Chapter III: Part II: is devoted to W. A. Baldwin, formerly General Superintendent of (2)

6. Robinson's automatic signal system has increased the traffic capacity of the New York subway at least three-fold, and probably twice that. Without it the subway equipment could not transport with safety, one-fourth the number of passengers now carried.

7. This invention has created a practically new industry, giving employment to many thousands of men, in various capacities, skilled and unskilled.

8. It is enriching the railroads by enabling them to carry on twice the traffic, with a given equipment, that they could ever do before, and also by saving their equipment from destruction by collisions and other destructive means.

9. The Robinson automatic system is admittedly the only signal system ever produced that meets all the requirements of safe and rapid railroading.

10. Robinson's subsidiary invention of the rail bond, made more than fifty years ago in connection with his automatic system of signaling, and now in universal use on all electric roads using the track return, throughout the world, has made possible electric railroading as practiced today. Without this Robinson bond or its equivalent those electric roads using the track return could not be operated.

11. The Robinson automatic system is a humanitarian invention of the very highest order, to which thousands of travelers by rail are indebted for the preservation of life and limb.

Improvement in Electric Signaling Apparatus for Railroads.

No. 130,661. Patented Aug 20, 1872.]

UNITED STATES PATENT OFFICE

WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

Improvement in Electric-Signaling Apparatus for Railroads

Specifications forming part of Letters Patent No. 130,661, dated August 20, 1872.

Be it known that I, WILLIAM ROBINSON, of Brooklyn, in the county of Kings and State of New York, have invented a new and useful Electric Signaling Apparatus for Railways, of which the following is a full, clear, and exact description, reference being had to the accompanying drawing forming part of this specification.

The figure represents a top view of a double-track railway, with suitable sections and wire connections, together with an elevation of the signal-box with its face removed to show the signal within, the whole being arranged to illustrate my invention.

The object of this invention is to operate electric signals, audible or visible, by means of moving or standing vehicles or trains without the use of ordinary track connections for closing or breaking circuits, and without the use or with a limited use of line-wires for conducting the electric current, the rails of the track being used for the latter purpose. The invention consists in an improved signal of very simple construction, by which great ease of action is secured. It also embraces certain peculiarities in the arrangement of wires from the signal and battery to the track. A in the drawing represents a double-track railroad. C is a section of track, which may be a mile long, more or less, and having its rails _a b_ separated from metallic contact with the rails of the sections D and E, as shown at _a' b'_. In like manner the section C' of the other track has its rails separated from metallic contact with the rails of the sections D' and E'. The rails _a b c d_ should each have metallic continuity throughout the length of its section. The signal-box F is constructed of any suitable material, and is provided with an orifice, preferably in the center, covered with glass windows capable of illumination, through which the signal may be seen when exposed, day or night. Within this signal-box is placed the signal G, consisting of a disk, S, attached to the lever _e_, which, pivoted at _f_, turns on a horizontal axis. To the lever _e_ or its arbor is fixed the small projection or lever, preferably segmental, _g_. A cord, link, chain, or delicate elastic spring, _i_, is attached to the lever _g_ and to the upper part of the long lever L, in such a manner that when the armature _m_, which is attached to the lever L, is attracted by its magnet M and the upper part of said lever L swings in the direction of the arrow _z_, the upper part of the segmental lever _g_ moves forward and downward, thus permitting the chain _i_ to work closer to the pivot _f_. By this arrangement it will be seen that the greatest leverage-power is secured for moving the signal when the armature _m_ is the greatest distance from its magnet and the magnetic force is consequently weakest, the leverage-power diminishing gradually as the armature approaches the magnet. The vertical lever L moves on a horizontal axis, _f'_, and is prevented from swinging too far back from the magnet by the adjustable stop _s_, which may be so adjusted as to bring the armature _m_ a greater or less distance from its magnet M, as may be found necessary. The levers L and _e_ may be made of any suitable material and in any manner; but are preferably constructed of thin tubular metal for the purpose of securing great strength and rigidity with minimum weight and friction of parts. Furthermore, the disk S is counterbalanced by an adjustable weight, _w_, and by making that part of the lever _e_ embraced between the pivot _f_ and the disk S of considerable length, the disk S is brought from a state of concealment to a state of exposure, or the reverse, by passing through a comparatively small angle, and by arranging the disk-lever _e_, as shown in the drawing, in such a manner that in bringing the disk from a state of concealment to a state of exposure, or the reverse, said lever _e_ shall swing to and beyond a horizontal position, the greatest uniformity of motion with the least possible loss of power are secured.

Having thus described the construction of the visual signal G, it will be seen that when the electro-magnet M is charged it attracts the armature _m_ to itself, thus swinging the upper end of the lever L in the direction of the arrow _z_, and carrying the upper end of the lever _g_ forward, at the same time turning the same together with the lever _e_ on the axis _f_, and carrying the disk S down into the position indicated in dotted outline. Now connect one pole of the battery B with the rails _a_ and _c_, and the other pole with the rails _b_ and _d_ of the sections C and C' by means of the wires _k_ and _k'_, respectively. In like manner connect the ends of the coils of the magnet M, the one end with the rails _a_ and _c_ and the other end with the rails _b_ and _d_ of the same sections C and C' by the wires _l_ and _l'_, as shown in the drawing, and the apparatus is operative. The wires from the battery and the signal to the track are preferably insulated.

Before describing the operation of the apparatus as a whole, it may be stated that the electric current will follow a naked metallic conductor if of sufficient surface, even when immersed in a river or in the mud at the bottom of a river, because the metal offers less resistance to its passage than either water or mud. Much more will it follow the rails of a railroad track when they are made a part of the circuit, since the rails present a large surface of good conducting material, which offers much less resistance to its passage than any surrounding mediums; and it is well known that when several courses are presented the electric current will follow that course which offers least resistance to its passage.

The mode of operation is as follows: Suppose the sections C and C' to be entirely clear of cars; then the electric current from the positive pole P of the battery B will pass as indicated by the arrows _x x_, through the wire _k'_, rail _b_, wire _l'_, and magnet M, charging the same, and return through the wire _l_, rail _a_, and wire _k_, as indicated by the arrows _y' y_, to the negative pole N of the battery. The magnet M, being thus charged, attracts its armature and swings the signal-disk S into the position of concealment shown in dotted outline, and holds it in that position as long as the sections C C' are clear. Now let a train enter upon C or C', as indicated at H C', and the wheels and axles of the same will bridge over the rails _c_ and _d_, and thus, by offering a large conducting-surface, will present to the electric current a complete circuit, which offers much less resistance to its passage than that through the magnet M. The electricity now takes the course over the wire _k'_, rail _d_, wheels and axle H, returning, by the rail _c_ and wire _k_, to the battery, as indicated by the arrows _x x' y_, using the rails _c_ and _d_, as will be seen, with their bridge, and entirely avoiding the magnet M, which, being thus demagnetized, lets go its armature, and the counterpoise _w_, which slightly overbalances the disk S, carries the same up in front of the orifice, into a position of exposure, where it remains, as shown, while a train is on section C or C'. When, however, the train has run off, leaving sections C and C' clear, the magnet M is instantly charged again and the signal-disk is removed and kept concealed until the track is again blocked by the presence of another train, when the same process is repeated. When the signal-disk is in a position of exposure, as shown, the lever _l_ may serve to close an additional circuit through the battery B, which may be used to operate an alarm, I, in conjunction with the signal S, or to actuate another signal at a distant point. Furthermore, the concealment of the signal S may serve to close another circuit for exposing another signal, or the reverse. Instead of using the signal G, constructed as herein minutely described, a signal of any suitable construction may be used without affecting the spirit of the invention. Furthermore, instead of using the magnet M to actuate the signal directly, it may be used as a relay, operating, when charged, to keep the circuit which directly actuates the signal open or closed, as desired. It is evident that an alarm may be used either in conjunction with or independently of a visual signal. The drawing shows an application particularly adapted to road-crossing signals on a double track. The signals may be used, also, on a single track and be applied as block signals and for other purposes on single or double tracks. When used as a block-signal or for other purposes, it may be desirable to indicate at a distant station when the signal is operative. To accomplish this object, carry one of the wires from the magnet M to the distant station. Here let the wire be passed through the coils of a bell-magnet or other signaling device, and thence be carried to the track and attached to the same, as already described. The office signal will operate simultaneously with the signal S. Thus any desired number of signals may be operated simultaneously, at different points, from a single section of track.

By a slight modification of the plan described an efficient switch and drawbridge signal may be operated, the rails being used as conductors. Thus half a mile, more or less, from a switch may be placed a signal-box and signal, substantially as described, and connected with the rails, as shown. Near this point let the rails be divided, taking care that the signal and battery wire are connected to the section toward the switch. Now, while the switch is on the main line, the bars connecting the rails of the switch will act as a bridge to divert the electricity from the signal-magnet. But when the switch is misplaced the metallic connection of the rails of the track will be interrupted. The signal-magnet will thus become charged and the position of the signal changed. In this case the signal should be exposed when the magnet M is charged. In like manner a cross-bar may bridge the rails on a draw-bridge. The displacing of the draw-bridge or withdrawing of the bolt or bolts which hold the same in position will allow the signal-magnet to become charged and the signal to be changed, substantially as described, in connection with a switch.

It is not necessary in all cases that the rails _a_ and _b_, section C, should both be separated from metallic contact with the sections D and E. It may often, if not always, be sufficient to separate only one of said rails from such metallic contact with the adjacent sections.

What I here claim as new, and desire to secure by Letters Patent, is--

1. The battery B and magnet M, so connected with the rails of a section of railroad track that when said section is bridged by the wheels and axle of a car the electric circuit is changed and the signal operated through the demagnetization of the magnet M, substantially as specified.

2. A signal constructed partially of tubular material, for the purpose of securing lightness combined with strength, in the manner substantially as herein set forth.

3. The arrangement of the pivotal bearing of the lever _e_ at a point midway between the horizontal lines of exposure and concealment of the signal-disk, as shown and described, for the purpose set forth.

4. The combination of the elastic spring _i_, or its equivalent, with the levers L and _e_ and signal-disk S, substantially as set forth.

5. The battery B, in combination with the wires _k k'_, rails _a b_ of a railroad track, wires _l l'_, and magnet M, substantially as and for the purpose herein described.

6. The additional or local circuit _r_, in combination with the magnet M, wires _l l'_ _k k'_, battery B, and section of rails of a railroad track, for operation, essentially as described.

WILLIAM ROBINSON.

Witnesses:

JOHN ROONEY,
VAN WYCK FOSTER.

DR. WILLIAM ROBINSON[2]

Electrical and Mechanical Engineer

Fellow American Institute of Electrical Engineers Graduate of Wesleyan University with Degrees of A.B. and A.M. Post Graduate of Boston University with Degree of Ph.D.

[2] Reprinted from a circular published by Dr. Robinson in 1913.

Data Notes

Originator and patentee (basic patents, 1872) of the Closed Track Circuit System of Automatic Electric Signaling, the basis of practically every automatic electric block signal system in use on railroads today.

The following brief description and comments on this Robinson closed track circuit system are from the Third Annual Report of the Block Signal and Train Control Board to the Interstate Commerce Commission, dated November 22, 1910, pages 177 et seq.

"The Track Circuit

"Perhaps no single invention in the history of the development of railway transportation has contributed more toward safety and despatch in that field than the track circuit. By this invention, simple in itself, the foundation was obtained for the development of practically every one of the intricate systems of railway block signaling in use today wherein the train is, under all conditions, _continuously active_ in maintaining its own protection.

"In other words the track circuit is today the only medium recognized as fundamentally safe by experts in railway signaling whereby _a train or any part thereof may retain continuous and direct control of a block signal while occupying any portion of the track guarded by the signal_."

"Invention of the Rail Circuit

"To Mr. William Robinson the Patent Office records concede the honor of having devised the first practical track or 'rail circuit.' This comprised what is termed the _closed_ track circuit in distinction from the _open_ form that preceded it." * * *

"Closed track circuits are very reliable, wholly safe in principle, and simple of application and maintenance."

* * * "Attention is therefore directed to the closed track circuit--the basis of all modern automatic signal systems that are entitled to recognition as embodying the highest attainments in the matter of safety."

"The Closed Track Circuit

"The closed track circuit in its simplest form consists of the two rails of a section acting as prime conductors, a generator maintaining a difference of potential between them when the rails are unoccupied, and one or more relays connected across the rails."

* * * "The closed track circuit maintains the relay, normally, in an energized state, and the influence of the train upon the rails is to totally de-energize it by shunting or short-circuiting the generator--a thing as effectively done by a single car or locomotive as by a train of any length, for all practical purposes."

* * * "A failure of the generator or a break in the circuit, whether in the rails themselves or in other parts of the circuit, produces the same effect upon the relay as that of a train upon the rails.

"This is in full conformity with the accepted principles of safe signaling, which give heed not alone to the action of the devices of the system under normal conditions, but _embrace also an equal regard for safe results following derangements of them_."

Historical Notes

In this connection a few historical notes on the origin and introduction of the closed rail circuit system of automatic electric block signaling on railroads may prove of interest.

In 1870 Mr. William Robinson exhibited at the American Institute Fair held in New York City, an elaborate working model of an automatic electric signal system for railroads. This was a road crossing signal operated by trains approaching in either direction. When at a suitable distance the train set a gong ringing at the road crossing ahead, which continued sounding an alarm until the train had passed, when it ceased ringing. In this model the relays were de-energized by short circuiting, although the signal was operated on the normally open circuit plan. This is believed to be the first case in which short-circuiting had been used in the operation of railway signals.

In 1871 Mr. Robinson installed this system as an automatic block signal on a block over a mile in length, at Kinzua, Pa., on the Philadelphia and Erie Railroad. This installation embodied a relay, a large visual signal under control of the relay, a heavy electric gong operated in conjunction with the visual signal, all at the signal station. From this station an overlap extended to the agent's station a mile ahead. Here a signal bell was provided so that when the visual signal was actually in the danger position it closed circuit on the bell magnet in the agent's station, the hammer remaining against the bell until the reversal of the distant signal opened the circuit of this check signal.

This system worked perfectly, performing all claimed for it; but it was a normally open circuit system, the only principle ever dreamed of up to that time for operating an automatic electric railway signal.

Immediately on the completion of this open circuit installation Mr. Robinson began to look for weak points about it, and soon discovered several now well known as inherent in all normally open circuit systems, not the least of which was that if the circuit were broken or the current failed from any cause the signal would remain at safety, thus showing a false signal although danger might be imminent, a radical error in principle fatal to the reliability of any normally open circuit system of signaling.

He therefore, after much study, devised the closed track circuit system, the construction and operation of which are clearly described above by the Interstate Commerce Commission.

In devising this system Mr. Robinson reasoned that to make an efficient and reliable system every pair of wheels in the train must control the signal, whereby a single car on the block, or a break in any part of the circuit, or loss of current from any cause affecting the relay, would keep the signal at danger as effectively as the presence of a whole train on the block.

These considerations led him to the invention of the closed track circuit operating as heretofore clearly described by the Interstate Commerce Commission.

Before making tests of the system, however, he applied for and was allowed basic patents on the closed track circuit system in the United States and France, the United States patent dated August 20, 1872, No. 130,661, and the French patent February 29, 1872, No. 94,393.

Having all the signal apparatus in operation at Kinzua, in the open circuit system, as above described, it was a simple matter for him to test the closed circuit system at this point. He therefore divided the opposite rails of the track into sections insulated from the adjacent continuous track rails and connected the relay terminals to these sections at one end and similarly connected a battery thereto at a suitable distance from the relay, thus forming a closed track circuit.

This being done, the first train that passed connected the opposite rail lines through the wheels and axles, short circuited the relay, thus operating all the signal circuits under its control, thereby practically demonstrating the feasibility of the system. This was in 1872. This block was extended to the agent's station over a mile from the signal, at which station the track battery was placed and also a switch for the manual operation of the signal, and also an overlapping telltale signal showing to the agent when the distant main signal was actually exposed at danger. The signal also indicated to the agent the approach of a train when a mile away.

Another installation was immediately ordered to be made at Irvineton on the same road. This was completed early in 1873 and worked perfectly from the beginning, performing all the functions described in connection with the installation at Kinzua. The locomotive engineers were greatly interested and soon christened the Irvineton signal "The Old Reliable." This was followed by other installations on this road and in 1873 Mr. Robinson had made installations of his closed rail circuit system of signaling on four different railroads, followed by various installations on many other railroads in the following years, as he was the sole owner of the system for about nine years, that is, until about 1880 or 1881, when the Westinghouse people obtained control of the system by the purchase of Robinson's interests. This was promptly followed by a reorganization under the name of the Union Switch and Signal Company, the terms "Union" and "Signal" representing the Robinson interests in the reorganization. This company thus became the sole owner of the Robinson Closed Circuit System of signaling until the expiration of his patents, when all other signal companies adopted the Robinson system as the basis of their signal work.

The original name of the Robinson Company was _The Union Electric Signal Company_, which Robinson organized and owned in 1878. In the reorganization the word "Electric" was canceled from this title and the words "Switch and" substituted, thus forming the present title: "_The Union Switch and Signal Company_."

Rail Bonding

Experience at Kinzua with a very poor track demonstrated the necessity of a rail bond to secure reliable electrical continuity throughout the rails constituting the block. Here, in 1872, Mr. Robinson conceived the invention of the bond wire as used today.

In an effort, however, to avoid the handicap of having to bore two holes in every rail of long sections of track, he equipped a signal section in 1873 with elastic steel plates bearing on the adjacent rails at the joints. This did not prove as satisfactory, however, as the bond wire. He therefore used bond wires made after his original conception, on every installation he made after 1873.

He made his bond wire in two forms. In the second form he made studs slightly tapering, bored holes through them, inserted the ends of the wire in these holes, brazed them together and drove these studs securely into holes bored in the adjacent rails. An examination of these bonds after several years' service showed that they were apparently in as good condition mechanically and electrically as when first put in place.

The Rail Bond is now an essential basic feature of practically every one of the electric railway systems now in operation, since they all use the track for a return, and the track rails must be securely bonded in order to insure indispensable electrical continuity of the circuit.

In addition to his signal system, therefore, Dr. Robinson is clearly entitled to the credit of having made, before the inception of electric railroading, a simple basic invention in his bond wire, which has made modern electric railroading possible, an invention indispensable to the successful operation of electric railroading as practiced today.

This invention has saved the electric roads untold millions of dollars and enabled them to accomplish results in a simple manner which could not otherwise be as well secured at any cost, by the only alternative method, of running return contact conductors in the air.

WILLIAM ROBINSON.

Original inventor and patentee of the Automatic Electric Signal
Systems now in use on the leading railroads in the United States and
Foreign Countries.]

DR. ROBINSON'S RECORD FROM WESLEYAN UNIVERSITY

William Robinson, B.A., 1865; M.A., 1868, Alpha Delta Phi. Ph.D. Boston University, 1907. Born November 22, 1840, in Ireland.

Principal of High School, Ansonia, Conn., 1865-66. In the oil region, Pennsylvania, 1866. Taught in Stamford, Conn., 1867. Principal of Spring Valley Academy, N.Y., 1867-69. Engaged in the oil business in Pennsylvania, 1869-72. President and General Manager of the Robinson Electric Railway Signal Company, 1873. Engaged in business in Boston, Mass., 1875-81. Organized the Union Electric Signal Company, 1878. Traveled in Europe, Egypt and Palestine for fifteen months, 1879-80. Inventor of the Robinson wireless electric railway signal system, of the Robinson radial car truck, of the coaster brake used on bicycles, of roller bearing skates, and of a repeating telephone. Engaged in developing and practising electric engineering. Author: History of Automatic Electric and Electrically Controlled Fluid Pressure Signal Systems for Railroads.

Died January 2, 1921, Brooklyn, New York.

A.I.E.E. RECORD OF DR. WILLIAM ROBINSON

Copy of Dr. Robinson's record made from original application No. 1265 to the American Institute of Electrical Engineers, 33 West 39th Street, New York City. (Record filed July, 1909.)

References given by Dr. Robinson:

William B. Potter.
E. W. Rice, Jr.
Theodore Stebbins, Dallas, Texas.
Frank J. Sprague, 165 Broadway.
Prof. Chas. A. Cross, M.I.T.
Prof. Elihu Thomson.
Goss & Bryce, Mech. Eng., 76 William Street.
George L. Fowler, Cons. Eng., 53 Broadway.
Wm. Wallace White, Foreign Patent Solicitor and Consul, 309 Broadway.

WILLIAM ROBINSON (A.M., PH.D.)

ELECTRICAL AND MECHANICAL ENGINEER

Born November 22, 1840, North of Ireland, of Scotch-Irish descent on paternal side and English on maternal side.

ELIGIBLE FOR TRANSFER: Under clauses (a) and (c).

EDUCATION: Graduate of Wesleyan University, full Academic course, receiving the degrees of A.B. in 1865 and A.M. in 1868.

Post-Graduate of Boston University in 1907, with degree of Doctor of Philosophy; course including Electrical and Mechanical Engineering.

OCCUPATION AND WORK DONE: Engaged in developing and practising electrical engineering from prior to 1870 up to the present time (1909).

Original inventor and patentee of the automatic electrical and electrically controlled fluid pressure signal systems for railroads now in universal use on the leading railroads in the United States and foreign countries, wherever and by whomsoever installed, throughout the world.

1870. Received four United States patents on this system; applications filed earlier.

1870. Exhibited an elaborate working model of the system at the American Institute in New York, showing the automatic signal system in operation under control of passing cars.

1871-2. Original inventor and patentee of the closed track circuit system of signaling. Received basic United States and French patents covering same, in 1872. Applications filed, 1871.

1870-71. Original inventor and patentee of the automatic electro-pneumatic signal systems for railroads in use for many years past. Received basic British patent covering this system in 1871. So far as I have been able to ascertain on careful investigation, this patent appears to be the first ever issued anywhere on this subject.

The following brief historical excerpt is taken from a United States patent granted to me on October 20, 1908, No. 901,383, on an electric railway system. This patent is one of a bunch of eight taken out by me on the same date, on the same subject. The excerpt relates to my work in signaling.

"The block signal system herein disclosed is an embodiment of the
Robinson electro-pneumatic system now in extensive operation on
the Pennsylvania railroad and many other leading railroads in this
and other countries, embodying the closed circuit rail system for
which a basic U.S. patent was granted to me on August 20, 1872,
No. 130,661 (reissued July 7, 1874), the electro-pneumatic signal
system disclosed in my British patent of August 30, 1871, No.
2280, the subject matter of both of which patents is disclosed
in my French patent of February 29, 1872, No. 94,393. The
electro-pneumatic signal system disclosed in the above named
patents is also disclosed in my United States patent dated
November 7, 1882, No. 267,259. As above indicated the block signal
system herein described comprises the system described in my above
named patents and now in general use on leading steam railroads,
but modified and improved in a way adapting it for reliable and
efficient use in connection with electric railroads of the
sectional third rail type."

The admission of the above brief history in the above described, and substantially in two other patents of the same date, is, of course, a complete verification of its historical accuracy by the Patent Office.

1872. In 1872 I put the closed track circuit system of signaling in practical and successful operation at several points on different divisions of the Philadelphia and Erie railroad, and on other roads.

1872-79. In 1872 to '79 I installed the closed circuit rail system of automatic signaling on various railroads in Pennsylvania, New England and elsewhere. I perfected the system and put it in as perfect and efficient and durable operation at that time as it is in today, including all its functions of block, switch, road-crossing, overlapping, rear and front, tell-tale and broken rail detector.

1878. Organized and owned the Union Electric Signal Company, based solely on my signal patents, at that time nine in number. Some time afterwards George Westinghouse and his associates bought the controlling interest in the Union Electric Signal Company and reorganized the company under the name of the Union Switch and Signal Company. Thus, the automatic signal system of the Union Switch and Signal Co. consists, in every essential particular, of the Robinson system, pure and simple.

It may be here pointed out that all the railway signal companies now in operation, installing automatic signals under whatever name, are using the Robinson system bodily, and have been since the expiration of Robinson's basic patents. There is no other system, as a system, in use.

HISTORY: Several years ago I published a "History of Automatic Electric and Electrically Controlled Fluid Pressure Signal Systems for Railroads," the only authentic history ever published on the subject.

This was written and published at the instance of engineering friends, in the interest of indisputable historical accuracy.

Telephone Experiments

1876. As a matter of more or less interest I may here state that I carried on a conversation by telephone, in 1876, through a railroad track, the circuit consisting of the two rail lines constituting a closed circuit signal block.

1877-8. Delivered numerous illustrated lectures on the telephone, and at this time discovered the principle of the wireless telephone and actually transmitted speech clearly back and forth across an open space of several inches to and from a telephone having but one terminal grounded and the other free in the air. The free, uninsulated wire (except at supports) extended several hundred feet through the air. The instruments used were large magneto telephones of my own special designing, and made by me for the special purpose of illustrating lectures. No battery was used.

Electric Railway Systems

Outside of automatic signaling I have done considerable work along original electrical lines.

In addition to other work of importance I have for more than fifteen years devoted much time to developing a radically new departure in electric railroading.

On this system I have applied for more than twenty patents, extending over a series of years, fourteen of which patents have already been issued.

What This System Accomplishes

1. The third rail or contact conductor is made in sections or blocks of any desired length, which sections are normally dead but become automatically alive when a train enters thereupon, and dead when the train leaves the section.

2. When a train enters upon a section or block it prevents the section back of it from receiving working current. Thus any number of trains following each other will each be deprived of working current when the length of a block back of the train ahead of it, whether that train be running or standing still, thus preventing collisions.

3. A train approaching a switch or drawbridge is automatically arrested the length of a block away from the block containing the switch or draw before a bolt can be withdrawn or a lock released in the latter.

4. No possibility of interference between a possible wandering propulsion current and the functions of any other current.

5. All currents used may be of the same or have any combination of different characteristics.

The system is elaborate, providing for safety on and off the trains, economy of current, simplicity and certainty in action, dispenses largely with electrolytic action, and when alternating propulsion current is used the return is confined to the length of the block. It is believed that the system will prevent all danger to passengers and trains from the direct action of the propulsion current.

President Roosevelt called the attention of the Interstate Commerce Commission to my electrical and mechanical inventions for making railroading safe.

Mechanical Engineering

I have done considerable original work in mechanical engineering.

In this connection I may mention the well known Robinson Radial Car Truck, which is in quite extensive operation on electric railways. This is the only car truck, I believe, ever designed and constructed on correct mechanical principles. It is so constructed that every axle in the car or train becomes exactly radial to any curve around which it passes, all the axles becoming parallel on straight lines only. This prevents wear and tear and grinding and derailment on curves. It also greatly economizes current.

One of these radial cars, in St. Louis, having a 28-ft. body, exclusive of platforms, equipped with a radial truck having a 15-ft. wheel-base and two motors, stopped in the middle of a street corner curve and started with the same power as on a straight line, as shown by careful tests with volt and ammeters. The test was made by officials of the company without my knowledge at the time. I believe this is the coming truck for electric locomotives.

(I forward by same mail a catalogue of the Robinson Radial Car Truck, fully illustrated, for the information of the Board.)

Coaster Hub

I am also the inventor of the back pedal braking and coasting bicycle hub, which has been in general use for many years. My application for a basic patent covering this hub has been pending in the Patent Office for twelve years, held back nine years by interference litigation in the Patent Office, owing to an effete interference system which has no apology to offer to justify its existence.

Turbine Engines

In turbine engines I have made some important improvements.

In one the engine is reversible by the movement of a single lever in either direction.

In a second the steam is utilized a second time under conditions doubling the original efficiency, and balancing the end thrust perfectly.

In a third improvement the engine develops more than three times as much power as any other turbine of its class occupying the same floor space. Patents allowed but not yet issued.

I figure that ocean steamers should furnish a large field for these machines.

Respectfully submitted,

(Signed) WILLIAM ROBINSON.

276 Stuyvesant Ave., Brooklyn, N.Y.