US879494A - Train protection for railways. - Google Patents

Description

PATENTED FEB. 18', E908- B. GLROWEL-L. TRAIN PROTECTION FOR RAILWAYSQ APPLICATION FILED PEB.'13,' 1899.

6 SHEETS- SHEET-1.

.fiwenior: ,flemfoze CI ZM/Q WQL,

PATENTED FEB. 18, 1908.

B. G. ROWELL. TRAIN PROTECTION FOR RAILWAYS.

APPLICATION FILED FEB.13, 1899.

6 SHEETSSHEET 2.

' (girl/ asses.

No. 879,494. PATENTED FEB 18, 1908- B. O. ROWELL.

TRAIN PROTECTION FOR RAILWAYS, APPLIGATION FILED FEB: 13, 1899.

6 sums-4mm a.

in. 879,494. PATENTED FEB.18, 1908.

B. 0. ROWELL.

TRAIN PROTECTION FOR RAILWAYS/ APPLICATION 'IILBDIEB. 1a, 1899.

e sums-sum 4.

wmn umm.

' Zm'mm P ATENTED FEB. 18, 1908. B, 0. HOWELL.

6 SHEETS-SHEET B.

E/IST R I .[zwnior i jliliii hii i sic;

i v 1 listin s new so. Jo JkbJ- ciif BENTON C. RGWELL, OF CHICAGO, iLLIIx 01S, ASSIGNOR TO ROWELL POTTER SAFETY STOP COMPANY, OF PORTLAND, MATA'E, .A CORPORATION OF hiii'lNE.

To all whom it may concern:

Be it known that I, BENTON CQROWELL,

of Chicago, in the. county of Cook and I:

f Illinois, have invented a new and users 6 system of Train Protection for Rail. oi which the following is a specificntion. reference being had to the accompanying clrawings, in which- Figure 1 is a diagram llustrating ti e to simplest form of my system; Figs. 2, 2 and 2 are a diagram illustrating the "preferred form of my system, this diagram hein con tinued from sheet to sheet in order to c early show its working; Fig. 3 is e diagram illustrating the application of my system at a grade crossing; Fig. 4 is a diagram illustrating a simpler 'formof the application of my system to a grade corssing,

hiy system is designed to make it impossible for one railway train to come into contact with another, end While many systems have heretofore been devised intended to accon'isolish that result, I am the first to devise a sleek system comprising two or more signals, automatic appliances for shiitii 0 each to-safety, and means connecting the automatic safety shifting apuliance such that when a train in the proper direct-ion controls one of them, no other train can op ate any conflicting or opposing signals. signals' 1 mean blockin appliances which either warn the engineer to stop the train, or which automatically stop the train, including audible and Visible signals, as well as en- Paratuses which automatically apply the brakes, or derail the train. .1

Fig. l is a diagram of at system embody ing my new principle, which I will now explain more fully, together .With the best mode which I have conteinolated applying that rinciple, for although have contemplaten mechanical means, anal compressed air means, yet electrical means are much simpler and in other respects preferable. The blocking ap liances Assn A: are at danger except W 1011 shifted to safety by 2. train about to pass one of them, and the means by which a train with the rightof way nearing signal A, shifts signal A from. danger to safety in order that it may pass, and back to lien or in passing, also operates auto- I matically' to make it irnyossible for a too closely following train to shift that signal from danger. to safety; and also to make it ininossible for an opposing train to shift s gnal A oin. danger'to ri'nmi sl will shoit K r u) the at ire-s from "he pol traces, and by the Fire" the coil oi ino' axle of a twin extends near battery (i the curren p lows mainly through the wheels and the current through the coil cl n A,

6t beer s so small that the amiss-u 7;.

rops, and It" contac ch it. The circuit through .magnet i 1; pleteil from battery through wire through the wire from G to 7:, through the Wire from k to the coil 05?, three oil of F and the Wire from that coil, t nd through the wire from f, to u This motion of disk f one si -o. c energizin magnet F, causes f to cringe the fingers stripj' clear of its iingerj".

Connecting lingers f p the safety circuit, for trail ight to left, over the sectfil, and disconnectng st in e. f breaks the circuitof magnet F oi s I 7 which circuit includes his to the left 1-, anti controlled hy trains. running om left to right. One of these 'sa" y carouits which is partially compietecl by con nee-ting lingers f from battery G t trough the Wire to upper f, through f" to lower f. and through Wire from lower f to wire Gt along G to wire leading to switch B, a; switch B by wire to coilof mag-net. a, th; that coil by Wire to wire G, and al n' battery G and all the others can traced from this one as exai The circuit of magnet F of tlislsf is l'r'o; i cattery G viaff to F and from F to k t the of Fig. 1 and thence (when l? is at closed) through Wire connecting hack to G This train next sh battery (1', and causes magnet D armature, but as that armature l armature of magnet 11, the switch Yr Fc closed; moreover closing 7: would "o if made While 7: is is closed for the son closing 7c is energizes magnet F of disk f thereby opens switch f f of disk i -35 A. When this danger breaks the circuit at f f which should be closed at 7c is in order to energize magnet F of disk f This circuit is through switch 12 k, by wire connecting 70 with G, by G through battery G froinG through switch f f (when closed) by wire from f through the coil of magnet F of disk f, and by wire from that coil back to switch 1376. This train from right to switch B of signal A but this is idle for one terminal of this switch B connects with wire IG and there is no current in wire G since, the connection betwecnf jcannot be completed while any train running from right to left 5 occupies this section of track; and this track switch B is idle except when operated by a train running over this section from left to right. This train from right to left next closes track switch B of signal A, and com pletes safety circuit through ma net a, of signal A, thereby shifting. signal Armin danger to. safety. This is done by well known mechanism set in operation by energizing magnet a, one example of which is described in my April 2, 1901. This train from right to left next closes track switch B, but this is idle for one terminal of B goes to G, which is v dead when a train, moving from right to left is on the section. This right to left train next closes track switch B, and completes a local circuit through. a magnet and causes the armature of that magnet to close danger circuit through danger magnet c of signal circuit is thus closed danger magnet a of signal A shifts signal A back to danger. That signal cannot be shifted to safety by a following train energizing safety magnet a, until the circuit through 40 the danger magnet a, is brolren by the energization of the releasing magnet D of A through the subsequent closure of 13* at A as hereinafter stated. The lower switch point of B of A is connected through the coil of D of A with G, and the upper switch point of B of A is connected with G so that when switch B of A is closed magnet D of 'A is energized. This circuit through danger magnet c of signal A, Fig. 1, is through battery G wire G to Wire connecting coil of a, with G, coil of af, wire leading to the switch whose moving member is the armature of magnet D of signal A, wire connecting that armature to the wire just above. wire G I q I I u I in. Fig. l, which is-a wire connecting the liketerminals of the coils of magnets a of signal A, and of signal A, Fig. 1, back to battery G". This right'to left train next closes track switch B but idly forone terminal ofB 60, connects with wire G, which is dead until a train' fro'mleft to right has entered the sec-5 tion and connected ri ht bound 'wire G with battery G that is so ong as any train'from.

right to left has control of the sect on by connecting its leftbound wire G with battery left next closes track Patent No.' 671,032, dated.

back by 4 break the circuit through danger magnet a.- 110 G no train entering the section from left to right can make connection between right bound wire G and battery G. This right to left, or left bound, train closes track switch B of signal A, and shifts that signal to safety, by energizing safety magnet a, of signal A.

The circuit completed by closing B of A is by wire leading from the movable member of B to wire G, and by wire leading through magnet a from the stationary member of B to wire G, for wires G and G are then in electrical connection with battery G by reason of f bridging fingers f as already explained. The circuits of the danger magnets c are closed by the track switches B, which when closed complete each a local circuit through a magnet and "cause the armatures of those magnets to close each a circuit through magnets a for the wires of these danger circuits through magnets connect one with the wire G and the other with the upper wire not lettered but shown in Fig. l as parallel with the wires G, G and G, and which is electrically the same as wire G so far as its use with the danger magnets a of Fig. 1 is concerned being connected with G as indicated at the left of Fig. 1.

The circuit through D of signal A is not made when a left bound train closes track switch B of signal A for the reason that one terminal of the wire leading from the movable member of B connects with wire G which is dead while a left bound train is in the block shown .in 1; but when E of signal A is closed a circuit from battery G is com )leted through wire i, wire from G through D of A tostationary member of B of A through movable member of B3, by wire to G and from G to battery G as already explained. The armature between the magnet D and the magnet in the local circuit of B remains inert and must be moved relieving magnet D in order to This left bound train next closes track switch B of signal A and thereby energizes danger 'magnet d of signal A, as before described with reference to danger magnet a, of signal A. This left bound train next closes track switch 13*, of signal A,- and completes a circuit through relieving magnet ,D", of signal A, causing magnet I) of signal A to attract its armature and break the circuit of danger ,magne't c of signal A, which allows a following left bound train to shift signal A from danger to safety; for the magnets. 11 and a;*' of each signal, are so connected that a current through one of them will be idle, if there then be a current through the other; as will .be'clear on reference to my Patent, No.

671,032, datedfA pril 2 1901.

- The circuit through relieving rn'agnet D of signal A is from battery G wire G wire con- 'necting G tocoil of D of signal A, wire con- 3;)

I ith switcis B", Wire conwire connecting wire 1 7 and upper f back to bu ieit bound train next i; r track t-ivit'oi' ii of signei A but idiy, ii switch goes to Wire G,

(mew efore explained This i. closes track switch B .iiioietes aoircuit through d of danger a 01" 1155i43w mg sign a A under control ivving ieit bound train, first .ioft oou od train. is now no aring the turnout on e ieii of this scotion. The circuit ihrongil relieving m egnet D of danger magnet a of signed A is much the some as just doeoriioed; that is om betteryGi vv be coii of D oi M coii witiv Kit-h G an i a train sin . ,ao'u-gh ti] armature is no longer held y from-i1 by megne'ii- D, is held away 1 is the i'eiien arihetme of magnet I). train entering the se'ciion iiown in Fig. oro. die ieft first moves die! f one step, as i iie train entering from the right first kfone step. in short the detailed tier: 'o'oeedy given as to a train runm right to ieft over the section in 1, applies, muiazis mutendie, 'am running over the ejection shown'in '1 ram leftio right. ig 1, signal A, track switch B, operaio shift signaii from danger to safety I by ore-ins from right to ieft, .md track 'feivitch B, o 'erative toshift signal A from danger to so ety only by trains from left to right, embody one feature Tof my invention,

and this is also true of signal A and its track switches B and B, one at one side the other or the oiiierside oi' signal A; and this feature be regarded as the unitof my invention; for these signais might return to danger by gravity. These two units in combination embody my invention in its est form. It wiil now be plain also that a train from right to left nmst move diskfin a direction to close one switch and open the other and next move disirf in :1 direction to open one and close the other, and cannot 11love disk f 2 at all; while a train running from left to right must move disk? in e direction to close one and open the other and next move diekf in a direction to .open one and close the other, and cannot move diskf at eii. This apparatus, so f'ar as it is in effect a signal which indicates not oniy the presence oi e train, but aiso in which direction that troin is running, forms the so ject of my ifatent (595%49; dated March 18, 1952.

'oiest mode of applying my new ones rivet the engineer shall pay in; principle in such a manner thateven runaway engines on a single track Whether in opposite directions or one following another cannot meet, I use as that blocking appliance the Well known safety stop, which when den emanation-Hy applies the broke-e, or some 0W1 dereiiing apparatus and means by Nil 1. each trein in shifting such ignei i'rcm den er to safety renders on it? eigizei' medieteiy i1; its rear and front one be einit ai iron: danger so safety; but also the V which the serond 51 ml 211 its rear it can so'sh "ted, one vitel'point be between ivv-"o opposing trains, and 3 least must always be in and. e foiic-Wzng lsreln e'ven i s igneie be disobeyed, as in tne vav trams.

T i of ekppiying my new principie is fui iy sin .n In. t diagram 2, 2 and. 2 in which A A and A are blocking appliances which cannot be passed when at danger. A left bound train with the right of we nearing signal A (Fi 2*) short circuits tree battery cl, and there y outs of? current from magnet B, when its armature drcpe'end takes its piece in readiness to complete a circuit through magnet F o wire G" and main ba-t- As the left bound train runs on toward signal A it short circuits tree-i; battery o and outs off current from magnet D whose armature crops and allows fine ermomre oi D to complete the circuit through magnet F of disk'f. This circuit through magnet Fof disk fie the disk operating circuit for left bound entering brains and is traced asio'llow's: from 7c] throngh 'Wire G n F, wire 18 to j of disk? ffi wire 19 to battery 6; Wire $0 the signeis; and in order to apply not only ine nieens by which the not one signal at ie'est must 2i); wire G and wire 21 to la. When ener- .gized, magnet F rotates disk f one step, and

thereby causes f to connect points which connects left bound wire G with the plus wire G of the main battery G through the following circuit :from left bound wire G through wire 22 to lower f, f: upper f wire 23; wire 19; battery G"; and wire to plus wire G. This connection so far compl'etes all, the left bound safety circuits that they are ready for operation when fully comright bound trains move disk f step by step,

by the disconnectionof upper f and f of disk f. This circuit through which right bound entering trains operate disk f 2 is controlled by the magnets D D of Fig. 2 and is traced as follows z-from k of Fig. 2 via wire G to Fof disk f wire 24; contacts f and f (when closed); wires 23 and 19 to battery G wire 20 to wire G; and thence through wire 25 to is. This is the disk operating circuit for right bound entering trains and like the disk operating circuit for the left bound entering trains above described serves to prepare the signal operating circuits for operation by the right bound trains as the latter traverse the section by connectting wire G with plus wire G through wire 26; contacts f f (when connected by f; wire 19; battery G and wire 20 to plus wire G. This connection so far completes all the right bound signal operating. circuits that they are ready for operation when'fully completed by the passage of the right bound train. But of course no entering right bound train can control its disk operating circuit,

after disk f has been moved by the presence of a left bound train near signal A, because of the break at f f, and the left bound train is thus secure against head on collision as soon as it has made preparations for shifting signal A to safety; and the left bound train cannot make these preparations if a right bound train' has completed its preparations to enter that section, because of the break made at f f in the left bound trains disk operating circuit.

It will now be lain that head on collisions are imposible with a block system embodying my new principle; for even in the almost impossible contingency of com leting the circuit through magnet F of the liaft bound train at the same instant that it is completed through magnet F of the right bound train the only result will be that neither train can complete its preparations for traveling over and wire both trains (if not runaway) will back on tov the nearest turnout, and one will thereby give the other the right of way, for-as neither disk'was moved one full step, one of them will return to its normal posit on (that shown in Fig. 2") as soon as the train controlling1 it er has backed far enough; and the return of eit disk to its normal osition will give safety to the other train or the disk f or f? of the train which had not backed far enough to break the circuit through magnet D will be moved one full step as soon as the disk of the other train returned to its normal osition; and its safety circuit will be comp eted, as described below, through the safety magnet a of its signal, which will shift its signal to safety. The left bound safety circuits arefrom plus wire G through wire I, safety magnet a, and wire 2, to .the track wire H, and

from the'track wire by wire 3 to wire G; and i the right bound safety circuits are the same circuits are the same but from plus wire to right bound wire G that is the wires ;1, 2 and 3 connect wires G and G through safety magnet a of A, shown in Fig. 2', but connect wiresG and G The track wire is the usual track wire kept, unbroken by rela s e 6 etc. and track batteries d (1 etc. so ong as the track relays 'are kept energized, but broken when these relays are demagnetized by short circuiting their batteries 0L etc. as will be fully understood without description, for this is and has long been amatter amiliar to all skilled in the art. I

When the left bound entering train has completed its disk operating circuit through magnet F, by short circuiting the track batteries (Z d it completes its safety circuit through safety magnet a of signal A; for

when said batteries 03 d are short circuited the armature of the line rela 3 (Fig. 2 is connected to line H and the safety circuit through a is complete. When this circuit is completed signal A shifts from danger to safety and the left bound train passes it, and in passing short circuits the track battery d As soon as the left bound train hasshort circuited track battery d relay e drops its armature and the circuit through magnet j is broken. This circuit which'remains broken so long as track Wire H is broken by the running of the train from signal A to A, and

until the train has passed track battery d at signal A, is from track wire H by wire 4,

y e is dropped,

local battery in wire 4, magnet j, and from I magnet y" by wires 5 and 6 to the left back to track wire H- at relay 6 whose magnet is energized by track battery (1". T e result of breaking this circuit of magnet, is that the armature of magnet y" drops and corn pletes the danger circuit through danger magnet a of signal A. This danger circuit 1s s zenee from, wire through wire I, magnet a, wire 7, armature of magnet i and Wire 8 to Wire G; end csiong es that circuit remains complete a. following train cannot shift signal A from danger. to safety; foreven .1. following train should get to A before-the preceding left bound train has passed A, and complete its safety circuit (tln'ough magnet a of signal A) thetmegnet could not overcome the danger magnet of, While its'cironit l", I, a, and G,'\V2S unbroken; and signal A would remain st danger, and the toilovi ing train would he stopped either by signal A, or else by its engi- 1 he saw the semaphore, or other visiole ignal forming part of signal A. and

. yo l that visible signal.

Signal A, hen'used. as shown Fig. 2

melly at safety and the leit bound train fr passing it and battery d, restores the circuit through trsci: Wire H Wires 5 end (i i and the lifting of the armature g breaks the circuit through danger magnet a? of signal-A, but of course,

' etsignal st danger, although a tolin having the-right of Way can to safety and pass it as before dehe left bound train passes A, v sets that signul to danger ny bressing the circuit through magnet y of signal A, Whose armature tells and makes the circuit throu h magnet c of signal A and signal remains at danger until the train has passed signal A The circuit of magnet j at A is traced magnet ,3 e the circuit made up of Wires *idnisgnet j of signal Pris closed 1 j" attracts its armature, and breaks the circuit through danger magnet a of hgnsl A, thereby giving right oiwey to n following trsin approaching si nal A; and slsowhen circuit H, 4, 5 and 6 through meg net of signal A is thus restored a circuit through magnet 9' Fig. 2 is completed through wires H, \3 end 9 and energizing magnet j gives right OfWttY to a left bound train which has one danger signal to'pass before it can travel over the section of track bets sen signal A and that preceding danger signs-l; Thus While a left bound train which lies passed si nal A is traveling tows-rd A. it is protect-ed" om following trains by signal and slsoby the danger signal next in rear A; bn' after it hes got under rotection of A d. hie traveling up to an past'it is signs 5.", Fig. Zflit short circuits battery (1 and reey e. and thereby breziks a 01 taining a battery and magnet j (Fig. 2) and wire 11 back to wire H at relay 6 onthe ri ht of Fig. 2". On the breaking of this circuit the armature of magnet 7 drops and breaks the circuit from one pole of battery (Z, Fig. 2, to upper rail, from the upper rail to magnet j thence to armature of j, thence by wires 12 and 13 to armature of j, thence to the lower rail by Wire 14 and through the lower rail back to battery d. When this cir cuit through magnet f, is thus broken meg net drops its armature and thereby breaks the circuit of which the armature of magnet is :1 part, end thereby prevents en opposing or right hound train norn passing signal A, "because the. wires connecting with the armature oi 1n agnet are part of the circuit of safety magnet aof-A. which therefore cannot'he ener ized to shift signal A to safety while its circuit open at 7' But if an opv posing or right bound trainshould have passed signal N, Fig. 2, before the left bound train opens relay 6 and breaks the circuit through magnet 7' {namely the circuit H, 16 and 1]., Figs. 2 and 2) the opposing right bound train will short circuit. cattery d of- Fig. 2 and demagnetize magnets 7' and 7' Whose armature will drop, and the dro ping of the armature of magnet 9' will brea the circuit of magnet j of signal A, the fall of the armature of magnet j shiftA' to danger, so that the left bound train, then between A, Fig. 2 and A,Fig. 2, cannot pass A". h'iorcover when the srmatureof magnet i drops it simultaneously breaks a circuit of which the armature of j" is a part, and which must be restored before a left bound train can shift signal A Fig. 2, to s:. circuit is made up of wire 3.5

oi 2 and 2, switch 16 wire '17, coils of magnet o of signal A (Fig. 2) and Wire 1 to Wire G; and on'the other side of 9' Wire 12 of 2 and 2 to wire G; Wires G and G being connected through disk f as above described.

When the siding or turn out Xis electricsally clear of the main line as shown in Fig. 2 9. train on'thet turn out cannot short circult battery d, and is precisely as it it were not present, but after the left bound train shifted A of Fig. 2 to safety and passed that signal and. shifted it back to danger, as already fully described with rcgardto signal A of Fig. 2*, it will if it runsover the main line past turn out X, Fig, 2, short' circuit battery (1, and drop srmature of j and j, and A of Fig. 2 will remain at danger until the left bound train has passed signal A of Fig. 2. The left bound train after passing out magnet D, endnext in magnet D of Fig. 2, (r versing its operation on entering the section shown in Fig. 2 and thereby moves disk j back one step. This operation of magnets ouit snide upof track wire H, wire 10-, coni D D in the order namedcouses the urineand through 9 that each ti'on as it forms the on entering the section ture of D to be freed first and then when the armature of D falls, k contacts with 7r and closes a circuit through magnet F of disk f which effects the return of disk j and this circuit is traced follows :from contact [6 byv wire. 31 to magnet F and thence by wire 18, contacts and f wire 19, battery G wire 20, wire G and wire 25 to k. This follows :from k of Fig. 2 by wire ao magnet F of d1sksf ;-w1re 24- contacts f,

' f (when together) wires 23 and. 19, battery G and wires 20, G and 21 to contact k. if no following train enter the section before "the left bound train counts out by moving disk f back one step, as just described, then all the conditions will be as shown in Figs. 2,

2 and 2 but if a following train has entered the section before the first left bound train has left it will move diskf a second step, and diskf will not be brought back to its normal position until'the second train has counted out, and. so as to any number of left bound trains. .This' enables any desired number of trains to run in one direction on a section before an opposing train can enter that section; that is if two, three, four or more trains enter a section successively on' the right, disk f will be moved two, three, four or more steps in one direction, and each of these trains must leave that section in order to bring disk f back to a position which will e an op osing train to get a clear signal.

enab

What has ecn said as to eft bound trains is applicable to right bound trains, m'u tatis mutandis, as will be obvious.

It will now be clear that in this mode of a plying'my new principle, there is, under all circumstances atleast one dan er signal between any train running on tie single track, and any other train running on that track, whether opposing or following; and of these danger signals operates both as a head blocking appliance and a rear blockin appliance, and both directions; but while -t1is mode of applying my new principle affords absolute protection from collision, whether head on, or rear end, and also absolute protection for, a train on-a sidin and also against accidents from open switc es, yet this protectiondepends upon the proper working of the mechanical, fluid,

or electrical means used for inter-connecting the danger signals; and this form of my system'is open to the objection that it is not wholly safe to rely dn such means,.no matter how well designed and constructed.

The step by step apparatus indicated by i the disks f and f 2 need no detailed descrip: subject matter of my,

Patent No. 695,64 8, dated March 18, 1902.

.The apparatus by means of which a train shown in Fig. :2 debattery G of Fig. 2*.

broken by the movement of either f magnetizes magnet D before it demagnetizes ma net D; and demagnetizesyD before D on leaving the section, and thereby energizes magnet F on entering and magnet F on leaving, needs no detailed description as it forms the subject matter of my Patent No. 695,649, dated March 18, 1902. over, my invention which forms the subject matter of this application has no relation to details of construction or any particular apparatus but relates wholly to my new system of train protection, as above explained.

While I have described my new system as I applied to a sin le track over which trains are run in both directions, it will be obvious that it is applicable to* grade crossings, as illustrated in Fig. 3, for a train-running in either direction over either of two tracks which cross each other'at grade is an opposing train to a train running on the other track. In this example of my system when one train isready to shift its signal from danger to safety, in order that it may run over the crossing it makes inoperative the. means by which opposing trains can shift their respective signals from danger to safety. For example, as a train a preaches from the east in Fig. 3'it closes at f 7s a cir.

cult from battery Gr through'magnet F just 7 as a circuit from battery G is closed at k 7; through magnet F of Fig. 2*, and for the same purpose, namely, to move disk f? one step and connect wires G and Gr through battery G? of Fig. 3, as disk f is moved one step and wires G and G connected through This circuit closed at k 7c at the east of Fig. 3 is through the switches s of disks f", 7 and f and is as follows: from 7c by plus Wire to battery G, from G to and through switch s of f thence to and through switch 8 off, thence to and through switch 8 of f thence through magnet F back to k. WVhen disk f is thus moved one step its switch f a is closed and this makes a partially completed circuit from.

battery G". through switch f of disk f by which the plus wire of battery G and wire G are connected; and wire G5 is the left bound wire for all trains entering on the east and running from rightto left in Fig. 3; that is signal A can heshifted to safety by connecting one 'terminalof the coils'of its safety magnet awithwire G and the otherterminal with Wire G regard to safety magnet a of signal-A and lus wire G and left bounfdwire G, of Fig. 2". lhe main difierence between F igs..2, 2 and 2 on theone hand and Fig. 3 on the other is that the circuit of magnet F' of disk is 1 or The like circuit for the glike magnet of disk f is broken by the movement of f orf the like circuit for-magnet of f 7 broken by f, f or f and for it will as already explained withf uns e now-be plain that a train entering'at' 130 to safety one automatically o train approaching \fro erated by a In one (irection, the

other automatically operated by a train epproaching from the 0p 5 ger circuit automatica passing in either dire osite direction; a clanly operated by a train ction and means by which the first train to enter the block automatically makes its own safety circuit, and

I also inhibits the makin circuit by a train in the Witnesses:

DORR E. FELT,

g of the other safety opposed direction.

, L 0U'Is A. DE BERARD.

Images