US928273A - Block system for railways. - Google Patents

Description

G. W.'NIS'TLE, E. INSKIP & B. W. BRADY.

BLOCK SYSTEM FOR RAILWAYS.

APPLICATION FILED JAN. 2, 1908.

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m uw gm a a; W. NISTLE, B. INSKIP & B. w. BRADY.

BLOCK SYSTEM FOR BAII IWAYS.

' APPLICATION FILED JAN. 2 1908. 928,273.

- Patented July 20,1909.

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ANDREW B. emu m, PMOTOAJYNOGRAPHERE. WASHINGTON,

UNITED STATES PATENT OFFICE.

GEORGE W. NISTLE, OF MUSKEGON, MICHIGAN, AND BERNARD W. BRADY AND EDWARD INSKIP, OF CHICAGO, ILLINOIS.

BLOCK SYSTEM FOR RAILWAYS.

To all whom it may concern:

Be it known that we, GEORGE W. NISTLE, residing at Muskegon, in the county of Mus kegon and State of Michigan, and BERNARD W. BRADY and EDWARD INSKIP, residing at Chicago, in the county of Cook and State of Illinois, all citizens of the United States, have invented certain new and useful Improvements in Block Systems for Railway- Bridges, of which the following is a specification.

This invention relates to improvements in block systems for railway bridges, and refers more particularly to improvements in a system of that general type in which mechanism. located along a track cooperates with mech anism upon the train to automatically arrest the latter in case the train attempts to cross an open draw or bridge.

Among the salient objects of the invention are to provide a system which is completely automatic in its arresting functions and of reliable construction and operation, thereby eliminating the personal equation to the greatest practical extent; to provide a system whereby a train approaching a bridge automatically locks the latter and at the same time outs of? the power which operates the bridge, until the train has passed over the latter whereupon the train automatically restores the system to its normal condition; to provide a system in which the opening of the bridge automatically sets the blocking mechanism in danger position and automatically restores the system to normal cleared condition by a closing of the bridge; to provide signaling mechanism for warning the engineer of an approaching train in case the block is in danger position; to provide other signaling mechanism for notifying the bridge tender that an approaching train has locked the bridge and cut off the operating power; to provide simple and effective mechanism for cooperating with the air brake system whereby said air brake system is brought into operation automatically in case the blocir conditions were such that this should be done; to provide an improved type of track lever which cooperates with mechanism upon the train and in general to provide an improved construction of the character referred to.

Specification of Letters Patent.

Application filed January 2, 1908.

Patented July 20, 1909.

Serial No. 408,946.

The invention consists in the matters hereinafter described and more particularly pointed out in the appended claims.

In the accompanying drawingsFigure 1 shows diagrammatically an embodiment of the system as applied to a swinging bridge equipped with a single railway track. Fig. 2 is a detail side elevation of one of the track instruments, parts being broken away to reduce the size of the drawing. Fig. 3 is a side elevation of the other track instrument differing slightly in details of equipment. Fig. 4 is a detailed sectional view of the blocking latch mechanism, taken through lines 44 of Fig. 2. Fig. 5 is a sectional view of one of the contact devices shown in open position. Fig. 6 is a detailed sectional view of the frictional latch mechanism taken through lines 66 of Fig. 2. Fig. 7 is a side elevation of the controller wheel and associated mechanism, parts of the wheel being broken away to reduce the size of the drawing. Fig. Sis a fragmentary detailed view of one of the contact devices upon the bridge.

In carrying the present invention into ef fect, we employ a novel type of circuit controlling track instrument which takes the form of a lever having one. or more tread surfaces inclined relatively to the horizontal. Each of these instruments is provided with contact making devices controlling circuit connections which lock or clear the block. Some of these instruments are also provided with blocking mechanism whereby they are .rnechanically held against oscillation by a passing train. These instruments are located along the rails of the track in pos1t1on to be encountered by a controlling wheel carried in some suitable manner by some part of the train; and this controlling wheel is, under certain conditions, raised or forced upwardly by the track instruments, to thereby vent the train pipe of the air brake mechanism of the train.

In the diagram A designates as a whole a draw or turn bridge mounted upon a base 1 and provided with gear mechanism designated as a whole 2 which is swung into its open or closed positions through the action of a driving shaft 3 operated by an electric motor 4.

D and C designate the track instruments,

a pair of which are arranged at either end of the block.

B designates as a whole a semaphore for warning an approaching train, and E designates the signal mechanism for notifying the bridge tender.

F designates the mechanism for locking the bridge in closed position.

Describing now the several track levers, and referring to Fig. 2, the instrument there shown is that designated C. This instrument is pivotally mounted at 16 upon a suitable base plate 15 fastened to a cross tie or other support upon the road bed. This lever is desirably made from angle iron so as to be both light and strong and is bent to provide oppositely downwardly inclined track surfaces 17*17 and converging intermediate surfaces 18-13. his lever is so supported, relatively to the line of travel of the controller wheel which actuates the lever that it may be oscillated twice by the passage of a train thereover. This lever is weighted at its rear end so that when it is not positively held in one of its positions it will return to its normal position, i. c. with its front end elevated. The depression of the forward end of this lever is positively controlled by a magnet M and a cooperating latch mechanism. Describing th1s latch mechanism, and referring to Fig. 4, upon the side of the lever op )osite the magnet M is mounted a latch block 20 having a shoulder 21 with which is adapted to cooperate a latch 22 pivoted at its lower end as indicated at 23, and carrying an armature 24 which is acted upon by the end of the magnet. A spring 25 interposed between the latch and the head of the magnet spool tends to press the latch away from the magnet and into engagement with the latch block 20. The rear end of the lever is also controlled by a friction latch mechanism adapted to hold the lever yieldingly in either of its two positions in which it happens to be left. This friction latch mechanism comprises a magnet N arranged to act upon a pivoted latch member 26 carrying an armature 27 and provided at its upper end with a conical or double inclined engaging end 28 which cooperates with correspondingly shaped recesses 29 and 30, formed in the side face of the lever and at suitable points corresponding to the two positions of the lever. This latch is normally held in engagement with the lever by means of an expansion spring 31 interposed between the latch and the head of the magnet spool. Upon the rear end of this lever is mounted a contact plate 32 which cooperates with a pair of plates 33 mounted upon a suitable fixed support 34 below the lever; the relative arrangement of these parts being shown clearly in Fig. 5.

in Fig. 3 is shown the lever designated D in the diagram. The general construction and shape of this lever is, or may be, precisely the same as that of the instrument C. It is similarly pivoted at 16 to a base plate 15 and is weighted at its rear end as indicated at 35, so as to tend to return to its normal position. This leveris employed for momentarily closing a circuit while the controller wheel is passing thereover. To this end the forward end of the lever carries a contact plate 32 which cooperates with a pair of contact plates 33 mounted upon a support 34 in ex actly the same manner as the contacts carried by the levers C.

Next describing the controller wheel and its associated mechanism, and referring to Fig. 7, upon a suitable part of the train, as for example upon the ournal box of one of the axles of the tender, is mounted a frame designated as a whole 36, and which in turn carries a lever 37 pivotally mounted between its ends, as indicated at 38. A pipe 39 connected with and leading from the air train pipe of the train, extends through a suitable block or support 40 upon the frame 36, and terminates in a cap 41 which is normally held upon the pipe so as to close and seal the latter by means of an-upright-lever 42 pivoted at 43 upon the frame 36. This lever is held in position to retain the cap 41 by an extension 44 of the lever 37; the arrangement being such that when this end of the lever 37 is depressed it releases the lever 42 and vents the train pipe. Upon the longer end of the lever 37 is pivotally mounted the controller wheel 45 which cooperates with the several levers hereinbefore described. This controller wheel is held against rising until it encounters a lever which is held positively in fixed position,

by means of a relatively stiff spring 46 mounted upon the frame 36 and bearing upon the upper side of the lever 37. When the controller wheel has been elevated so as to release the lever 42, vent the train pipe and so apply the brakes and arrest the train, the

parts associated with the controller wheel will be restored to their normal positions manually by the train men.

Describing now the contact devices associated with the bridge proper, a contact plate 47 is secured to but insulated from the bridge, and is adapted to cooperate with a pair of contact plates 48 upon the bank. Upon the rotating collar 49 of the bridge is rigidly mounted a contact device 50 which cooperates with a contact ring 51 upon the base support 1. As seen in the diagram the contact ring 51 as well as the contact device 50 are insulated from their supports. Upon the side of the bridge opposite the contact 50, a contact screw 52 is secured to the ring 51. In order to effectually set the blocking mechanism in danger position in case the bridge is destroyed by fire or any other means, the contacts 47 and 50 are connected by a fusible wire 53 which extends across the length of the bridge. This wire is adapted to with stand any ordinary current which may be sent through .it but will fuse in case it is exposed to great heat and thus break certain circuit connections as WIll hereinafter more clearly appear.

Describing new the bridge operating mechanism, the motor 4 is driven from any suitable source of current supply (not shown) and is controlled by the bridge operator through means of a switch54. This current supply is also automatically controlled by a switch 55 pivotally mounted at 56 and carrying a contact lever 57. This lever 57 is provided with an armature plate 58 which is so controlled by a magnet P as to close the 169. This lever 69 is pivoted trolled by a solenoid switch when the magnet P is energized. The rear end of the lever 57 is weighted. as shown at 59 so that switch 55 will be opened by gravity when the magnet P is deenergized. It will thus be seen that the magnet P through the action of this switch lever positively controls the source of current to the motor.

The bridge locking mechanism F is con- 60 and windings 61. This solenoid is pivotally mounted at 62 by means of a lever arm 63 which carries a weighted extension 64. As seen in the diagram these parts are so arranged that when the windings 61 are energized the solenoid will withdraw the locking mechanism from the bridge, while when the windings are deenergized the weight extension will force the look into the bridge by gravity.

In order to notify the bridge operator that the bridge is locked and the power has been cut off, we provide the signaling mechanism designated as a whole E. Thismechanism comprises an electric bell 65 and a visible signaling disk 66 adapted to be operated by the closing of the circuit through a battery 67. The disk mechanism is constructed similarly to the switch lever 55, being provided with an armature carrying lever 67 and a weight extension 68. The lever 67 being controlled by a magnet S in circuit with the battery 67 The circuit of the battery 67 is normally broken by means of a contact carrying lever at 70 and weighted at its rear end as indicated at 71, and is provided with an armature 72 controlled by a magnet It will be seen that these parts are so arranged that when the magnet R is energized the lever 69 will be pulled downwardly and the circuit of the battery 67 broken. On the other hand when the magnet Ris deen ergized the weighted extension 71 will oscillate the rear end. of the lever 69 downwardly thus closing the contacts on the forward end of that lever and closing the circuit which operates the bell 65 and the disk 66.

At the forward end of the block is situated the semaphore B weighted at its rear end as indicated at 73 and controlled by a magnet T.

The circuits of the system which utilizes the mechanisms just described will now be traced.

Referring to diagrammatic Fig. 1, the systern is therein shown as organized for controlling the single track which passes over a turn or draw bridge.

At the entrance to the block the lever D stands in open circuit position, and the lever C is also in its normal position i. c. with its weiglited end. down. As the train enters the block it first encounters the lever D and as the controller wheel passes over the same, it immediately closes a circuit which energizes a magnetN at the forward. end of the block. This circuit may be traced as follows: from line L by way of conductor 75 through branch conductor 76 through the windings of the forward magnet N thence by way of conductor 77 to the contacts on the rear lever D, and thence to ground. at 78. The energizing of the forward magnet N does not at this time perform any electrical function inasmuch as the forward lever C is in its normal position; but as will hereinafter appear this circuit is useful when a train is backing across the bridge.

When the controller wheel encounters the rear lever C it will pass over the rear end of that lever without oscillating the same inasmuch as the lever is at this time in its normal position. However as the wheel passes over the forward end of the lever it will oscillate the latter unless the latch 22 is in locked position t. c. with its controlling magnet M deenergized. If the bridge is closed however the magnet M will be energized and the latch withdrawn. The circuit controlling the magnet M may be traced as follows: from line L by way of conductor 7 9 through. the windings of the rear magnet M to conductor 80 next to the forward end of the block to the junction point 81 and common conductor 82 to the contact ring 5]. at the base of the bridge, thence by way of contact brush 50 to the fuse wire 53, from the fuse wire to the contacts 47 and 48 and thence to ground at 83. It might be here stated that the locking latch of the forward lever C is at the same time withdrawn through the energizing of the forward magnet M. The circuit which energizes this latter magnet extends from line L and. conductor 75 and 84 through the windings of the forward magnet M to the junction point 81, and thence by way of common conductor 82 to ground at 83 as hereinbefore described.

It will be remembered that when the eontroller wheel passed over the rear lever C it elevated the rear end of the latter and broke the contacts at the rear thereof. The lever remains in this latter position i. c. with its rear end elevated through the action of the friction latch 26 inasmuch as the rear magnet N is at this time deenergized. The cir cuit controlling the rear magnet N may be traced as follows: from line L and conductor 79 to branch conductor 85, thence through the windings of the rear magnet N to conduc tor 86, by way of conductor 86 to the for ward end of the block to the contacts of the forward lever D, and thence by way of conductor 87 to ground. at 88. But inasmuch as the contacts on the forward lever D are at this time broken it will be seen that the rear magnet N will be deenergized.

The breaking of the contacts on the rear lever C deenergizes the magnets P and R and the windings 61 of the solenoid 60. It will be remembered that these magnets and the windings are so arranged that the deenergizing thereof will respectively out off the power of the motor 4, close the circuit of the operators signaling mechanism and lock the bridge. The circuit which controls the mag net P extends from line L through the windings of that magnet thence by way of conductor 89 to a common junction point 90. The circuit which controls the magnet R e):- tends from line L by way of conductor 91 through the windings of the magnet R and thence by way of common conductor 89 to the same junction point 90. Similarly the circuit of the windings 61 extends from line L conductor 92 through the windings 61 to conductor 93 and thence to the junction point 90. From the junction point 90 the several circuits of these magnets and the solenoid windings may be traced to ground as follows: from junction 90 by way of con ductor 9 1 to the contacts of the rear lever C (at this time open) thence by way of conductor 95 to the contacts of the forward lever C at the front end of the block. And from these contacts by way of conductor 96 to ground at 88. It will thus be seen that the circuits which energize the magnets P and R- andv the windings 61 are positively controlled by means of the contacts on the pair of levers C. Inasmuch as the bridge is now locked, the power out off, and the bridge op erator notified by means of the signaling mechanism, the train may safely pass over the bridge. When the train has passed over the bridge and reaches the forward end of the block, it will first encounter the forward lever C and as it passes over the latter will twice oscillate it, thereupon returning it to its normal position. The controller wheel of the train may at this time ride over the forward end of the lever C inasmuch as the blocking latch is at this time withdrawn by its magnet as hereinbefore stated. As the train passes out of the block it will depress the forward end of the lever D thus momentarily closing the circuit which controls the rear magnet N and energize the latter. The energizing of the rear magnet N will withdraw the latch 26 and permit the contacts of the rear lever C to return to their normally closed position by gravity. This closes the circuits which control the bridge lock, power circuit and operates signaling device and the system is again in cleared position. It might be here noted that the energizing of the windings 61 will center the solenoid60 thus bodily withdrawing the lock F from the bridge. The action of the power switch and lever 69 of the signaling circuit have hereinbefore been fully described.

The system herein shown is so arranged that a train may also safely back over the bridge. Assuming that the various mechanisms are in their normal cleared positions, the backing train will first encounter the forward lever D and momentarily close the contacts thereon without however performing any electrical function. As the controller wheel passes over the forward lever C it will elevate the rear end thereof thus breaking the contacts on the rear end of this lever. The breaking of these contacts takes off the ground 88 from the circuits which control the magnets P and R and the windings 61, thereby cutting off the power circuit operating the bridge, the tenders signaling mechanism and locking the bridge. This, of course, permits the train to safely pass over the bridge. It might be here noted that the contacts of the forward lever C will now remain broken through the action of the friction latch 26 inasmuch as the magnet N is at this time deenergized, its circuit being broken at the contacts of the rear lever D. When the backing train has crossed the bridge and reaches the rear end of the block, it will twice oscillate the rear magnet C returning it however to the position in which it found it. As the backing train passes out of the block it will oscillate the rear lever D thus momentarily closing the circuit through the contacts of this lever. This energizes the magnet N at the forward end of the block withdrawing its latch 26 and permitting the forward lever C to return to normal position thus clearing the block.

From the foregoing it will be seen. that a backing as well as an advancing train may safely pass across the bridge and as each leaves the block will automatically restore the system to its normal or cleared position.

In case the bridge operator desires to open the bridge, the system is so arranged that the blocking levers will be set at either end of the block and the semaphores will like wise each be set in danger position. The circuits which control the latches 22 of the blocking levers have been hereinbefore described and need not be retraced. It will be remembered that they are controlled through the contacts 47 and 48 and the fuse wire 53. It will thus be seen that as the bridge is opened the ground83 will be taken off through the separating of the contacts 47 and 48, thus deenergizing the magnets M and placing the blocking levers Gin danger position. It will be likewisenoted that in case the fuse wire be destroyed, this circuit will of course be broken.

In order to warn the engineer of a train approaching in either direction, that the bridge is open and the levers C in blocked position, we provide at either end of the block a semaphore B of well known construction. Each of these semaphores is controlled by a magnet T and so arranged as to be set in danger position by the de'c'nergizing of the magnets T as hereinbefore described. The circuit which controls the roar magnet T extends from line L to conductor 97, thence through the windings of magnet T to conductor 98, from conductor 98 to conductor 80 to the forward end of the block and thence by way of the common conductor 82 to ground at 83. The circuit which controls the forward magnet T may be similarly traced to the common return conductor 82.

When the bridge returns to its closed position, it closes the circuits which energize the magnets M and T, and the blocking levers and semaphores are placed in their respective normal positions.

While we have herein shown an embodiment of the invention which for sake of clearness is shown as applied to a single track, it is obvious that it may be changed in the various constructions of the operating mechanisms and in the connections of the circuits without in any manner departing from the spirit of our invention.

We claim as our invention:

1. In a block system for railway bridges, the combination with a bridge, and a length of track crossing said bridge, of a set of pivotally mounted train actuated contact controlling levers associated with said track beyond each end of said bridge, and adapted to be oscillated by the traverse thereover of a traversing member carried by a train, electrical contact devices controlled by the respective sets of levers, bridge mechanism for operating and for locking the bridge, circuit connections controlling said bridge mechanism and including said electrical contacts, whereby the passage of said traversing member over said sets of levers successively placesaid bridge mechanism in inoperative and operative condition.

2. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, a set of pivotally mounted train actuated contact controlling levers associated with said track beyond the respectiveends of said bridge,

and adapted to be oscillated by the traverse thereover of a traversing member carried by a train, electrical contact devices controlled by said levers, bridge mechanism, circuit connections for controlling said bridge mechanism and including said contact devices, whereby the passage of said traversing memher over said. sets of levers successively place said bridge mechanism in inoperative and operative condition.

3. In a block system for railway bridges, the combination with a railway bridge,of a length of track crossing said bridge, a set of pivotally mounted train actuated contact controlling levers associated with said length of track beyond each end of said bridge and adapted to be oscillated by the traverse thereover of a traversing member carried by a train, electrical contact devices controlled by said levers, means for locking said bridge in closed osition, and circuit connections for contro ing said locking member and including said. electrical contact devices whereby the passage of a traversing member over said sets of levers electrically controls said bridge locking mechanism.

4. In a block system for railway bridges, the combination with a bridge, of a length of track crossing said bridge, bridge locking mechanism associated with said bridge, normally closed train actuated contact devices arranged at either end of said length of track and beyond the respective ends of said bridge, means for holding said contact devices yieldably in the position in which they are left by the passage thereover of a train, and circuit connections controlling said locking mechanism and including said train-actuated contact devices.

5. In a block system for railway bridges, the combination with a bridge, of a length of track crossing said bridge, train actuated contact devices associated with said length of track, signaling mechanism associated with said bridge, a local battery circuit for operating said signaling mechanism, contact devices included in said local battery circuit, a magnet controlling said contact devices, and circuit connections including said magnet and said train actuated. contact devices whereby the latter electrically controls said signaling mechanism, and a suitable source of electric energy for said latter circuit connections.

6. In a. block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, train actuated contact devices associated with said length of track, signaling mechanism associated with said bridge, circuit connections for controlling said signaling mechanism and including said train actuated contact devices, mechanism for holding said train actuated contact devices yieldably in the position in which they were left after the passage of a train, a magnet controlling said latter mechanism, a second set of train actuated contact devices andcircuit connections ineluding said second set of contact devices and said magnet.

7. In a block system for railway bridges, the combination with a (lrawbridge, of a length of track crossing said bridge, electrical contact devices actuated by the passage of the train over said length of track, power mech anism for operating the bridge, normally closed. circuit connections for controlling said power mechanism and including said trainactuated contact devices, whereby said power mechanism is electrically controlled by a train entering said length of track.

8. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, power mechanism for operating said bridge, train controlled mechanism associated with said length of track and controlling said power mechanism.

9. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, a blocking lever pivotally mounted between its ends in the approach to said bridge and adapted to be oscillated by the traverse thereover of a traversing member carried by a train, locking mechanism associated with said lever, and means controlled by the bridge operation and in turn controlling said locking mechanism.

10. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said. bridge, a block ing lever pivotally mounted adjacent to said length of track beyond one end of said bridge and adapted to be oscillated by the traverse thereover of a traversing member carried by a train when said lever is in unlocked condition, locking mechanism controlling said lever, a magnet controlling said locking mechanism, train actuated contact devices controlled by the bridge operation and circuit connections including said contact devices and said magnet whereby said blocking lever is placed in danger position upon the opening of said bridge.

11. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, a blocking lever pivotally mounted between its ends adjacent to said length of track beyond the respective ends of said bridge, locking mechanism controlling the respective ends of said bridge, locking mechanism controlling the respective blocking levers, a magnet associated with each locking mechanism and controlling the latter, contact devices controlled by the operation of said bridge, and

circuit connections including said contact and said magnets whereby said locking levers are placed in danger position upon the opening of said bridge.

12. In a block system for railway bridges, the combination with a railway bridge, of a length of track crossing said bridge, train blocking mechanism associated with said length of track beyond the respective ends of said bridge, each of said mechanisms comprising a blocking lever, a locking device as sociated with said lever, and a magnet controlling said locking device, contact devices controlled by the bridge operation, and circuit connections including said contact devices and said magnets whereby said locking levers are electrically controlled by said bridge.

13. In a block system for railway bridges, the combination with a railway bridge, of power mechanism for operating said bridge, train actuated contact devices associated with said length of track, a magnet controlling said power mechanism, and circuit con nections including said magnet and said train actuated contact devices.

14. In a block system for railway bridges, the combination with a railway bridge, of a power mechanism for operating said bridge, a magnet controlling said power mechanism, train actuated contact devices beyond the respective ends of said bridge, circuit connections including said magnet and said contact devices whereby a train approaching said bridge places said power mechanism in inoperative condition and then restores it to normal after it has passed over the bridge.

15. In a railway block system for bridges, the combination with a bridge, a length of track crossing said bridge, means for locking said bridge, normally energized magnets maintaining said locking mechanism in unlocked position, normally closed train-actuated contact devices associated with said length of track and adapted to be actuated by a passing train, means for yieldably holding said contact devices in the position in which they are left by the passage thereover of a train, means for restoring said contact devices to normal, and circuit connections including said contact devices and magnets.

16. In a block system for railway bridges, the combination with a bridge, of a length of track crossing said bridge, a train actuated lever associated with said length of track, locking mechanism associated with said lever, a magnet controlling said locking mechanism, circuit connections extending across said bridge and including said magnet, a fusible link included in that part of the circuit connections which extend across the bridge, contact devices controlled by said lever, yieldable latch mechanism associated with said lever and adapted to maintain said contact devices yieldably in open or closed position, a magnet controlling said latching mechanism and circuit connections including said magnet, and a suitable source of electric energy.

17. In a block system for railway bridges, the combination with a brid e, of a length of track crossing said bridge, electrically controlled means for locking said bridge, a magnet controlling said locking means, a set of normally closed contact devices, means for maintaining said contact devices yieldably in open position, means for automatically restoring said contact devices to normal, circuit connections including said magnet and said set of contact devices, and a train-actuated lever associated with said length of track and controlling said contact devices, whereby said locking mechanism is electrically controlled by said lever.

18. In a block system for railways, the combination with a bridge, of a length of track crossing said bridge, power mechanism for operating the bridge, a blocking lever associated with said track, bridge controlled means in turn controllingsaid blocking lever and means whereby said blocking lever controls said power mechanism.

19. In a block system for railway bridges, the combination with a length of track, of a combined blocking and train actuated bridge controlling lever, a locking mechanism for said lever, said combined lever operating as a blocking lever by the rigid holding of one end in an elevated position by said locking mechanism, and operating as a bridge controlling lever by the alternate elevation and depression of one end of said lever by the passage thereover of a traversing member carried by a train, and a bridge controlled by said combined blocking and controlling lever.

20. In a block system for railways, the combination with a length of track, trainactuated contact devices associated therewith, signaling mechanism associated With said bridge, a local battery circuit for operating said signaling circuit, contact de vices included in said local battery circuit, a magnet controlling said contact devices, and circuit connections including said magnet and said train-actuated contact devices, whereby the latter electrically controls said signaling mechanism, and a suitable source of electrical energy for said latter circuit connections.

GEORGE W. NISTLE. BERNARD WV. BRADY. EDWARD INSKIP. Witnesses:

EMILIE ROSE, F. L. BELKNAP.

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