Year: 1898

page_text: We, CHARLES HENRY STRAUSS, Lumberman, and BENJAMIN JULIUS ROSTEN,
Lumberman, both of 509, 7th Avenue, South, Seattle, Washington, United States
of America, do hereby declare the nature of this invention and in what manner
the same is to be performed, to be particularly described and ascertained in and
by the following statement:—
This invention has for its object to prevent loss of life and property by render-
ing it impossible for a train, car or engine to run through an open switch;
also to reduce the labor and expense of switching.
This is accomplished by providing the movable or switch-rails with mechanism
arranged to be inevitably operated by the passing engine or car on either a main
or side track before said rails are reached, and in such manner that said
mechanism will be set or arranged ready for operation by a car or engine on the
other of said tracks. Thus, at all times it is true of each track either that it is
in proper communication with the switch-rails without any operation of the latter,
or the operating mechanism is set so that it and the switch-rails must necessarily
be properly actuated and adjusted by the car or engine before the latter reaches
the switch-rails.
It is a further object of this invention to insure that a train may follow the
main track in the direction opposite to that above referred to without any manual
operation of the switch. Thus a train in either direction will, automatically,
set the switch for the main track, a manual operation of the switch, or switch-
controlling mechanism, being necessary only when it is desired to run a train
from the main upon the side track.
With such objects in view the invention consists in the parts and combinations
thereof hereinafter set forth and claimed.
In order to make the invention more clearly understood, I have shown in the
accompanying drawings means for carrying the same into practical effect, without
limiting my improvements, in their practical applications, to the particular con-
struction which, for the sake of illustration, I have delineated.
In said drawings—
Figure 1 is a perspective view of portions of a main and side track, with switch
mechanism embodying a portion of the invention.
Figure 2 is a similar view which may be considered as the right-hand pro-
longation of Figure 1, of a track and switch-mechanism embodying the other
portion of the invention.
Figure 3 is a perspective view, on a larger scale, of the movable rails or levers

page_text: and contiguous parts actuated thereby, forming a part of the mechanism shown in
Figure 1.
Figure 4 is a similar view of the switch-rail actuating and locking devices, also
shown in Figure 1.
Figure 5 is a perspective view, on a larger scale, of a portion of the switch
mechanism shown in Figure 2.
Figure 6 is an elevation, partly in section, of a portion of the mechanism shown
in Figure 5, for automatically elevating the rail sections.
Figure 7 is a plan view of the same, the actuating spring being omitted.
Referring to the drawings, od indicate the main track, and aa a side track
adapted to communicate therewith by switch-rails e. A B and CD are vertically
movable levers belonging respectively to the side and main tracks and adapted
to be depressed by the weight of a passing engine or car. These levers prefer-
ably consist of sections of the rails about ten (10) feet long, pivoted at 2 between
and vertically guided by heavy fish-plates 3 securely fastened to the track-rails
and ties.
E is a rock-shaft arranged transversely to the tracks and mounted in a culvert
or space 4, between timbers f, being preferably supported in bearings 5 formed
by depending flanges of, the fish-plates. The inverted caps of said bearings are
separate from the fish-plates, as seen in Figure 3, and removable. 6-6 are bends
or crank-arms formed in or attached to the shaft E for connection with the
levers AC, and 7-7 are similar but opposite bends or cranks for attachment to
the levers CD. Such connection is effected by links (Figure 3) each consisting
of a pair of yokes 8, one on each side of the lever and pivoted thereto at 9, and
an intermediate semi-circular collar 10 arranged between and bolted to the
yokes 8, the yokes and collar together surrounding and forming a bearing upon
the wrist of a crank 6 or 7 of the shaft E.
The parts above-described are so constructed and connected with each other
that when one pair of levers (as CD) is elevated, say six (6) inches, the other
pair will be level with the rails (see Figure 1). The switch-rails e are connected
with the shaft E by any suitable mechanism, one form of which is hereinafter
described, in such manner that they communicate or connect the main track with
the rails which have their levers depressed. If a train passes along the latter
rails towards the switch (say from left to right, along the side track a b, in
Figure 1) it will find the latter set ready for receiving said train on the main
track. If the train pass along the track (say c d) the levers of which are elevated,
it will depress the latter, turn the rock-shaft E about ninety degrees (90°), move
the switch-rails into line with the track upon which the train is advancing, and
elevate the other levers (AB) ready for a reverse actuation of the switch by a
train on the side track.
€!
It is thus evident that for trains moving in either the main or side track
towards the single track safety from accident by means of a misplaced switch is
automatically insured, and without loss of time from stopping the train or
expense of manual labor.
L is a hand switch-lever fixed on the rock-shaft E and adapted for use in the
ordinary way when desired to throw the switch manually.
I is a rod pivoted to an arm K fixed on the shaft E and extending near the
switch-rails e. Here it is connected with a horizontally oscillating bell-crank G
pivoted in or on plate N fixed on the head-block J. The other arm of the part G
is connected by the switch-rod H with the rails e. Thus, either movement of the
shaft E is transmitted to the switch-rails. The parts H, G, F and K are all, or
some of them, provided with series of pivot holes, as illustrated, for the proper
adjustment of the throw of the switch rails.
In order to provide against accidental displacement of the switch-rails, a
further portion of the invention, illustrated in Figure 4, comprises a lock for the
rails in either of their adjusted positions. Referring to said figure, "O is a lock-

page_text: plate connected and turning with the bell-crank G, and having two or more lock-
ing recesses or shoulders 11. are keys mounted in loose bearings in opposite
arms of a lever T, supported by springs 12 and adapted to be forced by the
oscillation of the lever T against the underside of the plate I, and, as one of the
recesses 11 comes, by the turning of the plate, over the elevated key, to engage
said recess and hold the plate, the part G, the rod H, and, consequently, the
rails e, from movement. The keys slide in fixed bearings 16 on the block J.
The lever T is mounted on a horizontal axis P held in the block J and bracket R
on the latter, and is operated by a lateral arm 13 on the rod F engaging, by a
sliding cam action, a slotted arm S on the lever T or its axis.
In order that the engaged key may be disengaged from the plate O before
the bell-crank lever G is operated, provision is made for what may be termed a
lost motion in the connection of the rod F with said lever. A convenient means
for this purpose is a slot 14 in said rod engaged by the bolt 15 of the lever.
This allows the rod F to slide relative to the lever without operating it, in the
meantime, by such movement, actuating the lever T, and releasing the key.
When the end of the slot reaches the bolt 15, the switch, now unlocked, will be
thrown as already described.
As shown in Figure 3, the switch is not quite locked, a little further move-
ment of the rod to the right and turning of the plate O being necessary to
allow the elevated key to spring it into its notch.
The means constituting a further part of my invention will now be described,
independent of which the devices above-described may be usefully employed,
whereby an engine, car or train coming towards the side track (from the right
in the drawings) may automatically throw the switch, if not already properly
set, so as to give a clear through track and prevent any accident from the train
taking the siding or becoming derailed by a half-open switch.
Referring especially to Figures 2 and 5, X is a switch-controlling mechanism
connected with the switch-rails by a rod F1, preferably through the mechanism
already described, which comprises the rod F and bell-lever G. To this end the
rod F is pivoted at 40 to said rod F and is adapted to reciprocate the latter.
By this means, the rod is also connected directly with the locking devices <,
and the mechanism X is adapted to preliminarily operate them. The mechanism X,
while it may take various forms, is constructed preferably as follows;-
CD indicate two sets of levers or equivalent switch-operating parts situated
beyond or on the other side of the switch-rails from the tracks a bed, and con-
sisting preferably, of rail-sections mounted between fish-plates 41 in the manner
already described with reference to the levers A B. The levers of each set are
pivoted between said fish-plates at 42, and extend towards one another, and at
their meeting point, one of the levers is formed with a recess 43 extending hori-
zontally across the end of the lever, and the other with a corresponding pro-
jection 44 which fits loosely within said recess, so that, as the levers oscillate
vertically between the fish-plates on their pivots 42, they are virtually connected
and compelled to move together. In the construction illustrated, one of the
levers is pointed and the other formed with a corresponding curved recess.
B is a rock-shaft, extending transversely to and beneath the levers C¹D¹,
being contained within a depression or culvert 45 below the track and between
beams or blocks L'. Said shaft is mounted in suitable bearings at the ends of
the culvert, or in depending flanges of plates 46, the flanges with their bearings for
the shaft being constructed as already described in connection with the parts 5.
D² is an arm fixed on the shaft B2 and extending above the culvert where it is
pivotally connected at 16' with the said rod F. This connection is adapted for
adjustment to regulate the throw of the rod F1 by means of a series of holes 17
in the arm, in any of which the pivot 16¹ may be fitted.
G2 indicates a pair of cams or arms fitted upon the rock-shaft B2 so as to be
capable of longitudinal movement thereon, but prevented from rotation as by

page_text: being mounted upon a squared portion 19 of the shaft. Said cams are engaged
by downwardly extending fingers 18 on one of the other of the levers of each of
the sets C, and D', whereby the depression of said levers, when the cams are
beneath them, will cause the rocking of the shaft 132 and actuation of the switch-
- controlling mechanism and switch-rails.
Q indicates springs, preferably mounted around the shaft B³ engaging directly,
or indirectly through plates Q1, with the cams C2 to press them towards their
normal position beneath the track levers.
The foregoing being the preferred construction of the secondary switch-con-
trolling mechanism, its practical operation is as follows;
When a car or train approaches the switch upon the main track, in a direction
to run either upon the side track a b or to continue upon the main track c d
(coming from the right in Figure 2), the wheels of the train will run and dépress
the levers C¹ D', depress the cams C2, turning the shaft 132 and arm D², move the
rod to the left and set the switch-rails e for the main track. If the switch
rails are already set for the main track or through track, the levers C₁ D¹ will
be already depressed and not necessary to be operated. When it is desired to run
such a train upon the side track a b, provision hereinafter described is made for
a manual set of the switch.
It is desirable to provide means for rendering the secondary switch-controlling
mechanism X inoperative so that when a train approaches the levers CD1 from
the other side (from the left in Figure 2), it will either not find the levers C¹ D₁
elevated, or, if it depresses them, will not cause any change of position in the
switch-rails. To this end a third mechanism is provided for controlling the
mechanism X, and comprising, preferably, the following parts;
A3 B3 indicate two sets of levers of similar construction and arrangement to those
already described, set in the track between the levers C¹ D' and the switch-rails.
These levers are pivotally. mounted at 21 in heavy fish-plates 22, which latter,
like all the fish-plates described, are securely bolted to the sleepers and culvert-
blocks.
13 is a rock-shaft mounted beneath the levers A3 B3 in a depression or cul-
vert 23 formed between beams or blocks K¹. This shaft is mounted in bearings 24
formed on the fish-plates 22, and also in such other auxiliary bearings 25 as may
be found desirable.
Xindicates arms fixed upon the shaft D³ and beneath and engaged by the
under side of the levers A³ B3, whereby the depression of the latter levers will
cause a turning of the rock-shaft.
$ is an arm fixed upon said rock-shaft, extending out of the culvert, and con-
The latter arms are fixed
nected by a rod 26 with horizontal oscillating arms z.
upon the upper ends of vertical rock-shafts 27 mounted in suitable bearings at
the sides of the culvert 45, and have fixed upon them oscillating arms 28.
Pivotally attached to the latter are horizontal rods 29 supported loosely in
guides 30 on the sides of the culvert.
31 indicates yokes carried by the rods 29 and passing around or enclosing the
shaft 132. y indicates brackets mounted and adapted to slide upon the latter shaft
and connected with the cams whereby longitudinal movement of said yokes
and brackets will shift the cams out from under the levers C'D¹
Whenever a train approaches the levers C D¹ from the direction of the switch-
rails it will depress the levers A3 13 turning the rock-shaft 1³, and arm. S, and
through the parts 26, 2, 27, 28, 29, 31 and y, moving the cams C2 out from under
the levers CD and preventing the actuation of the shaft B2 when the train
reaches the last-mentioned levers. The switch-rails e thus remain undisturbed.
The cams Cremain removed from under the levers so long as there is weight
upon the latter, and these levers are sufficiently long so that some of the wheels
of the train will be upon some portion of the levers until the last truck of the
train has passed.
When the train has passed, provision is made for lifting the levers CD¹. This
is preferably effected by the cam action of the parts C³ or y upon the under side

page_text: of the projection 18, the engaging surface of one of said parts being formed on
an inclined plane. To facilitate this operation anti-friction devices may be pro-
vided, such as, in the construction illustrated, rollers 45 mounted in the
bracket y.
Where a train approaches the switch to run upon the side track ab, and the
switch is set for the main track, a manual operation is necessary to throw the
switch for the side track. This is done by the hand-lever L, already described.
In order, however, that the weight of the train upon the levers C¹ D
may not
throw the switch-rails for the main track, a manually operated mechanism is
provided for effecting the same result as the levers A3 3. This mechanism com-
prises a rock-shaft V mounted in the culvert 4 and having a slotted arm V
This arm is engaged by a pin in the lower end of a hand-lever W, which
latter is preferably mounted on one of the plates g. When the lever W is moved
to the right, the action of the pin on the inclined arm V₁ turns the shaft V to
the left.
33 is an arm fixed on the shaft V and connected by a rod 34 with the arms
(Figure 2) and, when the hand-lever W is moved to the right (in Figure 1),
serving to detach cams C2 from the track-levers CD in the same manner in
which they are detached by the levers A B³, when the train comes from the left.
m is a plate, pivotally connected at 35 with the lever W and adapted to engage
the plate or the timber f when the shaft V has been turned the proper distance
to detach the cam C2. When so thrown, it may be temporarily held in position
by placing the foot upon the plate m³ while the lever L is operated (in case the
switch-rails are set for the main track and require to be changed).
36 is a forked arm attached to the plate m³ and having a series of holes and a
pin whereby the plate may be adjusted on the lever W to properly limit its
throw.
is an arm fixed on the shaft V and pressed to the right by a spring so as
to keep the shaft in its normal position, turned to the right, with the lever W
to the left, except when the lever W is intentionally operated
P¹ and O are a similar spring and arm similarly controlling the shaft.])"
(Figure 2) and tending to lift the levers A³ B³.
The connections of the rods 26 and 34 with the levers z are loose, so that
either rod may be pulled to operate the levers without disturbing the other rod
(Figure 5).
br
Referring especially to Figures 6 and 7, one mode of constructing the lever-
lifting devices is illustrated on a larger scale. 50 is the square-bearing portion
of the cam C2, which fits and slides on the square part 19. of the shaft 13. 51 is
a sleeve which also slides on the shaft and is connected with the bracket
an arm 52. Said bracket comprises a frame in which are fitted and supported
shafts 53, carrying a series of independent rollers 54 for engaging the lever
finger 18 and lifting, by the longitudinal movement of the bracket y under the
stress of the spring Q, the levers or rail sections C¹¹ I)'.
It will be understood that a set of devices such as are shown in Figures 6
and 7 is provided for the levers C and another set of similar devices, on the
same shaft 132, is provided for the levers D'.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:-
1. In a safety railway switch, the combination with a plurality of tracks, such
as a main and side track, and switch-rails adapted to be moved into line with
either track, of automatic actuating mechanism for the switch-rails comprising
a rock-shaft arranged transversely to said tracks and having opposite bends,
arms or cranks, connections between said shaft and rails, and movable parts or
levers for each of said tracks connected respectively with said opposite arms, of
the rock-shaft, substantially as specified.

page_text: 2. The combination of a plurality of tracks, switch-rails therefor, movable
parts or levers in or by each of said tracks, mechanism connecting the saire,
whereby the depression of the movable part or parts. of one track will elevate
the corresponding part or parts of the other track, and operating connections
between said mechanism and the switch-rails, substantially. as set forth.
3. The combination with the switch-rails, of a plurality of tracks, the rails
of which are bodily movable vertically at or near the switch-rails, mechanismi
connecting said vertically movable rails, whereby the depression of those of one
track will elevate the others, and actuating connections between said mechanism
and the switch-rails for shifting the latter into line with the track, the movable
rails of which are depressed, substantially as set forth.
4. The combination with the switch-rails, or a plurality of tracks the rails
of which are bodily movable vertically, fish-plates in which said vertical rails
are held and guided provided with transverse bearings, a rock-shaft mounted
beneath the tracks in said bearings and having opposite arms, bends or cranks,
connections between the movable rails of one track and the arms at one side of
the shaft, connections between the movable rails of the other track and the arms
at the other side of the shaft, and actuating mechanism connecting the shaft
with the switch rails, substantially as set forth.
5. The combination with the switch-actuating parts or levers, and the switch-
rails, of actuating mechanism connecting said parts with the switch-rails, lock-
ing devices for maintaining the switch-rails, in their set position, and a loose
connection between said actuating mechanism and the locking devices, whereby
the latter are operated at a different time from the switch-rails, substantially as
set forth.
G. The combination with the switch-actuating parts, such as the levers A, B,
C, D, and the switch-rails, of actuating mechanism connecting said parts with
the switch-rails, locking devices such as the keys a for maintaining the said
actuating parts in their set position, and a loose connection, such as is provided
by the slotted rod 1', between said actuating mechanism and the locking devices,
whereby the latter are operated at a different time from the said switch-actuat-
ing parts..
7. The combination with a plurality of tracks each having switch-actuating
parts or levers, and the switch-rails, of actuating mechanism connecting said
parts with the switch-rails, switch actuating parts or levers at the other side of
or beyond the switch-rails, and mechanism connecting the last mentioned levers
with the first mentioned levers of both tracks, whereby a clear main track is
insured, in both directions, substantially as set forth.
the
8. The combination with a plurality of tracks each having switch-actuating
parts or levers, and the switch-rails, of actuating mechanism connecting said
parts with the switch rails, locking devices for maintaining the switch-rails in
their set position, a loose connection between said actuating mechanism and the
locking devices whereoy the latter are operated at a different time from the switch-
rails, switch-actuating parts or levers at the other side or beyond
switch-rails, and mechanism connecting the last-mentioned levers with the first-
mentioned levers of both tracks, substantially as and for the purpose set forth.
9. In an automatic railway switch, the combination with the tracks and
switch-rails, of switch actuating levers inclined in opposite directions, one lever
formed with a horizontally extending recess and the other with a corresponding
projection fitting in said recess, connections between said levers and the switch-
rails, and means for elevating the levers, substantially as shown and described.
10. The combination with a plurality of tracks having switch-actuating parts
of levers, and the switch-rails, of actuating mechanism connecting said parts with
the switch-rails, a second set of switch-actuating parts or levers beyond the switch-
rails, mechanism connecting the latter levers with the switch-rails, and a third
set of levers connected with the mechanism of said second set; whereby the second
set of levers may be rendered inoperative, substantially as set forth.

page_text: 11. The combination with the rock-shaft 13, of levers C₁ D₁ of the sliding
cams C, brackets y, carrying rollers, and means for reciprocating said cams and
brackets, substantially as set forth.
Dated this 24th of On1800
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents.