assume that an eastbound train is to move past signal 4R over switch A1 in the normal position. A leverman or dispatcher will therefore move lever 4V to its r position, thereby completing a pickup circuit for the track circuit stick relay ITKPS, this pickup circuit passing from terminal B, through Contact 34 of lever 4V, the winding of relay ITKPS, and contact 36 of relay ITK to terminal N. Relay ITKPS, upon becoming energized, completes its stick circuit, which is the same as the pickup circuit just traced except that it includes contact 35 of relay lTKPS instead of contact 34 of lever 4V.

Relay ITKPS, upon becoming energized, also completes a pickup circuit for route check stick relay 4RGS, this pickup circuit passing from terminal B, through contact 37 of relay 4LGS, contact 38 of lever 4V, contact 39 of relay INWK, contact 4i) of lever lV, contact 41 of lever 4V, front point of contact 42 of relay 4RRP, the winding of relay 4RGS in multiple with a resistor t, and contact 43 of relay ITKPS, to terminal N.

Relay 4RGS, upon becoming energized, completes a pickup circuit for route relay ISS, this pickup circuit passing from terminal B, through contact 44 of relay 4RGS, contact 4S of relay NWK, and the winding of relay ISS in multiple with a resistor t to terminal N. Relay 4RGS, upon becoming energized, also completes a circuit for energizing the mechanism 4RG of signal 4R, this circuit passing from terminal B, through contact SI of relay 4RTR, contact 52 of relay INWK, contact S3 of relay ITB., contact 54 of lever 4V, contact 54a of relay 4RGS, and mechanism 4RG to terminal N.

Signal 4R will therefore be operated for displaying a proceed indication for governing a tratlic movement over the route extending from signal 4R to signal 4L. Contact y or contact g, operated in conjunction with signal 4R, will then be opened, according as signal 4R displays an approach proceed or a clear proceed indication, as selected by means not shown in the drawing. The means for selecting between the approach proceed and the clear proceed indication is not a part of my invention, and is therefore omitted, in order to simplify the drawing.

Relay 4RRP, upon thus becoming deenergized, opens. at its contact 7, the stick circuit previously traced for relay 4RASR, causing relay lRASR to become deenergized. Contact 2B of relay RASR will then open the circuits previously described for relay lSSi, relay ISSR to also be deenergized.

Relay 4RGS is slow releasing because of resistor t connected in multiple with its winding, and therefore contact 55 of relay @RGS will remain closed while contact 42 of relay 'RRP is moving from its front toits back point. Relay RGS will then be retained in the energized condition by a stick circuit passing from terminal B, through contact 55 of relay dRGS, back point of contact l2 of relay dRRP, the winding of relay RGS in multiple with resistor t, and contact 43 of relay ITKPS to terminal N.

lf, now, the leverman or dispatcher decides to hold the eastbound train at signal 4R, he will return lever 4V to its n position, thereby opening contact 54 of lever 4V in the circuit previously traced for signal mechanism 4RG, which will then be returned to the stop position. With signal 4R again displaying the stop indication, relay 4RRP will again become energized by its circuit previously traced.

A circuit will now be completed for energizing relay QTER, this circuit passing from terminal B, through contact 7 of relay fil-IRP, back point of contact 8 of relay 4RASR, and the winding of relay TER to terminal N. Upon the lapse of a measured period of time, relay ETER will close its contact Ill, thereby completing a pickup circuit for relay llRASR, passing from terminal B, through contact 7 of relay AfRRP, contact I0 of relay eTER, and the winding of relay LlRASR to terminal N. With relay 4RASR energized, relay ISSR will again become energized by its pickup circuit previously traced.

I shall next assume again moves lever 4V to its r position, causing signal 4R to again display a proceed indication, which causes relays 4RRP, EASE and ISSR to in turn become deenergized, as previously described.

When an eastbound train now enters section energizing relay ITR, mechanism RG will become deenergized because of the opening of contact 53 of relay ITR, and therefore signal 4R will be controlled to again indicate stop. With signal 4R again indicating stop, relay dRRP will again be energized by its circuit previously traced. On account of relay TTR being deenergized, the pickup circuit for relay lSSl?. will be opened at another point by the opening of contact 3l of relay ITR.

Relay ILR will also now be deenergized because of the opening of contact 19 of relay ITR. With relay ILP. deenergized, mechanisms AIM and BIM of switches Al. and Bl will be deenergized because of the opening of contact 56 of relay ILR.

Relay ITK will become energized by a circuit passing from terminal B, through contact 69 of relay ITR, and the winding of relay ITK. to terminal N. With relay ITK energized7 a stick circuit will be completed for relay ISS, this circuit passing from terminal B, through concausing that the leverman or dispatcher i ir, de-

tilt

tact 61 of relay ITK, contact 62 of relay ISS, and the winding of relay ISS in multiple with a resistor t, to terminal N.

With relay ITK energized, relay 4RX will also become energized by a pickup circuit passing from terminal B, through contact 63 of relay ITK, contact 65 of relay ISS, and the winding of relay 4RX to terminal N. Relay iRX, upon becoming energized, will complete a stick circuit passing from terminal B, through Contact 64 of relay 4RX, contact 65 of relay 18S, and the winding of relay 4RX to terminal N.

Relay ITKPS will now bc deenergized because of the opening of contact 36 of relay ITK. On account of relay ITKPS becoming deenergized, relay 4RGS will be deenergized because of the opening of contact 43 of relay ITKPS. With relay 4RX energized, winding rp of pen operating mechanism 4BP for 4R pen will become energized by a circuit passing from terminal B, ythrough the front point of contact 66 of relay LlRX, contact 67 of relay INWK, and the winding rp of mechanism 4R? to terminal N. Also, on account of relay 4RX being energized, winding rp of operating mechanism 4LP for 4L pen will now be energized by a circuit passing from terminal B, through the front point of contact 68 of relay dRX, and winding rp of mechanism 4LP to terminal N.

With winding rp of mechanism 4R? energized, the 4R pen will mark a line shown, for example, as line al, to the right of its median line. Also, with winding rp of mechanism 4LP energized, the 4L pen will mark av line, shown as line c1, to the right of its median line.

The time from the beginning of the line aI to the end of the line c1 is the period of time occupied by the train passing over the route from signal 4R to 4L. The route taken by the train, and the period of time it occupied the route, may be further indicated by the leverman or dispatcher by making a dash line 153 from the beginning of line a1 to the end of line cI. The direction of movement of the train over the route may be clearly indicated by an arrowhead on the line 153. The leverman will now return lever 4V to its n position.

When the train leaves section IT, relay ITR will again become energized and cause relay ITK to again become deenergized. With relay ITK deenergized, relay ISS will become deenergized because its stick circuit will be opened at Ycontact 6I of relay lTK. Also, with relay ITR again energized, relay ILR will again become energized, and will close its Contact 56 in the circuit for switch mechanisms AIM and BIM. With relay ISS deenergized, relay 4RX will now be deenergized, and theref ore pen operating mechanisms 4BP and 4LP will be deenergized, and the 4R pen and the 4L pen will be returned to the median line. With relay ITR again'energized, relay ISSR will again become energized by its pickup circuit previously traced.

l shall now assume that all parts of the apparatus are again in the normal condition, as shown in the drawings, and that a westbound train is to move past signal 4L over switch AI in the normal position. The leverman or dispatcher will therefore move lever 4V to its f position, thereby completing another pickup circuit for relay ITKPS, which is the same as the pickup circuit previously traced for this relay except that it includes contact 33 of lever 4V instead of contact 34 of this lever.

With lever 4V in its f position, relay LLGS will become energized by its pickup circuit passing from terminal B, through contact 70 of relay 4RGS, contact 71 of lever 4V, contact 40 of lever 1V, contact 39 of relay INWK, contact 72 of lever 4V, front point of contact 73 of relay 4LRP, winding of relay 4LGS in multiple with i a resistor t, and contact 43 of relay ITKPS to terminal N. With relay 4LGS energized, relay INS will become energized by a pickup circuit passing from terminal B, through contact 74 of relay 4LGS, and the winding of relay INS in multiple with a resistor t, to terminal N.

T5 With relay 4LGS energized, signal mechanism 4LG will 9 be energized by a circuit passing from terminal B, through contact '75 of relay 4LTR, contact 76 of relay lTR, contact 77 of relay lNV/K, contact 78 of lever 4V, contact 78a of relay lLGS, and mechanism flLG to terminal N.

Signal 4L will therefore be operated to display a proceed indication, causing relay 4LRP to be deenergized. With relay LRP deenergized, a stick circuit will be completed for relay dLGS, this circuit passing from terminal B, through contact 79 of relay 4LGS, back point of contact '73 of relay I-LRP, winding of relay /iLGS in multiple with a resistor t, and contact 43 ot relay ITKPS t terminal N.

When the westbound train now enters section 1T, causing relay 1TR to become deenergized, signal mechanism 4LG will be deenergized because of the opening of contact 76 of relay TR. With mechanism 4LG deenergized, signal 4L will again display the stop indication, and therefore relay @LRP will again become energized by its circuit previously described. Relay 1LR will now again be deenergized because of the opening of contact 19 of relay iTR, and therefore the operating circuits for switch mechanisms AElM and BllM will again be opened at conn tact 56 of relay 1LR.

With relay lTR deenergized, relay ITK will again become energized by relay llTK energized, a stick circuit will be completed for relay 1NS, this circuit passing from terminal B, through contact 8% of relay 1TK, contact 81 of relay 1NS, and the winding of relay INS in multiple with a resistor t to terminal N.

With relays NS and ITK energized, a pickup circuit will be completed for relay 4LX, this circuit passing from terminal B, through contact 82 of relay lTK, contact 84 of relay 1NS, and the winding of relay 4LX to terminal N. Relay 4LX, upon becoming energized, will complete a stick circuit passing from terminal B, through contact 83 of relay 4LX, contact S4 of relay 1NS, and the winding of relay 4LX to terminal N. With relay ITK energized. relay 1TKPS will again be deenergized, causing relay 4LGS to in turn become deenergized because of the opening of Contact i3 of relay lTKPS.

With relay 4LX energized, winding fp of mechanism 4LP for 4L pen will now be energized by a circuit passing from terminal B, through the front point of contact 88 of relay 4LX, contact 89 of relay INWK, and winding fp of mechanism 4LP. With winding fp of mechanism 4LP energized, 4L pen will be moved to the left of the median line, where it will mark a line c2. Winding fp of mechanism RP will also be energized by a circuit passing from terminal B, contact 9) of relay 4LX, and winding fp of pen operating mechanism @RP to terminal N. The 4R pen will then be moved to the left of the median line, where it will mark a line a2. The leverman or dispatcher will now move lever 4V to its n position.

Lines c2 and a2 marked by 4L pen and 4R pen, respectively, will show the direction of the train movement and the time it occupied in passing over the route. The route and direction taken by the train, and the time it occupied the route may be further shown by the leverman or dispatcher by marking a dash line 154 between the beginning of line c2 and the end of line a2.

When the train leaves section 1T, relay 1TR will again become energized, causing relay lTK and, in turn, relay lNS to become deenergized. Relay 1LR will again be energized because of the closing of contact 19 of relay lTR, and therefore contact S6 of relay lLR in the circuits for switch mechanisms AIM and BIM will again be closed. With relay 1NS again deenergized, relay 4LX will be deenergized, and therefore windings fp of mechanisms 4LP and RP will again be deenergized, and 4L pen and 4R pen will be returned to the median line.

I shall next assume that an eastbound train is to move past signal 4R over switch A1 in the normal position, and that at the same time a westbound train is to move past the circuit previously traced. With through the front point of a l@ signal 2LA over switches 3 and tion. The 4R pen and the 4L moved toward the right, marking lines a3 and c3, marking of lines a1 and c1,

The leverman will move lever 2V to the f position, thereby completing a pickup circuit for energizing relay STKPS, this circuit passing from terminal B, through contact 91 of lever 2V, winding of relay STKPS, and contact 94 of relay STK to terminal N. Relay STKPS, upon becoming energized, will complete a stick circuit which is the same as the pickup circuit just traced except that it includes contact 93 of relay 3TKPS instead of contact 91 of lever 2V.

Relay 2LGS will now be energized by a pickup circuit passing from terminal B, through contact 95 of relay ZRGS, contact 96 of lever 2V, contact 97 of lever 1V, contact 9S of relay NWK, contact 99 of relay SNWK, contact 10G of lever 3V, contact 101 of lever 2V, front point of contact 102 of relay ZLRP, the winding of relay ZLGS in multiple with a resistor t, and contact 163 of relay 3TKPS to terminal N. With relay ZLGS enen gized, a pickup circuit will be completed for energizing relay SNS, this circuit passing from terminal B, through Contact 104 of relay ZLGS, contact M5 of relay NWK, and the winding of relay SNS in multiple with a resistor I, to terminal N.

Signal mechanism ZLAG will circuit passing from terminal B, through contact 1137 of relay ZLTR, contact w8 of relay NWK, contact 109 of relay ZTR, contact 11S of relay ETR, contact 111 of relay SNWK, contact 112 or" relay 2LGS, contact 112@ of lever 2V, and mechanism ZLAG to terminal N. Signal ZLA will therefore now be operated for displaying a proceed indication, thereby causing relay LRP to become deenergized. Contact ll of relay ZLRP will therefore open the stick circuit previously traced for relay ZLASR, causing relay ZLASR to become deenergized. With relay ZLASR deenergized, relay SNSR will be deenergized because of the opening of contact 25 of relay ZLASR. With relay ZLRP deenergized, relay ZLGS will be energized by a stick circuit passing from terminal B, through contact 113 of relay 2LGS, back point of contact 102 of relay ZLRP, winding of relay ZLGS in multiple with a resistor t, and contact 103 of relay STKPS to terminal N.

When the Westbound train enters section 3T, relay 3TR will become deenergized, so that its contact; 119 will be opened, causing signal mechanism ZLAG to become de energized, and signal ZLA to again display the stop indication. Relay ZLRP will then again become energized. Relay ZLASR will now become energized by a pickup circuit passing from terminal B, through contact 11 of relay ZLRP, contact 13 of relay STR, and the winding of relay ZLASR to terminal N. Although relay 21A-SR is now again energized, relay SNSR will remain deenergized because contact 26 of relay STR is open in the pickup circuit for relay 3NSR, With relay SNSR now deenergized, the circuit for relay lill?. will be opened at another point by the opening or Contact 15 of relay 3NSR, and the circuit for relay SLR will now 'oe opened at contact 15 of relay SNSR and also at contact 18 of relay STR. With relay 3LR deenergized. the circuit for mechanism 3M will be open at contact 11d of relay 3LR.

With relay STR deenergized, relay STK will now be energized by a circuit passing from terminal B, through contact 120 of relay 3TR, and the winding of relay BTK to terminal N. With relay STK energized, a stick circuit will be completed for relay SNS, this circuit passing from terminal B, through contact 121 of relay `TK, contact 122 of relay SNWK, and the winding of relay SNS in multiple with a resistor t, to terminal N.

With relays 3TK and SNS energized, relay 2LX will be energized by a pickup circuit passing from terminal B, through contact 123 of relay STK, Contact 125' of relay SNS, and the winding of relay ELX to terminal N. Relay B1 in the normal posipen will therefore be previously described, for respectively, similarly to the previously described.

new be energized by a ZLX, upon becoming energized, will complete its stick circuit passing, from terminal B, through contact 124 of relay ZLX, contact of relay SNS, and the winding of relay ZLX to terminal N. With relay STK energized, relay STKPS will be deenergized by the opening of contact 94 of relay STK in the circuit previously traced for relay STKPS. With relay STKPS deenergized, relay ZLGS will be deenergized because of the opening of contact 10S of relay STKPS.

Winding fp o mechanism ZAP for ZLA pen will be energized by a circuit passing from terminal B, through the front point of contact 125 of relay ZLX, contact 127 of relay lNWK, contact 12S of relay SNWK, and winding fp of mechanism ZLAP to terminal N. The 2LA pen will therefore be moved to the left, and will mark a line shown as line d1 to the left or" its median line. With relay 2LX energized, winding fp of mechanism ZRP for theZR pen will also be energized by a circuit passing from terminal E, through the front point of contact l2? of relay ZLX, and winding fp of mechanism ERP to terminal N. The 2R pen will therefore new mark a line b1 to the left of its median line. A dash line 1% may now be drawn from the beginning of line di. to the end of line b1, as a means of showing further the route traversed and the di rection of the train movement over the route, and also the time occupied by the train in moving over the route.

From the e/.ample given of a train movement in the westbound direction over the route from signal BLA to signal 2R at the same time that a train is moving over an eastbound route from signal iR to signal 4L, it follows that apparatus embodying my invention provides means for recording contemporaneous movements of trains over parallel routes. The leverman er dispatcher will return lever 2V to its n position after the train passes signal ZLA.

When the train enters section 2T, relay ZTR will become decnergized, thereby opening the circuit for relay lLR at another point, at contact 2li of relay ZTR. Another circuit for energizing relay STK will now be completed, passing from terminal B, through contact lSt) of relay TR, and the winding oi relay STK to terminal N.

When the train leaves section ST, permitting relay STR to again be energized, relay STK will remain energized, by the circuit just traced through contact i3@ of relay ZTR, as long as section 2T is occupied. With relays ZLASR and STR now again energized, relay SNSR will again become energized by its pickup circuit previously traced. With relays SNSR and STR now again energized, relay SLR will again be energized.

When the train leaves section 2T, permitting relay TR to again become ener d, relay STK will again become deenergized by the opening oi contact 135i or" relay ZTR. With relay ,STR again energized, relay lLR will also again be energized. The stick circuit for relay SNS will now be opened at Contact 121 of relay STK. With relay SNS deenergized, relay ELX will again be deenergized because of the opening of contact 125 of relay SNS. Windings fp of the LA pen and the 2R pen will therefore now be deenergized, causing these pens to be returned to the median position.

I shall now assume that an eastbound train is to move past signal 4R over switches All, B1 and S, all in the reverse position. The leverman will therefore move lever 1V to the r position, causing the mechanisms AIM and BIM to be energized by a circuit passing from terminal B, through contact 56 of relay LR, contact 59 of lever 1V, mechanisms AlM and Bllvi, and contact 60 of lever 1V to terminal N. Switches Al and B1 will therefore now be moved to the reverse position. The leverman or dispatcher will also move lever SV to its r position, thereby completing a circuit passing from terminal B, through contact 114 of relay SLR, contact 118 of lever SV, mechanism SM, and contact 119 of lever SV to terminal N. Switch S will therefore also be moved to the reverse position.

- With switches A1 and B1 moved to the reverse position, the circuit for relay lNWK will be opened at contacts 21 and 23 of switches A1 and B1, respectively, and therefore relay lNWK will be deenergized. Relay IRWK will now be energized by a circuit passing from terminal B, through contact 21 of switch A1 in the reverse position, contact 22 of switch B1, and the winding of relay IRWK to terminal N. With switch S in the reverse position, relay SNWK will be deenergized, and relay SRWK will be energized by a circuit passing from terminal B, through contact 24 of switch S in the reverse position, and the winding of relay SRWK to terminal N.

The leverman or dispatcher will now move lever 4V to the r position, thereby completing a circuit, as previously traced, for energizing relay lTKPS. A second pickup circuit will be completed for relay iRGS, this circuit passing from terminal B, through contact 131 of relay ZLGS, contact 132 of lever 2V, Contact 133 of lever 3V, contact 134- of relay SRWK, contact 135 of relay IRWK, contact 136 of lever 1V, contact 41 of lever 4V, front point of Contact 42 of relay tRRP, winding of relay 4RGS in multiple with a resistor t, and contact 4S of relay llTKPS to terminal N. With relay @RGS energized, relay SSS will become energized by a pickup circuit passing from terminal B, through contact 44 of relay dRGS, contact 137 of relay lRWK, and the winding of relay SSS in multiple with a resistor t to terminal N.

Signal mechanism 4RG will now be energized by a circuit passing from terminal B, through contact 46 of relay SRWK, contacts 43 and 49 of relays STR and ZTR, respectively, contact Sil of relay lRWK, contact 53 of relay 1TR, contact 54 of lever 4V, contact 54a of relay 4RGS, and mechanism RG to terminal N. Signal 4R will therefore be operated for displaying a proceed indication, causing relay 4RRP to be deenergized. This will in turn cause relay 4RASR to be deenergized. Relay 1SSR will then also in turn be deenergized.

With relays T SSR and lNWK now deenergized, relays 1LR and SLR will be deenergized because of the opening of contacts 16 and 17 of relays 1SSR and lNWK, respectively. The circuits for switch mechanisms AlM and BIM will therefore now be opened at contact 56 of relay 1LR, and the circuit for mechanism SM will be opened at Contact 114 of relay SLR. With relay 4RRP now deenergized, relay RGS will be energized by its stick circuit previously described.

When the eastbound train enters section 1T, causing relay 1TR to be deenergized, mechanism 4RG will again be deenergized because of the opening of contact 5S of relay lTR, causing relay #ERRP to be energized, as previously described. Relay dRASR will therefore now again become energized by a pickup circuit passing from terminal B, through contact 7 of relay dRRP, contact 9 of relay lTR, and the winding of relay RASR to terminal N. Relay lTK will now again be energized by its circuit previously traced through contact 69 of relay 1TR. With relay lSSR deenergized, and relay lRWK energized, relay STK will now be energized by a circuit passing from terminal B, through Contact 69 of relay lTR, contact 13S of relay TlRWK, Contact 139 of relay lSSR, and the winding of relay ST K to terminal N.

Two stick circuits will now be complete for relay SSS, the first of which passes from terminal B, through contact of relay STK, contact 141 of relay SSS, and the winding of relay SSS in multiple with a resistor t to terminal N. The second stick circuit which is complete for relay SSS, passes from terminal B, through contact 61 of relay 1TK, contact 14 of relay lRW, contact 141 of relay SSS, and the winding of relay SSS in multiple with a resistor t to terminal N.

With relays STK and SSS energized, a pickup circuit will now be completed for energizing relay ZRX, this circuit passing from terminal B, through contact 142 of relay STK, contact 144 of relay SSS, and the winding of relay ZRX to terminal N. Relay ZRX, upon becoming energized, completes a stick circuit passing from terminal 'i i B, through contact ll of relay ZRX, Contact 144 of relay 53S, and the windinL7 of relay ZRX to terminal N. With relay lTl energized, relay lTKPS will be deenergized, causing relay @RGS to again be deenergized, as previously described.

With relays ZRX and lRWK energized, winding rp of mechanism 4R13 for the 4R pen will now be energized by a circuit passing from terminal B, through the front point of contact i135 of relay 2RX, contact 146 of relay ERWK, and winding rp of mechanism 4R13. With relays ZRX and SRWK. energized, winding rp of the ZLB pen will also be energized by a circuit passing from terminal` B, through front point of Contact 147 of relay ZRX, contact M8 of relay SRWK, and winding rp of mechanism ZLBP to terminal N. The leverman will return lever 4V to the .it position. With winding rp of mechanism 4R? energized, the 4R pen will be moved toward the right for marking a line ad, and with Winding rp of mechanism energized, the ZLB pen will be moved to the right position for marking a line e1 on the train record sheet.

When the train enters section 2T, causing relay ZTR to be deenergized, the pickup circuit for relay ISSR will be opened at another point, at contact 30 of relay ZTR which is in multiple with Contact 29 of lever 1V which is now also open. Another energizing circuit for relay ITK will now be completed, this circuit passing from terminal B, through contact i3@ of relay 2TR, contact 139 of relay im ita-ct of relay RWK, and the winding of mlli\, 'f relay to terminal N.

When the train leaves section llT, permitting relay lTR to again become energized, relay lTK will remain energized, as long as section 2T is occupied, by the circuit just traced, including contact i3d of relay ZTR.

When the train enters section 3T, causing relay STR to ecome deenergized, the circuit for relay STK which includes contact l2@ of relay TR will again be completed. Another energizing circuit for relay lTK will now be completed which will be the same as the circuit previously traced for relay llTK through contact i3@ of relay ETR except that it includes contact 1Z0 of relay instead of contact l@ of relay 2TR. The circuit for relay SLR will now be opened at another point by contact or" relay STR.

When the train leaves section 2T, permitting relay ETR to again become energized, relay .'lSSR will again he come energized by its pickup circuit previously traced. With relays lSSR, IER and ZTR again energized, relay will now again be energized. With relay lLR again energized, its contact 56 will be closed in the circuits for mechanisms Al'M and BlM, and therefore the leverman or dispatcher can now return switches A1 and Bl to their normal positions, if he so desires.

'l shall assume further that the leverman now returns switches Al and Bl to their normal positions by moving lever 31V to its n position. Relay lRWK will therefore again become deenergized, and relay lNWK will become energized by its circuit previously traced. With relay lRWi again deenergized, and with relay ITR again en ergized, relay lTK will now again become deenergized. The second stick circuit previously traced for relay SSS through contacts el and la@ of relays ITK and lRWK, respectively, will now be open, but relay 33S will remain energized by its iirst stick circuit which includes Contact le@ of relay STK.

With relay SSS still energized, relay ZRX will remain energized by its stick circuit, previously traced, and therefore winding .rp of mechanism ZLBP will remain energized, rand the ELE pen will continue marking line e1 to the right of its median position. With relay ERWK deenergized, however, contact i416 of relay liRWK will be open, so that winding rp or mechanism 4RP for the 4R pen will be deenergized, and therefore the 4R pen will return to the median position and mark the line between the lines a4 and a5.

i shall now assume still further that the leverman artrain to move past signal I also become energized, by the circuit previously traced lt will be noted that,

through the front point of contact pen and the ilc pen will therefore be moved to the right of their median positions and will mark the lines a5 and c4, respectively, on the train record sheet.

When the rlrst eastbound train leaves section 3T, permitting relay STR to again become energized, relay 3LR will in turn also he energized, and relay STK will become deenergized. With relay STK deenergized, relay SSS will become deenergized on account of its stick circuit through contact oi relay ETK now being open. With relay deenergized, relay Zl( will now be deenergized, causing winding rp of mechanism ZLBP for the ZLB pen to in turn also be deenergized. The ZLB pen will therefore be moved to its median position opposite the end of line el.

When the second eastbound train leaves section 1T, relay SRX will again be deenergized, causing the 4R pen to be returned to the median position opposite the end of line a5, and causing the lL pen to be returned to the meian position opposite the end of line c4.

The leverrnan or dispatcher may now mark a line 157 between the beginning or" line ai and the end of line el to show further the route taken by the first eastbound train and the direction of travel over the route, and also the length of time the train occupied the route. A line 15S L58 of relay 4RX. The

may be drawn between the beginning of line a5 and the end of line c4 to show further the route and direction of tratl'lc of the second eastbound train, and also the time the second eastbound train occupied this route.

I shall now assume that, with all parts again in the normal condition, as shown in the accompanying drawings, a westbound train overruns signal 4L displaying a stop indication, that is, at least the front Wheels of the engine pass signal el, while signal 4L is displaying a stop indication, onto section 1T, instead of the train stopping with all wheels back of signal 4L, without entering section 1T, in response to the stop indication displayed by signal 4L. With a portion ot the train on section 1T, relay lTR will be deenergized, and therefore relay lTK will be energized by its circuit including Contact 6g of relay lTR, previously traced.

With relay lTK energized, winding rp of mechanism dR? for the iR pen will now be energized by a circuit passing from terminal B, through the back point of contact 90 oit' relay dLX, contact .l5-tl of relay ENS, contact ll of relay TK, contact of relay lSS, back point of contact 66 of relay LtRX, contact d'7 of relay lNWK, and winding rp of mechanism @RP to terminal N. The 4R pen Will therefore be moved toward the right for marking a line a6.

Winding fp of mechanism for the @L pen will now be energized by a circuit pr; ing from terminal B, through the back point of contact of relay 4RX, Contact 85 of relay SS, Contact S6 of relay lTK, contact '27 of relay lNS, front point of contact 38 ot' relay 41X, Contact 39 of relay lNd/l, and winding fp oi mechanism 4LP to terminal N. The ril; pen will therefore be moved toward the left for marking a line c5.

lt will be noted that the L pen is moved toward the left, whereas the 4R pen is moved toward the right, so that line c5 is to the left ol' the median line for the 4L pen, whereas line a6 is to the right of the median line for the 4R pen. ln this way, a distinctive indication is provided to show that a train moved onto section 1T past a signal which was displaying a stop indication.

in the examples of operation previously described, the pens for the two ends of each route are both moved to the right or are both moved to the left, showing that the train entered the route in response to a proceed indication displayed by a signal.

As long as any portion of the westbound train, which passed signal 4L while signal 4L was displaying a stop indication, is on section lT, relay ETR will be deenergized, and therefore relay lLR will also be deenergized. The leverman or dispatcher can therefore not reverse switches A1 and Bl, even though he might so desire, in order to permit a train to move over these switches in the reverse position.

l have described the operation of the apparatus for a few typical traliic movements. it is believed that the operation of the apparatus for any other possible trail-ic movement can be readily traced from the accompanying drawings.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modiiicatios may be made therein within the scope of the appended claims with* out departing from the spirit and scope of my invention.

Having thus described my invention, what l claim is:

l. In railway tratlic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various traic routes and provided with a plurality of signals one for each route entrance point for governing trafiic movements over said routes, including a plurality of route check stick relays, including a plurality of manually operable signal control devices one for each or" said route check stick relays, including a pickup circuit for each of said route check stick relays for each ot corresponding routes, each ot said pickup circuits closed. only if the switches in the corresponding rou e are in the position required for the corresponding route, eac of said pickup circuits also controlled by the corresponding signal control device, and including a stick circuit for each of said route check stick relays closed only it a signal for a corresponding route is controlled to display a proceed indication while the corresponding route is unoccupied, the combination comprising, a plurality of route relays, a pickup circuit for each of said route rclays controlled by means including a corresponding route check stick relay in the energized condition, a stick circuit for each of said route relays closed in response to occupancy of a corresponding route by a train, a train graph pen for each route entrance point, each of said pens having a deenergized position and a iirst and a second energized position, a plurality of train graph relays,a pickup circuit for each of said train graph relays closed by a corresponding route relay in its energized condition when a corresponding route becomes occupied, a stick circuit for each or said train graph relays controlled by a corresponding route relay in the energized condition, means controlled by said train graph relays in response to tratlic movements in a given direction for operating the pens for corresponding routes to said first energized position, and means controlled by said train graph relays in response to traflic movements in the opposite direction for operating the pens for the corresponding routes to said second energized position.

2. ln railway traliic rec rding appa s for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various traiiic routes and provided with a plurality of signals one for each route entrance point for governing traic movements over said routes, including a plurality of route check stick relays, including a plurality of manually operable signal control devices one for each of said route check stick relays, including a pickup circuit for each of said route check stick relays for each of corresponding routes, each of said pickup circuits closed only if the switches in the corresponding route are in the position required for the corresponding route, e ch of said pickup circuits also controlled by the corresponding signal control device, and including a stick circuit for each ot said route check stick relays closed only it a signal for a corresponding route is controlled to display a proceed indication while the corresponding route is unoccupied, the combination comprising, a plurality of route relays, a pickup circuit for each of said route relays controlled by means including a corresponding route check stick relay in the energized condition, a stick circuit for each of said route relays closed in response to occupancy of a coresponding route by a train, a train graph pen for each route entrance point, each of said pens having a deenergized position and a iirst and a second energized position, a plurality of train graph relays, a pickup circuit for each of said train graph relays closed by a corresponding route relay in its energized condition when a corresponding route becomes occupied, a stick circuit for each of said train graph relays controlled by a corresponding route relay in the energize condition, means controlled by each of said train graph relays for operating the pens for both ends of a corresponding route to said rst energized position in response a train entering a corresponding route while a signal for governing traiiic movements in a given direction over the route is displaying a proceed indication, and means controlled by each of said train graph relays for operating the pens for both ends of a corresponding route to said second energized position in response to a train entering a corresponding route while a signal for governing traffic movements in the opposite direction over the route is displaying a proceed indication.

3, in railway trariic recording apparatus tor a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various trafc routes and provided with a plurality of signals one for each route entrance point for governing trame movements over said routes, including a plurality of route check stick relays, including a plurality of manually operable signal control devices one for each of said route check stick relays, including a pickup circuit for each of said route check stick relays for each or corresponding routes, each of said pickup circuits closed only if the switches in the corresponding route are in the position required tor the corresponding route, each of said pickup circuits also controlled by the corresponding signal control device, and including a stick circuit for each of said route check stick relays close-:l only if a signal for a corresponding route is controlled to display a proceed indication while the corresponding route is unoccupied, the combination comprising, a plurality of route relays, a pickup circuit for each of said route relays controlled by means including a corresponding route check stick relay in the energized condition, a stick circuit for each of said route relays closed in response to occupancy ot a corresponding route by a train, a train graph pen tor each route entrance point, each of said pens having a deenergized position and a tirst and a second energized position, a plurality of train graph relays, a pickup circuit for each of said train graph relays closed by a corresponding route relay in its energized condition when a corresponding route becomes occupied, a stick circuit for each of said train graph relays controlled by a corresponding route relay in the energized condition, and means controlled by back contacts of said train graph n relays and of said route relays for operating the pen for a given end of a corresponding route to the iirst energized position and for operating the pen for the opposite end of the same route to the second energized position in response to a train entering the corresponding route while the signals for the route are displaying a stop indication.

4. ln railway traffic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to forni various traiiic routes and provided with a plurality of signals one for each route entrance point for g yerning traiiic movements over said routes, including plurality of route check l stick relays, including a plurality of manually operable signal control devices one for each of said route check stick reiays, including a pickup circuit for each of said route check stick relays for each of corresponding routes, each of said pickup circuits closed only if the switches in the corresponding route are in the position required for the corresponding route, each of said pickup circuits also controlled by the corresponding signal control device, and including a stick circuit for each of said route check stick relays closed only if a signal for a corresponding route is controlled to display a proceed indication while the corresponding route is unoccupied, the combination comprising, a plurality of route relays, a pickup circuit for each of said route relays controlled by means including a corresponding route check stick relay inthe energized condition, a stick circuit for cachot' said route relays closed in response to occupancy of a corresponding route by a train, a train graph pen for each route entrance point, each or' said pens biased: to normal position but operable to a second and a tiiird position, a plurality of train graph relays, means controlled by each of said route relays when a train enters a corresponding route for energizing a corresponding train graph relay, and means controlled by each of said train graph relays in the energized condition for operating the pens for both ends of a corresponding route to said second or said third position according as the corresponding route relay is for traffic movements in a given direction or in the opposite direction.

5 In railway traic recording apparatus for a plurality ot' railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various traitic routes and provided with a plurality ol'v signals one for each route entrance point for governing traiiic movements over said routes, including a plurality ot' route check stick relays some of which are for trafc movements in a given direction and others or^ which are for traffic movements in the opposite direction, including manualiy controllable means for energizing each of said route check stick relays preparatory to controlling a corresponding signal to display a proceed indication for tradic movements in a corresponding direction over a corresponding route, the combination comprising, a plurality of train graph relays, means controlled by each of said route check stick relays in the energized condition for energizing a corresponding train graph relay when the train enters a corresponding route, a plurality of train graph pens one for each route entrance point, each of said pens biased by gravity to a normal position but operable to a second position for traffic movements in a given direction and operable to a third position for traffic movements in the opposite direction, and means controlled by each of said train graph relays in its energized condition for operating both pens for a corresponding route to a corresponding position.

6. In railway traffic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various trafhc routes and provided with a plurality of signals one for each route entrance point for governing trariic movements over said routes, including a plurality or" route check stick relays some of which are for trac movements in a given direction and others of which are for traffic movements in the opposite direction, including manually controllable means 'for energizing each of said route check stick relays preparatory to controlling a corresponding signal to display a proceed indication for trafiic movements in a corresponding direction over a corresponding route, the combination comprising, a plurality of train graph relays, means controlled by each of said route check stick relays in the energized condition for energizing a corresponding train graph relay when a train enters a corresponding route, means controlled by the train on the corresponding route for then retaining the corresponding train graph reiay in the energized 1S condition until the train leaves the corresponding route, and means controlled by each of said train graph relays inl its energized condition for recording the time and length of occupancy of a corresponding route by a train.

7. in railway trafc recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various traiiic routes and provided with a plurality of signals one for each route entrance point for governing traffic movements over said routes, including a plurality of route check stick relays some of which are for traffic movements in a given direction and others of which are for traiiic movements in the opposite direction, including manually controllable means for effecting energization of each of said route check stick relays for a traffic movement over a corresponding route in the corresponding direction and for controlling a signal for displaying a proceed indication for governing the same traffic movement, the combination comprising, a plurality of train graph pens one for each route entrance point, each of said' pens occupying a normal position when deenergized but operable to a second and also a third position when energized, and means controlled by each of said route check stick relays in the energized condition and by a train entering a corresponding route for effecting operation of both the train graph pens for the corresponding route to said second or said third position according as the corresponding route check stick relay is for traffic movements in said given direction or in said opposite direction.

8. in railway traflic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various traffic routes and provided with a plurality of signals one for each route entrance point for governing trac movements over said routes, including a plurality of route check stick relays some of which are for traic movements in a given direction and others of which are for tratlic movements in the opposite direction, including manually controllable means for effecting energization of each of said route check stick relays for a traiic movement over a corresponding route in the corresponding direction and for controlling a signal for displaying a proceed indication for governing the same traiiic movement, the combination comprising, a plurality of train graph pens one for each route entrance point, each of said pens occupying a normal position when deenergized but operable to a second and also a third position when energized, means controlled by each of said route check stick relays in the energized condition and by a train entering a corresponding route for effecting operation of both the train graph pens for the corresponding route to said second or said third position according as the corresponding route check stick relay is energized for a traic movement in said given direction or in said opposite direction, and means controlled by a train upon entering a route while the route check stick relays for both ends of the route are deenergized for operating the pen for one end of the route to its second position and operating the pen for the opposite end of the route to its third position.

9. In railway trafiic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various trafiic routes and provided with a plurality of signals one for each route entrance point for governing traic movements over sai-d routes, including a plurality of route check stick relays some of which are for traic movements in a given direction and others of which are for traffic movements in the opposite direction, and including manually controllable means for effecting energization of each of said route check stick relays for a traiiic movement over a corresponding route in the corresponding direction and for controlling a signal for displaying a proceed indication for governing the same trafiic movement, the combination comprising, a plurality of indication control devices, means controlled by a train upon moving over any of said routes in either direction in response to energization of the route check stick relay for the same direction for the same route for energizing a corresponding one of said indication control devices, and means controlled by the corresponding indication control device in the energized con-dition for recording the route and the direction of movement of the train over the route.

10. In railway traic recording apparatus for a plurality of railway tracks interconnected by switches which can be arranged in normal and reverse positions to form various trafc routes and provided with a plurality of signals one for each route entrance point for governing traflc movements over said routes, including a plurality ,of route check stick relays some of which are for traffic 20 playing a proceed indication for governing the same trac movement, the combination comprising, a plurality of indication control devices, means controlled by a train upon moving over any of said routes in either direction in response to energization of the route check stick relay for the same direction for the same route for energizing a corresponding one of said indication control devices, and means controlled by the corresponding indication control device in the energized condition for recording the time and length of occupancy of the route by the train.

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