IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN APPARATUS TO BE USED IN CONNECTION THEREWITH
Year: 1878

page_text: Filed 28th April 1879.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
STOKES WILLIAMS, of Riverton, New Jersey, United States of America, send
greeting. WHEREAS Her most Excellent Majesty Queen Victoria, by Her Royal
Letters Patent bearing date the Twelfth day of March, in the year of our
Lord One thousand eight hundred and seventy-eight, in the forty-first year of
Her reign, did for Herself, Her heirs and successors, give and grant unto me, the
said Joseph Stokes Williams, Her special license, that I, the said Joseph Stokes
Williams, my executors, administrators, and assigns, or such others as I, the said
Joseph Stokes Williams, my executors, administrators, and assigns, should agree with,
and no others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands, and the Isle of
Man, an Invention of "IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN
APPARATUS TO BE USED IN CONNECTION THEREWITH," upon the condition (amongst
others) that I, the said Joseph Stokes Williams, by an instrument in writing under
my hand and seal, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent: And whereas I, the said
Joseph Stokes Williams, by an instrument in writing under my hand and seal did
declare the nature of the said Invention, and in what manuer the same was to bo
performed, and caused the same to be filed in the Great Seal Patent Office on tho
Twelfth day of September, One thousand eight hundred and seventy-eight: And
whereas since filing the aforesaid Specification I have discovered that some of the
claims as made therein are too wide and claim more than was intended to be
claimed as forming part of my Invention, and that I am desirous of limiting the
same by striking out the whole of the first and second claiming clauses, and
by otherwise altering the said Specification and claiming clauses in the
manner herein-after set forth. NOW KNOW YE, that I, the said Joseph
Stokes Williams, by and with the leave of Her Majesty's Attorney General for
the reasons aforesaid, do alter the said Specification as printed by the Queen's

page_text: "
"
"f
CL
"
Printers, and published at the Great Seal Patent Office in One thousand eight hun-
dred and seventy-eight, by striking out that part of the Specification commencing
with the words "Or I employ" in line 57, page 7 of the printed copy of the said
Specification to and including the word "or" after the words "frog or V piece" in
line 5, page 8 of the said printed copy of the said Specification; by inserting
between the words "arrangements" and
to" in line 23 of the said page 8 of the
said printed copy of the said Specification the words "as herein-after described";
by inserting between the words "devices" and "the" in line 21, page 12 of the
said printed copy of the said Specification the the words "such as are herein
described;" by striking out the word "in" between the words "shewn" and
“connection” in line 35 of the said page 12 of the said printed copy of the said
Specification and inserting the words "suitable arrangements for this purpose.— In”
in lieu thereof; by inserting between the letter "o" and the word "a" in line 36
of the said page 12 of the said printed copy of the said Specification the word "is;"
by inserting between the words "apparatus" and "any" in line 20, page 13 of the
said printed copy of the said Specification the words "such as is herein described;"
by striking out the word "of" between the words "series" and "system" in line 40
of the said page 13 of the said printed copy of the said Specification and inserting the
word "or" in lieu thereof; by striking out the words "series of systems” in line 44
of the said page 13 of the said printed copy of the said Specification and inserting
the words "the series or systems" in lieu thereof; by inserting between the words
"that" and "I claim" in line 46 of the said page 13 of the said printed copy of the
said Specification the words "inasmuch as the improvements herein described are
"in part based upon those described in the former Specification filed in pursance
" of Letters Patent previously granted to me, numbered 3256, and dated
August 27th, A.D. 1877, I make no claim to any of the improvements or
parts described in my said former Specification, though the same may have
"been incidentally referred to herein, but what;" by inserting the word "is"
after the word "claim' in said line 46 of said printed copy of said Specification;
by striking out the whole of the first and second claiming clauses, commencing with
the word "First" in line 47, page 13 of the said printed copy of the said Specifica-
tion and ending with the word "forth" in line 5, page 14 of the said printed
copy thereof; by striking out the word "Third" in line 6, page 14 of the said
printed copy of the said Specification and by inserting the word "First” in lieu
thereof; by inserting between the words "pieces" and "at" in line 9 of the said
page 14 of the said printed copy of the said Specification the words “such as are
herein described;" by inserting after the word "forth" in line 13 of the said page 14
of the said printed copy of the said Specification the words "and illustrated in the
accompanying Drawings;" by striking out the word "Fourth" in line 14 of the
said page 14 of the said printed copy of the said Specification and inserting the
word "Second" in licu thereof; by striking out the words "as shewn and described "
between the words "them" and "for" in line 15 of the said page 14 of the said
printed copy of the said Specification and by inserting after the word "specified"
in the said line 15 of the said page 14 of the said printed copy of the said Specifi-
cation the words "and illustrated in the accompanying Drawings; by striking
out the word "Fifth" in line 16 of the said page 14 of the said printed copy of the
said Specification and inserting the word "Third" in lieu thereof; by striking out
the word "suitable" in line 17 of the said page 14 of the said printed copy of the
said Specification; by inserting between the words "apparatus" and "to" in line
18 of the said page 14 of the said printed copy of the said Specification the
words "such as is herein described, or equivalent apparatus so as; by striking out
the word "Sixth" in line 20 of the said page 14 of the said printed copy of the said
Specification and inserting the word "Fourth" in lieu thereof; by striking out the
word "Seventh" in line 22 of the said page 14 of the said printed copy of the said
Specification and inserting the word "Fifth " in lieu thereof; by striking out the
word “Eighth” in line 26 of the said page 14 of the said printed copy of the said
Specification and inserting the word “Sixth” in lieu thereof; by striking out the
11.9
A
33

page_text: word "Ninth" in line 29 of the said page 14 of the said printed copy of the said
Specification and inserting the word "Seventh" in lieu thereof; by striking out the
word "suitable" between the words "of" and "means" in line 30 of the said page
14 of the said printed copy of the said Specification; by inserting the word
"essentially" after the word "lines," being the last word in line 32 of the said page
14 of the said printed copy of the said Specification; by striking out the word
Tenth" in line 34 of the said page 14 of the said printed copy of the said Specifi-
cation and inserting the word "Eighth " in lieu thereof; and by striking out the
words "use of" between the words "the" and "interlocking " also in the said line
34 of the said page 14 of the said printed copy of the said Specification.
And in order that the effect of the said Disclaimer and Memorandum of Altor-
ation may be clearly understood, I annex hereto a copy of the said Specification as
it will appear when so altered and amended, the preamble and testing clause being
omitted.
NOW KNOW YE, that I, the said Joseph Stokes Williams, do hereby declare
the nature of my said Invention, and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement,
reference being had to the accompanying Drawings, and to the letters and figures
marked thereon, that is to say :—
My Invention relates to improvements for securing more perfect bearings for
wheels on railways at the switches and crossings, or either of them (thereby
ensuring strength and durability in the bearing surfaces, and safety in working),
and combining with my improved construction and arrangement of shifting parts
at switches and crossings suitable operating, holding, locking, signalling, testing,
safety, and interlocking apparatus, so as to secure the proper relative working of
all the parts, rendering impossible the giving of conflicting signals or the setting of
the signals contrary to the actual position of the switches and crossings, or the
movement of such switches, crossings, or signals by the switchman or signalman
while the train is passing a given point, or until the switchman or signalınan shall
have been properly notified by the starter or signalman at some other point or
station, who may control the movement of such shifting parts, and be controlled
in similar manner by means of suitable mechanism, which interlocks with such
signalling and shifting parts.
It also relates to combining with such shifting parts, and parts operating and
interlocking therewith, a catch, slip, or switch for additional safety.
It also relates to other devices herein-after described.
One very important feature of the said Invention is the employment of main
line rails, which are uncut or undivided, that is to say, they have no cuts, gaps, or
apertures at the parts where they are crossed by the other lines in the arrange-
ments herein-after described.
In order to adopt my method of securing the improved bearing for the wheels at
switches and crossings of railways at such places where customarily the switch rails
of one line are operated by the same lever as adjusts the switch rails of another
line, as in transferring vehicles from one line to another, or such as a cross-over
road, I provide in combination with such switches crossings which secure con-
tinuous bearings at the frog or V piece by the use of a shifting piece or pieces
adjustable to or from the line to be crossed, and such shifting piece or pieces or
parts may or may not afford the bearing surface for the wheels on both lines, and
such shifting pieces at the crossings (where the ordinary frog or V piece is used)
may or may not be connected with the same lever, which is used to adjust the two
switches in any preferred manner, and the switches may be of any suitable pattern,
and so controlled as to secure the relative adjustment of the parts.
In the accompanying Drawings,—
Figure 1 is a plan of a double line of railway, and siding and cross-over roads, as
at an ordinary station.
1 in connection with a double line.

page_text: Figures 3 and 4 are plans of a through crossing with the shifting parts in
different positions, as herein-after described.
Figure 5 is a plan of a compound slip or a cross-over combined with a through
crossing.
Figure 6 is a plan of a modified arrangement of a compound slip.
Figure 7 is a plan of a double cross-over road.
Figure 8 is a plan of another arrangement of a cross-over road.
Figures 9 and 10 are plans illustrating a peculiar construction of the shifting
piece and other parts to be used instead of the ordinary double V pieces.
Figure 9a is a transverse section on the line ¹, x¹, Figure 10.
Figures 11 and 12 are plans of other shifting pieces which I substitute for the
ordinary V piece used at crossings.
Figures 13, 14, and 15 are transverse sections on the lines x, x, y, y,
Figure 11.
and 2,2, of
Figure 16 is a transverse section illustrating a modification of part of this
apparatus.
Figure 17 is a plan illustrating the employment of a rail of reduced width at a
switch, for ensuring increased bearing surface for the wheels in passing on the side
or crossing line.
Figure 18 is a plan illustrating the employment of a catch slip in combination
with my improved crossings and switches."
Figures 19 and 20 are a plan and sectional elevation illustrating an arrangement
for preventing adjustment of a switch by the switchman or signalman while a train
is passing a part of the line.
Figure 21 is a plan shewing a junction and a cross-over road provided with
means for preventing the adjustment of the shifting or moving parts by the switch-
man or signalman while a train is passing a part of the line, as herein-after
described.
Figure 22 is a plan illustrating the arrangement of a switch, herein-after referred to.
Figure 23 is a plan of a series of levers herein-after described.
Figures 24,25, 26, are sectional elevations on the lines *,*, y*, y*, c*, *, of the
same.
Like letters indicate the same parts throughout the Drawings.
In order to secure the advantages of a permanent or immovable line or rails
without cut, gap, or opening in the same, or a series of such both at the switch and
crossing, for instance, when I desire to transfer a vehicle from one line to another,
I employ shifting pieces that afford bearings for wheels, and which shifting picces
are so constructed and arranged as to support and carry wheels above and over the
immovable rail, and are adjustable by a lever or levers to close contact with the
immovable rails of the line, one shifting piece being located outside the guage and
the other inside the guage, and on the opposite side of the line or track, and in com-
bination with the shifting piece located inside the guage I employ a guard, which
defines the course of the wheels, and is so constructed or arranged as to allow the
flange of the wheel to pass between such guard and the shifting piece, which affords
the bearing surface for the wheels on one side of the line.
This part of my Invention is illustrated in Figure 2 of the Drawings, which
shews a double line with a cross-over road which has shifting pieces at the crossings
and switches for completing, opening, and closing the crossing line with an undivided
main line rail; a, a, are the main line rails; b, b, are the crossing rails; c is the
shifting piece on the outside of the line; and d is the shifting piece on the inside of
the same.
When these shifting parts or switch rails c, d, are adjusted to transfer the vehicles
to or from the main line a, a, they are below on a level with the surface of the
immovable rails a at c, d, and by the gradual incline or elevation of these rails c, d,
or the rail c, the wheels are supported and carried over the immovable rail a, and by
such necessary elevations of the crossing line b above the immovable rail or rails to
be again crossed I secure a continuous bearing for the wheels at such subsequent

page_text: crossings by means of a shifting piece or pieces e to complete the crossing line where
such line continues on both sides of an inimovable rail or rails, and by the employ-
ment of the switches for directing the vehicles from one line to another any number
of immovable lines or rails may be crossed and the bearing surfaces on such elevated
crossing line much improved, particularly at crossings where the frog or V pieces
are ordinarily used.
In some cases I use the arrangement shewn in Figure 8, where the shifting
pieces c, which afford the hearing for the wheels crossing the immovable rails a by a
gradual incline on either or both sides of such crossing, cause the vehicles to pass to
or from the main line a on a level with such line, that is to say, the switch rails f,
which direct the vehicles from one line to another, will not be inclined or elevated
in connection with such cross-over roads or lines similarly operative. Similar advan-
tages may be secured at crossings and switches, or either of them, where what are
sometimes termed through crossings are used, as shewn in Figures 3 and 4, and
when shifting parts termed compound slips are used in combination with so-called
through crossings, as in Figures 5 and 6.
Figure 3 shows a through crossing with the shifting parts or pieces adjusted
away from the crossing line, that is to say, so adjusted as to leave the main line
clear; Figure 4 shews the same with the shifting parts adjusted to complete tho
crossing line. a, a, are the main line rails; b, b, the crossing line rails; e, e, the
shifting pieces that afford the bearings for wheels crossing the immovable rails.
The flanges of the wheels pass along the edge of these shifting pieces; e¹, e¹, are the
shifting pieces, shown in Figures 9, 10, and 9ª, and herein-after described; g, g, are
connecting rods extending to the levers or other operating or adjusting devices.
These shifting pieces e, e', are all connected, and may be operated by the same lever,
that is to say, the lever that adjusts the switch, which completes the through line,
or they may be operated by more than one lever in any manner that may be
desired.
The shifting parts adjacent to each main lino employed to complete the crossing
may be connected and operated by separate levers.
employ suitable interlocking arrangements, as herein-after described, to secure
the proper relative working of the shifting parts and signals in connection there-
with.
Figure 5 shews a through crossing similar to that illustrated in Figures 3 and 4,
with switch rails c, d, to direct the vehicles to or from the main line a, and also
shews in combination with this through crossing line b¹, b¹, a compound slip or
cross-over road b, b, which connects the through crossing road b₁, b', with the main
line rails a, a, at h. Through the medium of the compound slip or the cross-over
road b, b, and the through crossing road b1, b', a connecting line from one set to
another set of main line rails is obtained. In constructing this compound slip or
cross-over road, as shewn, it is mostly on a level with the through crossing. At
one end of the compound slip the switch rails i are of the ordinary kind, that is to
say, they are level with the continuing lines b₁, b¹. At the other end at h the
switch rail carries or supports the wheels over the undivided rail a; or the vehicles
may be transferred to or from the crossing line at h on a level with the main
line a, a, by the employment of a switch which is not inclined or clevated; and to
avoid raising the cross-over road to a higher level than the through crossing at i' I
employ an ordinary crossing.
The shifting pieces for completing the through crossing are in some cases arranged
and operated or adjusted in the same manner as described in connection with
Figures 3 and 4; and the shifting pieces of the compound slip or cross-over road
may be operated by a separate lever.
Figure 6 shews a through crossing road with similar shifting pieces to complete
the crossing line 6, 61, where the line continues on both sides of the rail or rails to
be crossed, as shewn and described in connection with Figures 4, 5. The cross-
over road or compound slip b, b, is so located and operative as to avoid cutting or
crossing the lines b¹, b¹, or a, a, as shown and described in Figure
5.
In some cases

page_text: these shifting pieces, to complete the crossing line ¹, b', where such line continues
on both sides of the line or lines to be crossed, may be used in combination with
switches which are not inclined or elevated. The shifting pieces to complete the
line b', ', are operated and controlled, as herein described in connection with cross-
over roads or lines, which are broken or interrupted at more than one point other
than where the crossing line extends on both sides of the rail or rails to be crossed.
Figure 7 shows a double cross-over road, in which a, a, are the main line rails;
b, b, the cross-over rails; e, e, c, e, are shifting pieces, similar to those shown in
Figure 2, for completing the cross-over roads or lines b, b. Where the cross-over
roads cross each other I employ the ordinary construction of crossings, as at
,,, . The switch rails c, d, are similar to those shown and described in
connection with undivided and immovable rails, as in Figure 2, but any preferred
form of switch may be used.
Figure 8 shews a cross-over road with shifting pieces e, e, comprising the
crossing line without cutting, dividing, or moving the main line rails a, a. In this
arrangement the switch rails at f, f, do not provide for crossing an undivided main
line rail, but direct the vehicles from the main line rails a, a, on a level with the
same. These switch rails are the ordinary tapered or planed rails, but it will be
understood that any form of switch rail or rails operating on a level with the
rails a, a, may be used.
I have shown one other form of switch in Figure 22. The operating connections
may be of any preferred form.
The adjustable pieces c, e, at the crossings may be connected with a lever inde-
pendent of the switches, or may be connected with one or both of the switches;
or the shifting parts at the crossing on each main line may be connected with a
separate lever, and operated independently with each other, but they should be
suitably interlocked with each other, and with signals to prevent improper adjust-
inent or the giving of conflicting signals.
The shifting piece e', shewn in Figures 9, 10, 9ª, and which is employed to
complete the crossing line, is formed with a projection e², which forms the bearing
surface for the tread of the wheels and with a depression or channel at e³, through
or over which the flange of the wheels pass. When the said shifting piece is
adjusted to complete the crossing line tlie parts which afford the bearing for the
wheels and the passage for the flange cause no impediment or obstruction on the
crossing line. Moreover this peculiar formation of the shifting piece e' ensures its
adjustment from the crossing line by the passage of vehicles on the main line, if
such picce should be adjusted to complete the crossing line. The shifting piece e¹
is firmly supported in the direction of the crossing line, of which it forms a part,
by the immovable main line rail or otherwise, and its free end laps the continuation
of the crossing line b', and may or may not be arranged to be supported by such
lapping part or plate when adjusted to complete the crossing line. I provide con-
tinuous or sectional supports or chairs for securing the crossing rail or plate to
which the shifting piece e¹ is adjustable. I also provide for properly supporting
the said shifting piece. This form of crossing is particularly applicable in con-
nection with through crossings.
The construction and arrangement of the shifting piece e at the crossing is more
clearly shewn in Figures 11, 12, 13, 14, 15.
In these Figures a represents a filling piece which supports the end of the
crossing rail. The said filling piece is provided with lugs a¹, a', by means of
wheels; it is firuly secured to the sleepers. This shifting piece e is pivotted at e*,
and is supported upon plates e in its movements in and out of connection with the
crossing line b. The face or edge e** of the shifting piece e¹ or of the shifting piece e
may be curved, as shewn in Figures 9, 10, 11, and 12, or may be inclined or angular,
as shewn in Figure 12ª.
In Figure 16 I have shown a modified form of the shifting pieco e, in which the
bearing surface of the said shifting piece is attached to the bar e by means of bolts
Arrivate

page_text: In some cases I use in connection with my improved system an immovable rail or
rails of reduced width at the crossing, thereby creating a recess that ensures a greater.
bearing surface for wheels crossing the same.
This arrangement is shewn in Figure 17, where the main line rail a from 1 to 2
is made of less width than the coutinuation of the said main line rail beyond these
points for the purpose of securing a recess in which the switch rail c can be shifted
or located, so that the said switch rail will be nearer to the inner guage of the track
or line.
The rail of reduced width is shewn as fished to the continuation of the main line,
that is to say, a section of rail of less width than the other part of the rail is placed
on the line and secured in the ordinary manner, the inner edge of the said reduced
rail being even with the continuation of the main line rail a
The catch slip, catch switch, or trap, commonly used on railways for additional
safety at parts of the line, may be operated in combination with my improved
shifting parts. This combination is illustrated in Figure 18, in which e is the
shifting piece for the crossing of an undivided main line a, and b*, b*, are the siding
rails. In case the switch at h, the crossing c, and the shifting part * cannot be
adjusted to complete the crossing line, the vehicles cannot pass from the siding to
the main line. I thus ensure safety, as the siguals must be set to danger for the
main line traffic when it is possible for vehicles to pass to or from main line rails a,
when such shifting parts are interlocked by suitable interlocking apparatus con-
nected with such signals or in connection with a cross-over road, as shewn in Figure
1, or lines similarly operative.
I also combine with the operating connections which adjust the shifting parts
herein described compensating levers, such as are commonly used to prevent the
variation by temperature in the length of these connections, thereby preventing or
partially preventing the improper location of such shifting parts.
In cases where I actuate a series of shifting parts at the crossings where the
crossing line continues on both sides of the line to be crossed, I employ means for
preventing movement of such shifting parts at the crossings and connections
thereof, or parts interlocked therewith or thereby while the train is passing. This
object is secured by the use of inclined projecting faces or arms upon bars, rods,
cords, or wires, so arranged that in the movement thereof they are necessarily
directed from a straight course or cause other parts to be moved, and in such move-
ment will be acted on by some impediment offered by a passing train, and any part
connected to or interlocked by such connection will thereby have its movement
prevented while the train is passing.
By the use of a light rod, cord, or wire, this device may be employed to an extent
not heretofore practicable, and will not be of such weight as to prevent ready
adjustment by the lever or actuating device. The said rod, wire, or cord being
connected or interlocked with either the switch or the shifting piece at the crossing
or the signal, or with any or all of the same the movement of any part so connected,
or interlocked, or retained will be impossible while a train is passing. The said
cord, wire, or locking bar may be the signal cord, or the operating connection
between the shifting parts, and may be operated in any preferred manner. The said
locking bar, cord, or rod may be connected with a lever independently of the lever
which adjusts the switch; this independent lever being connected with the locking
bar and actuating a bolt which interlocks the switch or shifting parts whose
movements have been tested by any desired means. The withdrawing of the said
bolt will necessitate the movement of parts which the passing train will prevent,
thereby rendering it impossible to move such parts as are connected or interlocked
by the lever which actuates such locking cord or bar. I have shown the said
cord or wire in Figures 19 and 21 adjacent to the railway lines for the purpose
described.
Figures 21 and 21b shew in side elevation and transverse section on an enlarged
scale means for elevating the cord in any endwise movement of the same which in
this instance consist of an incline k¹ on the cord, wire, or rod k, and which is

page_text: arranged in connection with an incline formed on the bearing /* for supporting
the said rod, cord, or wire.
In the modification of the device for raising this cord or light rod, shewn in
Figure 21, I employ a small arm ", which during the movement of the said cord
or light rod will elevate the same.
The testing of the adjustment and the bolting of the shifting parts of the per-
manent way and connections thereof that secure improved bearing surfaces for the
wheels, are effected by means of a bolt adjusted to measure the throw or distance
of the shifting parts, that is to say, if the switch or shifting piece at the crossing
signal or other movable part is interlocked or bolted by such bolt, upon with-
drawing the said bolt from the socket or aperture with which it engages the said
bolt cannot complete the distance through which it will have to move, being
prevented by a wall or surface until the shifting parts whose position it has to test,
or which it has to bolt, shall present an engaging wall or surface which will indicato
the positive adjustment of the parts.
If
In Figure 19 I have shewn a testing or locking bolts provided with a projection
8 which engages in the aperture in the piece t connected with the switch.
the said projection s' should be withdrawn from the aperture t' in the part t, the
said projection cannot complete its full limit of movement until the switch and the
piece tin connection therewith are adjusted and bring the aperture opposite the
projection saforesaid, which will designate the complete adjustment of the switch.
If the above-described cord, rod, or wire be connected with a testing and
locking bolt the unbolting of the shifting parts will be prevented whilst the train
is passing or any desired number of shifting parts interlocked therewith or thereby
may be so retained.
In some instances this object is effected by shifting the position of the bolt in the
direction of the adjustment of the shifting parts to be tested or interlocked, that is
to say, such bolt having been withdrawn from the first locking surfaces which indi-
cate the complete adjustment of the shifting parts to one position, the said shifting
parts are adjusted completely to another position, and the said bolt can then be
shifted to meet the second locking surfaces.
The direction of movement of this bolt after being withdrawn from the locking
walls or surfaces may be in a direct line with the shifting parts or otherwise, or
this bolt may be located between shifting or adjustable parts which present
obstructing and bolting walls or surfaces, that is to say, after withdrawing the said
bolt from the engaging walls or surfaces which measure or test the adjustment of
the shifting parts in one direction such bolt cannot engage with the other bolting
walls or surfaces and complete the distance of its movement until the shifting parts
have been adjusted to their other position, and before the said bolt can be thrust in
the locking aperture the shifting parts must be properly located, this location being
indicated by the position of the lever which actuates the said bolt.
If desired the said testing and bolting device may be connected with the locking
bar, cord, or wire, which is kept from moving by a passing train, and it will
thereby prevent the withdrawing of the bolt, and consequently the adjustment of
the movable parts either of the rods, or signal, or such other parts as may be so
retained.
In some cases, either connected with or independent of other locking and testing
devices, I employ a rail or piece which affords the bearing for the wheels, and
which I cause to be shifted parallel, or nearly so, with the inmoveable rail adjacent
thereto, so as to prevent adjustment by switchman of such piece and its connections
while the train is passing.
In Figures 19 and 20 I have shewn in connection with a permanent, or undivided,
or uncut main line an arrangement of facing points and means for preventing the
adjustment of the same while a train is passing on either line at these points; the
object being to avoid the splitting of a train. In this arrangement a portion of
the surface of the switch rail c, to complete the crossing or side line, is raised above
the level of the main line rail a by means of a pin u attached to a bar u which

page_text: slides backwards and forwards beneath the said rail c. This baru is provided
with projections u², which serve to support the rail in its elevated position. The
pin u, which works in a double incline slot v, causes the necessary movement of
the said switch rail, but if the vehicles are passing over the main line rail such
adjustment cannot be effected, thereby preventing the adjustment of the switch
rail d.
In adjusting the bar or plate u the switch rail & is adjusted to a corresponding
position to complete or interrupt the crossing line. In order to break the continuity
or completion of the crossing line at such switch the said rail c must again be
raised, and as its adjustment cannot take place during the passage of a train over
this rail or any part connected therewith it cannot be moved during that time by
the switchman or signalman. I provide suitable connections or additions to such
switch or the apparatus in connection or interlocking therewith to prevent adjust-
ment (while the train is passing) over a greater distance than the most extended
wheel base of the vehicles employed on railways.
In connection with the switch in Figure 19 I have shewn the locking and testing
device above described, and have shown the locking cord connected thereto.
In the junction shewn in Figure 21 a, a, a, a, are the main line rails; b¹, b', b², 61,
are the crossing rails; e, e', are the shifting pieces. The switch rails c, d, are similar
to those shown and described in connection with the through crossings in Figure 5,
but any form of switch can be used as above described.
The switch rail at h is constructed similarly to that shewn in Figure 19 and 20,
so as to prevent adjustment by the switchman while a train is passing. The cross-
over road b in front of the junction is similar to those above described, and filling
pieces m and guards n are provided at each end of the same to ensure the passage of
vehicles to the main lines if such switch rails shall not be properly adjusted to
complete the cross-over road.
By suitable connections and interlocking apparatus with holding and testing
devices, such as are herein described, the desired relative working of the system is
ensured, as well as the signalling devices in connection therewith. Such shifting
parts, either of the crossing lines, or of the signals, or of both, or any combination
of any or all of the same, will be prevented from being moved while the train is
passing by suitable connections to, or interlocked with or by the above-described
locking cord or wire. The adjustment of such shifting parts may be tested by the
means above described.
I combine with the levers used for adjusting the shifting parts at switches and
crossings, which afford the improved bearing surface for wheels and other levers of
the series in conjunction therewith, a suitable construction and arrangement of
mechanism to prevent the releasing of a lever until all such levers and their bolts
shall be in their proper relative positions. Such bolts may be operated in any pre-
ferred manuer by hand or treadle, and may have operative connections of any
preferred construction and arrangement.
In carrying this part of the said Invention into practice I employ various arrange-
ments of mechanism. In Figures 23 to 26 I have shewn suitable arrangements for
this purpose. In connection with the levers o is a notched plate or bar p, which I
connect to sliding bars or rocking shafts q, as are generally used, so that imme-
diately a lever is moved the lug or projection o¹ connected with the lever causes
movement of the notched plate or bar engaging therewith, and such movement
causes the sliding bars or rockers 9 connected therewith to change position, and in
such change offer obstruction to the adjustment of sliding bars 7, controlling the
movement of other levers of the series, and until such lever shall have been adjusted
completely, as may be desirable, to secure the locking or unlocking of other levers
of the series or parts in connection therewith.
When the spring catch in connection with either of the levers o is raised suffi-
ciently to release either of the said levers the projection o¹ in connection therewith
remains in the notch in the bar or plate P until the lever is started to move, and in
such movement the projection o' in connection with the spring catch or bolting

page_text: apparatus (and the lever), is forced against the obstructing face upon the bar or
plate P, and causes it and its connections to move so as to allow the lug or pro-
jections to pass, and the notched bar or plate p is of sufficient length to measure the
distance of the extreme movement of the lug or projection o¹ with which it engages,
so that the projection, spring catch, or the equivalent for bolting a lever is free to
be moved but is not released from the engaging faces or notch upon the bar or
plate p until the commenced movement of the lever. By such construction and
combination of the spring catch or bolting apparatus and the lever the bolt or
catch o' must be in the proper recess or notch, or the equivalent thereof, before any
antagonistic lever or part interlocked therewith can be moved. The labor of the
operator is lessened, the wear by friction caused by weights and springs in combi-
nation with interlocking apparatus and the uncertainty of automatic adjustment is
entirely obviated.
The Figures of reference on the levers correspond with similar Figures indicating
the signals and cross-over roads, as shewn in Figure 1.
The lever No. 1, connected with the up-distant signal, is controlled by the levers
Nos. 2, 4, and 5.
The lever No. 2, connected with the up-line signal, is controlled by the levers
Nos. 1, 4, and 5.
The lever No. 3, in connection with the up starting signal, is controlled by the
levers Nos. 4 and 5.
The lever No. 4, which is used to complete or interrupt the siding cross-over road
is controlled by the levers Nos. 1. 2, 3, and 5'
The lever No. 5, which is used to complete or interrupt the cross-over road for
transferring vehicles from one main line to the other is controlled by all the
levers.
The levers Nos. 6, 7, and 8, connected with the down starting signal, the down
home signal, and the down distant signal respectively are controlled by the lever
No. 5.
By thus preventing the movement of a lever until some other lever or part shall
have changed position and completed its necessary movement, the proper relative
working of the actuating devices or movable parts in connection with the permanent
way is ensured, and the same results are similarly attainable through an entire
system or series of levers or adjusting parts, or any desired number of the same.
And by the employment of any suitable interlocking apparatus, such as is herein
described, any desired relative working of the parts may be ensured, that is to say,
that in the most complicated system of crossing lines, such as through crossings in
combination with cross-over roads, or compound slips, or catch slips, or traps, or
lines with a series of switches or shifting parts which complete or interrupt such
lines at more than one point or through crossings, as herein described, or a combi-
nation of any or all of the same, are worked effectively and in proper relation to the
signalling devices in connection therewith, or interlocked by the same.
To ensure further additional security in the adjustment and the proper relative
working of the shifting parts in connection with the improved bearing surfaces,
according to my improved system of construction and working, I combine with
such shifting parts or connections signalling and recording mechanism of suitable
construction, such as is in ordinary use, or the equivalent thereof; the mechanism
engages or disengages with such parts or connections of the series as to require the
proper relative working of the shifting parts of a series or system, and of a series
of signalling devices in connection therewith, that is to say, the shifting part of the
track, the signals for driver, and the signals for the operation of shifting parts of a
series of systems are so interlocked as to require the proper relative working of the
series or system.
Having thus fully described my said Invention, and the manner of performing
the same, I wish it understood that inasmuch as the improvements herein described
are in part based upon those described in the former Specification filed in pursuance
of Letters Patent previously granted to me, numbered 3256, and dated August 27th,

page_text: A.D. 1877, I make no claim to any of the improvements or parts described in my
said former Specification, though the same may have been incidentally referred to
herein, but what I claim is,-
First. In the construction of railway crossing lines the employment of shifting
pieces at parts where the crossing line continues on both sides of the undivided or
immovable rail or rails to be crossed, in combination with switches or shifting pieces
such as are herein described at other parts of the line, which break or interrupt the
crossing line at more than one point, and which last-named shifting pieces are so
controlled that in order to permit the same to be adjusted so as to complete the
crossing line, it will be necessary to cause or allow the proper adjustment of the
shifting piece or pieces at the crossing, substantially as set forth, and illustrated in
the accompanying Drawings.
Second. The construction and arrangement of the shifting pieces e, e¹, or any
combination of them for the purpose specified, and as illustrated in the accompanying
Drawings.
Third. The employment in combination with the apparatus or arrangements
forming the subject of the above claiming clauses, or either of them, of interlocking
apparatus such as is herein described, or equivalent apparatus, so as to secure the
proper relative working of all of the parts of such apparatus and the signals in
connection therewith.
Fourth. The construction and use of the shifting piece at the crossing, as shown
in Figures 11 to 15 or in Figure 12a, in the manner and for the purposes set
forth.
Fifth. The construction of the shifting piece, provided with a bearing surface for
the tread, and with a channel or passage for the flanges of the wheels, substantially
as described, and shewn in Figures 9, 9, 10, and 12 of the annexed Drawings.
Sixth. The employment of a rail of reduced width in combination with a switch,
rail which affords the means for crossing an immovable and undivided rail for the
purpose specified, and illustrated in Figure 17 of the Drawings.
Seventh. The combination with my improved system of construction and working
of crossing lines, of means for preventing the movement or adjustment of the
switches or shifting pieces, or parts connected or interlocking therewith or thereby
while a train is passing over the same or adjacent parts of the line or lines, essentially
as herein described.
Eighth. The interlocking apparatus or mechanism, constructed substantially as
shewn in Figures 23 to 26, for securing the proper relative working of switches and
signals, and parts in connection therewith, in the manner above set forth.
In witness whereof, I, the said Joseph Stokes Williams, have hereunto set my
hand and scal, this Twenty-fifth day of March, in the year of our Lord One
thousand eight hundred and seventy-nine.
I hereby grant my fiat, giving leave to the above-nained Joseph Stokes Williams
to file in the Great Seal Patent Office, with the Specification to which the same
relates, the above-written Disclaimer and Memorandum of Alteration.
Dated this 26th day of April 1879.

page_text: LETTERS PATENT to Joseph Stokes Williams, of Riverton, New Jersey, United
States of America, now of 8, Southampton Buildings, London, for the Inven-
tion of IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN
APPARATUS TO BE USED IN CONNECTION THEREWITH."
"
Sealed the 7th May 1878, and dated the 12th March 1878.
PROVISIONAL SPECIFICATION left by the said Joseph Stokes Williams at
the Office of the Commissioners of Patents on the 12th March 1878.
46
JOSEPH STOKES WILLIAMS, of Riverton, New Jersey, United States of America,
now of 8, Southampton Buildings, London. IMPROVEMENTS IN RAILWAY CROSSINGS
AND SWITCHES, AND IN APPARATUS TO BE USED IN CONNECTION THEREWITH."
My Invention relates to improvements for securing more perfect bearings for
wheels on railway lines at the switches and crossings, thereby ensuring strength
and durability to the bearing surfaces; also combining with such improved con-
struction and arrangement of shifting parts at switches and crossings suitable
construction and arrangement of operating, holding, locking, signalling, testing,
safety, and interlocking devices as to secure the proper relative working of all tho
parts, thereby rendering impossible the giving of conflicting signals, or the setting
of the signals contrary to the actual position of the switches and crossings, or the
movement of such switches, crossings, or signals by the switchman or signalman
while the train is passing a given point, or until the switchman or signalman shall
have been properly notified by the starter or signalman at some other point or
station who may control the movement of such shifting parts, and be controlled in
similar manner by means of suitable mechanism which interlocks with such signalling
and shifting parts.
Also combining with such shifting parts, operating and interlocking therewith, a
catch switch for additional safety.
In order to adopt my system of securing the improved bearing for the wheels at
switches and crossings for line of railways, such places as customarily, the switch.
rails of one line are operated by the same lever as adjusts the switch rails as in

page_text: transferring vehicles from one line to another, or as is terined a cross-over road. I
provide in combination with such switches crossings which secure continuous
bearings at the frog or V piece by the use of a shifting piece or pieces adjustable to
or from the line to be crossed, and such shifting part may or may not afford the
bearing surface for the wheels on both lines, and such shifting pieces at the crossings
(where the ordinary frog or V piece is ordinarily used) may be connected with the
same lever which is used to adjust the two switches in any preferred manner, and
the switches may be of any preferred pattern, and so controlled as to secure the
relative adjustment of the parts.
In order to secure the advantages of a permanent or immovable line or rails
without cut, gap, or opening in same, or a series of such, both at the switch and
crossing, for instance, when I desire_to_transfer a vehicle from one line to another,
I employ shifting pieces that afford bearings for wheels, so constructed and arranged
to support and carry wheels above and over the immovable rail, which are adjustable
by lever to close contact with the immovable rails of the line, one being located
outside the gauge, the other inside; and on the opposite side of the track and in
combination with the shifting piece located inside the gauge, I employ a guard,
which defines the course of the wheels, and is so constructed or arranged as to allow
the flange of the wheel to pass between such guard and the shifting piece, which
affords the bearing surface for the wheels on one side of the line.
When these shifting parts or switch rails are forced against the immovable rails
they are level at one end with the immovable rails, and by gradual inclino or
elevation they support and carry the wheels over the immovable rails, and by con-
tinuing the line the necessary relative elevation above the immovable rail or rails to
be again crossed, I secure continuous bearing for wheels at such subsequent crossings
by means of a shifting piece or pieces to complete the line where such line continues
on both sides of an immovable rail or rails, and by the employment of such switches
for directing the vehicles from one line to another, and the employment of the
necessary shifting parts to complete the line where it continues on both sides of the
immovable rail or rails.
Any number of immovable rails or lines may be crossed, and the bearing surfaces
on such elevated line much improved, particularly at crossings where the frog or
✓ pieces are ordinarily used; or I may use the shifting pieces which afford the
bearing for the wheels crossing the immovable rail, and by a gradual incline on
either or both sides of such crossing cause the vehicles to pass to or from the main
line on a level with such line, that is to say, the switch rails which direct the
vehicles from one line to another would not be inclined or elevated in connection
with such cross-over roads or lines similarly operative.
I may employ at the crossings a shifting piece, which forins solid continuity with
the meeting rail of either line at the crossing, either automatic or under the control
of switchman, and which is supported at the otherwise open joints by lapping plates
or filling pieces; or I may use an adjustable wing rail or rails under the control of
the switchman in combination with a frog or V piece; or similar advantages may
be secured at crossings and switches, or either of them, where what is sometimes
termed through crossings, and shifting parts termed compound slips sometimes used
in combination with so-called through crossings.
In the various systems of crossings at junctions, cross-over roads, through crossings,
or the system in combination with catch switches, I may use any ordinary form of
switch, frog, or ✓ piece in combination with my improved bearing surfaces at
switches and crossings, as may be desirable.
In some cases I prefer to use an immovable rail or rails of less width at crossing,
thereby creating a recess so as to ensure a greater bearing surface for wheels crossing
the same.
I use a guard on the opposite side of the line, where I employ as an
equivalent suitable variation of the gauge of the track.
The catch slip or trap used on railways for additional safety may be operative in
combination with the improved shifting parts, as in part set forth.
. I also combine with the operating connections which adjust the shifting parts,

page_text: which afford the improved bearings for wheels, compensating levers, as are commonly
used to prevent the variation by temperature in the length of the connection,
thereby preventing in part or entirely the improper location of such shifting
parts.
In cases where I actuate a series of shifting parts at the crossings where the
crossing line continues on both sides of the line to be crossed, I provide means, by
suitable construction or arrangement of such shifting parts at crossing and parts
connected thereto or in combination therewith, as to prevent movement of such
shifting parts at the crossings and connections thereof, or parts interlocked therewith
or thereby while the train is passing; this may be secured by the use of projecting
faces upon bars, rods, cords, or wires, so that in the movement thereof they aro
necessarily directed from a straight course, or cause other parts to be moved, and in
such movement will be acted on by some impediment offered by a passing train and
any part connected to or interlocked by such connection will thereby be prevented
from being moved while the train is passing. By the use of a light rod, cord, or
wire this device may be used to any reasonable limit, which has not heretofore
been feasible, and will not be of such weight as to prevent ready adjustment from
the lever. The said rod, wire, or cord being connected or interlocked with either
the switch or the shifting piece at the crossing, or the signal, or combination of any
or all of the same, the movement of any part so connected, or interlocked, or retained
will be impossible while a train is passing. The said cord, wire, or locking bar may
be the signal cord or the operating connection between the shifting parts, and may
be operated in any preferred manner.
By connecting a locking bar, cord, or rod with a lever independent of the lever
which adjusts the switch, this independent lever being connected with the locking
bar, and actuating a bolt which interlocks the switch or shifting parts whose move-
ments have been tested by any desired means, the withdrawing of the bolt
necessitates the movement of parts which the passing train will prevent, thereby
rendering it impossible to move such parts as are connected or interlocked by the
lever which actuates such locking cord or bar.
In a modification of the device for raising the cord or light rod I employ a small
arm, which during the movement of said cord or light rod will elevate the same.
The testing the adjustment and the bolting of the shifting parts of the permanent
way and connections thereof as secure improved bearing surfaces for the wheels are
obtained by means of a bolt so adjusted as to measure the throw or distance of the
shifting parts, that is to say, if the switch shifting piece at the crossing, signal, or
other movable part is interlocked or bolted by such bolt, upon withdrawing the
said bolt from the socket or aperture with which it engages the said bolt cannot
complete the distance through which it will have to move, being prevented by a
wall or surface until the shifting parts, whose position it has to test, or which it has
to bolt, shall present an engaging wall or surface which will indicate the positive
adjustment of parts.
This result may be obtained in various ways. In one instance it is effected by
shifting the position of the bolt in the direction of the adjustment of the shifting
parts to be tested or interlocked, that is, after such bolt (having been withdrawn
from the first locking surfaces which indicate the complete adjustment of the shifting
parts in one position) such shifting parts are adjusted completely to another position;
the said bolt can then be shifted to meet the second locking surfaces. The direction
of movement of this bolt after being withdrawn from the locking walls or surfaces
may be in a direct line with the shifting parts or otherwise; or this bolt may be
located between shifting or adjustable parts which present obstructing and bolting
walls or surfaces, that is to say, after withdrawing the said bolt from the engaging
walls or surfaces, which measure or test the adjustment of the shifting parts in one
direction, such bolt cannot engage with the other bolting walls or surfaces and
complete the distance of its movement until the adjustment of the shifting parts
to their other position and when the said bolt can be thrust in the locking aperture

page_text: the shifting parts must be properly located, as will be indicated by the position of
the lever which actuates the said bolt.
If desired the said testing and bolting device may be connected with the locking
bar, cord, or wire, which is kept from moving by a passing train, and it will thereby
prevent the withdrawing of the bolt, and consequently the adjustment of the
movable parts, either of the rails or signal or such other parts as may be so
retained.
In some cases, either connected with or independent of other locking and testing
devices, I employ a rail or piece which affords the bearing for wheels, which I
cause to be shifted parallel or nearly so with the immovable rail adjacent thereto,
so as to prevent adjustment by switchman of such piece and connections while the
train is passing. I also provide a guard rail at the end thereof when I use such
piece in combination with a shifting piece, which affords solid continuity with the
meeting rail, or where a recess is formed to ensure increased-size and strength of
the shifting piece; or a switch may be constructed of bearing plates or rails, one on
each side of the line in combination with a guard rail located adjacent to one of the
bearing plates or rails, so as to allow the flange of the wheel to pass between the
bearing plate and guard, and thereby ensure against adjustment by switchman
while the train is passing.
I combine with the levers used for adjusting the shifting parts at switches and
crossings, which afford the improved bearing surface for wheels, also other levers of
the series in conjunction therewith, suitable construction and arrangement of
mechanism to prevent the releasing of a lever until all such levers and bolts of such
levers shall be in their proper relative positions; such bolts may be operative in any
preferred manner by hand or treadle, and such operative connections of any preferred
construction and arrangement.
In practising this part of my Invention I employ in connection with each lever
of a series of levers a bolt or engaging face, which retains the lever in both of its
completed positions, and the susceptibility of movement of such bolt or engaging
face is dependent upon the position of some other lever, bolt, or part connected
therewith, or any desired number of them; that is to say, each bolt being withdrawn
from the engaging faces to release the lever or actuating device causes faces to
engage with and retain other faces on or in connection with another lever or
actuating device, which last-named faces also vary, dependent upon the position of
such lever or actuating device, so that if a suitable face is not offered, or movement
allowed, the bolt cannot be withdrawn to release the other lever or actuating part;
but if the actuating devices are in their proper relative positions the bolt can be
withdrawn, releasing the lever which it has bolted, and at the same time engages
with and retains another lever or part until the movement or adjustment thereof is
complete, and the said part is again bolted.
After the bolting or engaging of the locking faces the lever or devices thereby
retained previously, and upon the withdrawal of the bolt and during the movement
and rebolting of the part, which it retains in both of its extreme positions, can be
moved, and during such movement and until adjusted to the first extreme position
or limit of adjustment will prevent the withdrawal of the bolt from the faces
engaging with it, and therefore the movement of the first lever or actuating
device is rendered impossible. By thus preventing the movement of a lever until
some other lever or part shall have changed position, and completed its necessary
movement, the proper relative working of the actuating devices or movable parts
in connection with the permanent way is ensured, and the same results are similarly
attainable through an entire system or series of levers or adjusting parts, or any
desired number of the same.
I may use in connection with each lever or actuating device of a system which it
is desirable to interlock a bolt, catch, or locking face connected to or receiving
movement from a hand lever or spring catch rod connected to the lever or actuating
device, which in the positions completing the required movement of the lever, aud

page_text: the bolting or unlocking of same vary the limit of adjustment, and the securing of
such variation of movement necessarily involves the movement of such parts as may
be connected thereto or in contact therewith consistent with the space and move-
ment necessary to release the engaging faces and complete the required movement
of a lever or actuating device.
Another part or end of such bolt or face connected thereto or in contact there-
with is caused to engage with another lever or actuating device or connection
thereof as it is desirable to prevent from being moved; these bolts or faces which
hold the lever in both of its completed positions may be varied in form and arrange-
ment, and the additions or connections thereto may also be of any preferred con-
struction, and may extend to engage with any desired number of levers or bolts of
such levers, continuations, or connections thereof, and be susceptible of a rocking,
revolving, lateral, longitudinal, or vertical motion, or a combination of such motions;
or, instead of using independent interlocking gear, I may use in combination with
my improved system of bearing surfaces and parts connected to or working in
conjunction therewith suitable arrangement and construction of rockers, cranks,
cams, sliding bars, rods, levers, or a combination of mechanical contrivances which
are actuated by the movement of the lever so as to hold or lock another lever or a
series of them, and to interlock some other lever or series dependent upon the
position of such moving lever; for instance, I may use a connection with each lever
of a series a rocking lever or levers, which immediately upon the lever being moved
communicate motion to some part or connection which engages with the rockers or
connections of other levers, and prevents their movement and removes obstructing
faces from connections or parts of some other levers when such moving lever shall
have been fully adjusted to its other complete position; or such independent inter-
locking may be used in combination with locking gear dependent upon the lever
for movement for securing the proper relative working of parts in connection with
the improved bearing surfaces.
To insure further additional security in the adjustment and the proper relativo
working of the shifting parts in connection with the improved bearing surfaces, I
combine with such shifting parts or connections signalling and recording mechanism,
which engages or disengages with such parts or connections of the series as to require
the proper relative working of the shifting parts of a series of a system of levers and
of a series of signalling devices in connection therewith, that is to say, the shifting
part of the track, the signals for driver, and the signals for the operation of shifting
parts of a series of systems are so interlocked as to require the proper relative
working of series of systems.
For securing the shifting parts or levers of railways in their completed position,
as well as the proper relative working of such parts of the series, I employ bolting
faces which engage with the lever or actuating device to be locked in both of its
completed positions or part moved thereby, addition or connection thereto, which
engages with some other lever or levers of the series, and retain such levers and
connections thereto in position until such bolt and lever shall have completed their
movements to their proper relative positions to other levers and bolts; then some
other lever can be moved, and in turn prevent the movement of the first lever or
any number of the series that may be desired. This result is secured by varying
the engaging of the bolt with its locking walls, which retains a lever in both of its
completed positions, such variation being sufficient to lock some and unlock other
levers of the series, and unlock none but the lever to be moved until the lever is
fully adjusted and again bolted in its proper relative position to other parts of the
series.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Joseph Stokes Williams in the Great Seal Patent Office on the 12th
September 1878.
JOSEPH STOKES WILLIAMS, of Riverton, New Jersey, United States of America,
now of 8, Southampton Buildings, London "IMPROVEMENTS IN RAILWAY CROSSINGS
AND SWITCHES, AND IN APPARATUS TO BE USED IN CONNECTION THEREWITH."
My Invention relates to improvements for securing more perfect bearings for
wheels on railways at the switches and crossings, or either of them (thereby
ensuring strength and durability in the bearing surfaces and safety in working) and
combining with my improved construction and arrangement of shifting parts at
switches and crossings, suitable operating, holding, locking, signalling, testing,
safety, and interlocking apparatus so as to secure the proper relative working
of all the parts, rendering impossible the giving of conflicting signals or the
setting of the signals contrary to the actual position of the switches and crossings,
or the movement of such switches, crossings, or signals by the switchman or signal-
man while the train is passing a given point, or until the switchman or signalman
shall have been properly notified by the starter or signalman at some other point or
station who may control the movement of such shifting parts, and be controlled in
similar manner by means of suitable mechanism, which interlocks with such sig-
nalling and shifting parts.
It also relates to combining with such shifting parts, and parts operating and
interlocking therewith, a catch, slip, or switch for additional safety.
It also relates to other devices herein-after described.
One very important feature of the said Invention is the employment of main line
rails, which are uncut or undivided; that is to say, they bave no cuts, gaps, or aper-
tures at the parts where they are crossed by the other lines in the arrangements
herein-after described.
In order to adopt my method of securing the improved bearing for the wheels at
switches and crossings of railways at such places where customarily the switch
rails of one line are operated by the same lever as adjusts the switch rails of another
line, as in transferring vehicles from one line to another, or such as a cross-over road,
I provide in combination with such switches crossings which secure continuous
bearings at the frog or V piece by the use of a shifting piece or pieces, adjustable
to or from the line to be crossed, and such shifting piece or pieces or parts may or
may not afford the bearing surface for the wheels on both lines, and such shifting
pieces at the crossings (where the ordinary frog or V piece is used) may or may not
be connected with the same lever, which is used to adjust the two switches in any
preferred manner, and the switches may be of any suitable pattern, and so controlled
as to secure the relative adjustment of the parts.
In the accompanying Drawings,—
Figure 1 is a plan of a double line of railway and siding, and cross-over roads, as
at an ordinary station.
Figure 2 is a plan of a cross-over road in connection with a double line.
Figures and 4 are plans of a through crossing, with the shifting parts in
different positions, as herein-after described.
Figure 5 is a plan of a compound slip or a cross over, combined with a through
crossing.
Figure 6 is a plan of a modified arrangement of compound slip.
Figure 7 is a plan of a double cross-over road.
Figure 8 is a plan of another arrangement of a cross-over road.
Figures 9 and 10 are plans illustrating a peculiar construction of the shifting
piece and other parts to be used instead of the ordinary double V pieces.
Figure 3a is a transverse section on the line x, x1, Figure 10.
Figures 11 and 12 are plans of other shifting pieces, which I substitute for the
ordinary V piece used at crossings.

page_text: Figures 13, 14, and 15 are transverse sections on the meso, Y, Y, auu
Figure 11.
Figure 16 is a transverse section illustrating a modification of part of this
apparatus.
Figure 17 is a plan illustrating the employment of a rail of reduced width at a
switch for ensuring increased bearing surface for the wheels in passing on the side
or crossing line.
Figure 18 is a plan illustrating the employment of a catch slip in combination
with my improved crossings and switches.
Figures 19 and 20 are a plan and sectional elevation illustrating an arrangement
for preventing adjustment of a switch by the switchman or signalman while a train
is passing a part of the line.
Figure 21 is a plan shewing a junction and a cross-over road provided with means
for preventing the adjustment of the shifting or moving parts by the switchman or
signalman while a train is passing a part of the line, as herein-after described.
Figure 22 is a plan illustrating the arrangement of a switch herein-after
referred to.
Figure 23 is a plan of a series of levers berein-after described.
Figures 24, 25, 26, are sectional elevations on the lines x*, x*, y*, y*, *, 's*, of the
same.
Like letters indicate the same parts throughout the Drawings.
In order to secure the advantages of a permanent or immovable line or rails
without cut, gap, or opening in the same, or a series of such, both at the switch and
crossing, for instance, when I desire to transfer a vehicle from one line to another I
employ shifting pieces that afford bearings for wheels, and which shifting pieces
are so constructed and arranged as to support and carry wheels above and over the
immovable rail, and are adjustable by a lever or levers to close contact with the
immovable rails of the line, one shifting piece being located outside the gauge and
the other inside the gauge and on the opposite side of the line or track, and in com-
bination with the shifting piece located inside the gauge I employ a guard which
defines the course of the wheels, and is so constructed or arranged as to allow the
flange of the wheel to pass between such guard and the shifting piece which affords
the bearing surface for the wheels on one side of the line.
This part of my Invention is illustrated in Figure 2 of the Drawings, which
shews a double line with a cross-over road, which has shifting pieces at the crossings
and switches for completing, opening, and closing the crossing line, with an undivided
main line rail; a, a, are the main line rails; b, b, are the crossing rails; c is the
shifting piece on the outside of the line; and d is the shifting piece on the inside of
the same.
When these shifting parts or switch rails c, d, are adjusted to transfer the vehicles
to or from the main line a, a, they are below on a level with the surface of the
immovable rails a at c', d', and by the gradual incline or elevation of these rails
c, d, or the rail c, the wheels are supported and carried over the iminovable rail a,
and by such necessary elevation of the crossing line b above the immovable rail or
rails to be again crossed I secure a continuous bearing for the wheels at such sub-
sequent crossings by means of a shifting piece or pieces e to complete the crossing
line where such line continues on both sides of an immovable rail or rails, and by
the employment of the switches for directing the vehicles from one line to another,
any number of immovable lines or rails may be crossed, and the bearing surfaces
on such elevated crossing line much improved, particularly at crossings where
the frog or V pieces are ordinarily used.
In some cases I use the arrangement shewn in Figure 8, where the shifting
pieces e, which afford the bearing for the wheels crossing the immovable rails a by
a gradual incline on either or both sides of such crossing, cause the vehicles to pass
to or from the main line a, on a level with such line, that is to say, the switch rails
f which direct the vehicles from one line to another will not be inclined or elevated
in connection with such cross-over roads or lines similarly operative. Or I employ

page_text: at the crossings a shifting piece which forms solid coutinuity with the meeting rail
of either line at the crossing, either automatic or under the control of the switch-
man, and which is supported at the otherwise open joints by lapping plates or filling
pieces, or I may use an adjustable wing rail or rails under the control of the switch-
man, in combination with a frog or V piece; or similar advantages may be secured
at crossings and switches, or either of them, where what are sometimes termed
through crossings are used, as shewn in Figures 3 and 4, and when shifting parts
termed compound slips are used in combination with so-called through crossings, as
in Figures 5 and 6.
Figure 3 shows a through crossing with the shifting parts or pieces adjusted away
from the crossing line, that is to say, so adjusted as to leave the main line clear;
Figure 4 shews the same with the shifting parts adjusted to complete the crossing
line. a, a, are the main line rails; b₁, 61, the crossing line rails; e, e, the shifting
pieces that afford the bearings for wheels crossing the immovable-rails. The flanges
of the wheels pass along the edge of these shifting pieces. e¹, e', are the shifting
pieces; shown in Figures 9, 10, and 90, and herein-after described; g, g, are con-
necting rods extending to the levers or other operating or adjusting devices. These
shifting pieces e, e¹, are all connected, and may be operated by the same lever, that
is to say, the lever that adjusts the switch which completes the through line, or they
may be operated by more than one lever in any manner that may he desired.
The shifting parts adjacent to each main line employed to complete the crossing
may be connected and operated by separate levers.
I employ suitable interlocking arrangements to secure the proper relative working
of the shifting parts and signals in connection therewith.
Figure 5 shews a through crossing similar to that illustrated in Figures 3 and 4,
with switch rails c, d, to direct the vehicles to or from the main line a, and also
shews in combination with this through crossing line b', b, a compound slip or cross-
over road b, b, which connects the through crossing road b', 6', with the main line
rails a, a, at h. Through the medium of the compound slip or the cross over
road b, b, and the through crossing road b', b', a connecting line from one set to
another set of main line rails is obtained. In constructing this compound slip or
cross-over road, as shewn, it is mostly on a level with the through crossing. At one
end of the compound slip the switch rails i are of the ordinary kind, that is to say,
they are level with the continuing lines b1, b. At the other end at h the switch
rail carries or supports the wheels over the undivided rail a; or the vehicles may
be transferred to or from the crossing line at h on a level with the main line a, a,
by the employment of a switch, which is not inclined or elevated, and to avoid
raising the cross-over road to a higher level than the through crossing at i' I employ
an ordinary crossing.
The shifting pieces for completing the through crossing are in some cases arranged
and operated or adjusted in the same manner as described in connection with
Figures 3 and 4, and the shifting pieces of the compound slip or cross-over road
may be operated by a separate lever.
Figure 6 shews a through crossing road with similar shifting pieces to complete
the crossing line b1, b', where the line continues on both sides of the rail or rails to
be crossed, as shown and described in connection with Figures 3, 4, 5. The cross-
over road or compound slip b, b, is so located and operative as to avoid cutting or
crossing the lines b', b¹, or a, a, as shewn and described in Figure 5. In some cases
these shifting pieces to complete the crossing line b', 61, where such line continues
on both sides of the line or lines to be crossed, may be used in combination with
switches which are not inclined or elevated. The shifting pieces to complete the
line b, b, are operated and controlled as herein described in connection with cross-
over roads or lines which are broken or interrupted at more than one point other
than where the crossing line extends on both sides of the rail or rails to bo
crossed.
Figure 7 shows a double cross-over road, in which a, a, are the main line rails; b,b,
the cross-over rails; c, e, c, e, are shifting pieces, similar to those shown in Figure 2,.

page_text: for completing the cross-over roads or lines b, b. Where the cross-over roads cross
each other I employ the ordinary construction of crossings, as at i, i¹, i, i¹. The
switch rails c, d, are similar to those shown and described in connection with un-
divided and immovable rails, as in Figure 2, but any preferred form of switch may
be used.
Figure 8 shews a cross-over road with shifting pieces e, e, comprising the crossing
line without cutting, dividing, or moving the main line rails a, a.
In this arrange-
ment the switch rails at f, f, do not provide for crossing an undivided main line
rail, but direct the vehicles from the main line rails a, a, on a level with the same.
These switch rails are the ordinary tapered or planed rails, but it will be understood
that any form of switch rail or rails operating on a level with the rails a, a, may be
used.
I have shown one other form of switch in Figure 22. The operating connections
may be of any preferred form.
The adjustable pieces e, e, at the crossings may be connected with a lever inde-
pendent of the switches, or may be connected with one or both of the switches; or
the shifting parts at the crossing on each main line may be connected with a
separate lever, and operated independently of each other, but they should be suitably
interlocked with each other and with signals, to prevent improper adjustment or the
giving of conflicting signals.
The shifting piece e', shewn in Figures 9, 10, 9, and which is employed to com-
plete the crossing line, is formed with a projection e, which forms the bearing
surface for the tread of the wheels, and with a depression or channel at e³, through
or over which the flange of the wheels pass. When the said shifting piece is
adjusted to complete the crossing line, the parts which afford the bearing for the
wheels and the passage for the flange cause no impediment or obstruction on the
crossing line. Moreover this peculiar formation of the shifting picce e¹ ensures its
adjustment from the crossing line by the passage of vehicles on the main line if
such piece should be adjusted to complete the crossing line. The shifting piece e¹
is firmly supported in the direction of the crossing line of which it forms a part by
the immovable main line rail, or otherwise, and its free end laps the continuation of
the crossing line b', and may or may not be arranged to be supported by such lapping
part or plate when adjusted to complete the crossing line. I provide continuous or
sectional supports or chairs for securing the crossing rail or plate to which the
shifting piece el is adjustable. I also provide for properly supporting the said
shifting piece. This form of crossing is particularly applicable in connection with
through crossings.
The construction and arrangement of the shifting piece e at the crossing is more
clearly shewn in Figures 11, 12, 13, 14, 15.
In theso Figures a* represents a filling piece which supports the end of the
crossing rail b. The said filling piece is provided with lugs a¹, a', by means of which
it is firmly secured to the sleepers. This shifting piece e is pivotted at e*, and is
supported upon plates et in its movements in and out of connection with the crossing
line b. The face or edge e** of the shifting piece e¹, or of the shifting piece e, may
be curved as shown in Figures 9, 10, 11, and 12, or may be inclined or angular, as
shewn in Figure 12ª.
In Figure 16 I have shown a modified form of the shifting piece e, in which the
bearing surface of the said shifting piece is attached to the bar ca by means of bolts
or rivets.
In some cases I use in connection with my improved system an immovable rail
or rails of reduced width at the crossing, thereby creating a recess that ensures a
greater bearing surface for wheels crossing the same.
This arrangement is shewn in Figure 17, where the main line rail a, from 1 to 2,
is made of less width than the continuation of the said main line rail beyond these
points for the purpose of securing a recess in which the switch rail c can be shifted
or located, so that the said switch rail will be nearer to the inner gauge of the track
or line.

page_text: The rail of reduced width is shewn as fished to the continuation of the main line,
that is to say, a section of rail of less width than the other part of the rail is placed
on the line and secured in the ordinary manner; the inner edge of the said reduced
rail being even with the continuation of the main line rail a.
The catch slip, catch switch, or trap commonly used on railways for additional
safety at parts of the line, may be operated in combination with my improved
shifting parts. This combination is illustrated in Figure 18, in which e is the
shifting piece for the crossing of an undivided main line a, and b*, *, are the
siding rails.
In case the switch at , the crossing e, and the shifting part *
cannot be adjusted to complete the crossing line, the vehicles cannot pass from
the siding to the main line. I thus ensure safety, as the signals must be set to
danger for the main line traffic, when it is possible for vehicles to pass to or
from main line rails a, when such shifting parts are interlocked by suitable
interlocking apparatus connected with such signals, or in connection with a cross-
over road, as shewn in Figure 1, or lines similarly operative.
I also combine with the operating connections which adjust the shifting parts
herein described, compensating levers such as are commonly used to prevent the
variation by temperature in the length of these connections, thereby preventing or
partially preventing the improper location of such shifting parts.
In cases where I actuate a series of shifting parts at the crossings where the
crossing line continues on both sides of the line to be crossed, I employ means for
preventing movement of such shifting parts at the crossings and connections thereof
or parts interlocked therewith or thereby while the train is passing. This object is
secured by the use of inclined projecting faces or arms upon bars, rods, cords, or
wires, so arranged that in the movement thereof they are necessarily directed from
a straight course, or cause other parts to be moved, and in such movement will be
acted on by some impediment offered by a passing train, and any part connected to
or interlocked by such connection, will thereby have its movement prevented
while the train is passing.
'
By the use of a light rod, cord, or wire, this device may be employed to an extent
not heretofore practicable, and will not be of such weight as to prevent ready
adjustment by the lever or actuating device. The said rod, wire, or cord being con-
nected or interlocked with either the switch or the shifting piece at the crossing or
the signal, or with any or all of the same, the movement of any part so connected
or interlocked or retained will be impossible while a train is passing. The said cord,
wire, or locking bar may be the signal cord or the operating connection between
the shifting parts, and may be operated in any preferred manner. The said locking
bar, cord, or rod may be connected with a lever, independently of the lever which
adjusts the switch, this independent lever being connected with the locking bar,
and actuating a bolt which interlocks the switch or shifting parts whose movements
have been tested by any desired means. The withdrawing of the said bolt will
necessitate the movement of parts which the passing train will prevent, thereby
rendering it impossible to move such parts as are connected or interlocked by the
lever which actuates such locking cord or bar. I have shewn the said cord or wire
in Figures 19 and 21, adjacent to the railway lines for the purpose described.
Figures 21 and 21b shew in side elevation and transverse section on an enlarged
scale, means for elevating the cord in any cnd wise movement of the same, which in
this instance consist of an incline on the cord, wire, or rod k, and which is
arranged in connection with an incline formed on the bearing * for supporting the
said rod, cord, or wire.
In the modification of the device for raising this cord or light rod, shewn in
Figure 21, I employ a small arm k, which during the movement of the said cord
or light rod will elevate the same.
The testing of the adjustment and the bolting of the shifting parts of the
permanent way and connections thereof that secure improved bearing surfaces for
the wheels, are effected by means of a bolt adjusted to measure the throw or distance
of the shifting parts, that is to say, if the switch or shifting piece at the crossing

page_text: signal or other movable part is interlocked or bolted by such bolt, upon with-
drawing the said bolt from the socket or aperture with which it engages, the said
bolt cannot complete the distance through which it will have to move, being
prevented by a wall or surface until the shifting parts whose position it has to test,
or which it has to bolt, shall present an engaging wall or surface which will indicate
the positive adjustment of the parts.
In Figure 19 I have shewn a testing or locking bolts provided with a projec-
tion 81, which engages in the aperture in the piece t connected with the switch.
If the said projection s' should be withdrawn from the aperture t¹ in the part t,
the said projection cannot complete its full limit of movement until the switch and
the piece t in connection therewith are adjusted and bring the aperture t2 opposite
the projection & aforesaid, which will designate the complete adjustinent of the
switch.
If the above-described cord, rod, or wire be connected with a testing and
locking bolt the unbolting of the shifting parts will be prevented whilst the tram
is passing, or any desired number of shifting parts interlocked therewith or thereby,
may be so retained.
In some instances this object is effected by shifting the position of the bolt in
the direction of the adjustment of the shifting parts to be tested or interlocked,
that is to say, such bolt having been withdrawn from the first locking surfaces
which indicate the complete adjustment of the shifting parts to one position, the
said shifting parts are adjusted completely to another position, and the said bolt
can then be shifted to meet the second locking surfaces.
The direction of movement of this bolt after being withdrawn from the locking
walls or surfaces may be in a direct line with the shifting parts or otherwise; or
this bolt may be located between shifting or adjustable parts which present
obstructing and bolting walls or surfaces, that is to say, after withdrawing the said
bolt from the engaging walls or surfaces which measure or test the adjustment of
the shifting parts in one direction, such bolt cannot engage with the other bolting
walls or surfaces, and complete the distance of its movement until the shifting parts
have been adjusted to their other position, and before the said bolt can be thrust
in the locking aperture the shifting parts must be properly located, this location
being indicated by the position of the lever which actuates the said bolt.
If desired, the said testing and bolting device may be connected with the locking
bar, cord, or wire, which is kept from moving by a passing train, and it will thereby
prevent the withdrawing of the bolt, and consequently the adjustment of the
movable parts either of the rails, or signal, or such other parts as may be so
retained.
In some cases, either connected with or independent of other locking and testing
devices, I employ a rail or piece which affords the bearing for the wheels, and
which I cause to be shifted parallel, or nearly so, with the immovable rail adjacent
thereto, so as to prevent adjustment by switchinan of such piece and its connections
while the train is passing.
In Figures 19 and 20 I have shewn in connection with a permanent, or un-
divided, or uncut main line an arrangement of facing points, and means for pre-
venting the adjustment of the same while a train is passing on either line at these
points, the object being to avoid the splitting of a train. In this arrangement a
portion of the surface of the switch rail c, to complete the crossing or side line, is
raised above the level of the main line rail a by means of a pin u¹ attached to a
bar u, which slides backwards and forwards beneath the said rail c. This bar u is
provided with projections u², which serve to support the rail in its elevated position.
The pin which works in a double incline slot v causes the necessary movement
of the said switch rail, but if the vehicles are passing over the main line rail
such adjustment cannot be effected, thereby preventing the adjustment of the
switch rail d.
In adjusting the bar or plate u the switch rail d is adjusted to a corresponding
position to complete or interrupt the crossing line. In order to break the con-

page_text: tinuity or completion of the crossing line at such switch the said rail c must again
be raised, and as its adjustment cannot take place during the passage of a train
over this rail, or any part connected therewith, it cannot be moved during that
time by the switchman or signalman. I provide suitable connections or additions
to such switch or the apparatus in connection or interlocking therewith, to prevent
adjustment (while the train is passing) over a greater distance than the most
extended wheel base of the vehicles employed on railways.
In connection with the switch in Figure 19, I have shewn the locking and testing
device above described, and have shown the locking cord connected thereto.
In the junction shewn in Figure 21, a, a, a, a, are the main line rails; b¹, b¹, b', b¹,
are the crossing rails, e, e', are the shifting pieces. The switch rails c, d, are similar
to those shown and described in connection with the through crossings in Figure 5,
but any form of switch can be used as above.described.
The switch rail at h² is constructed similarly to that shewn-in-Figures 19 and 20,
The cross-
so as to prevent adjustment by the switchman while a train is passing.
over road b in front of the junction is similar to those above described, and filling
pieces m and guards n are provided at each end of the same to ensure the passage
of vehicles to the main lines, if such switch rails shall not be properly adjusted to
complete the cross-over road.
By suitable connections and interlocking apparatus with holding and testing
devices, the desired relative working of the system is ensured as well as the
signalling devices in connection therewith. Such shifting parts either of the
crossing lines or of the signals, or of both or any combination of any or all of the
same, will be prevented froin being moved while the train is passing, by suitable
connections to, or interlocked with, or by the above-described locking cord or wire.
The adjustment of such shifting parts may be tested by the means above described.
I combine with the levers used for adjusting the shifting parts at switches and
crossings, which afford the improved bearing surface for wheels and other levers of
the series in conjunction therewith, a suitable construction and arrangement of
mechanism to prevent the releasing of a lever, until all such levers and their bolts
shall be in their proper relative positions; such bolts may be operative in any
preferred manner by hand or treadle, and may have operative connections of any
preferred construction and arrangement.
In carrying this part of the said Invention into practice, I employ various
arrangements of mechanism. In Figures 23 to 20, I have shewn in connection with
the levers o a notched plate or bar p, which I connect to sliding bars or rocking
shafts as are generally used, so that immediately a lever is moved, the lug or
projection o' connected with the lever causes movement of the notched plate or bar
engaging therewith, and such movement causes the sliding bars or rockers q con-
nected therewith to change position, and in such change offer obstruction to the
adjustment of sliding bars r controlling the movement of other levers of the series,
and until such lever shall have been adjusted completely as may be desirable to
secure the locking or unlocking of other levers of the series or parts in connection
therewith.
When the spring catch in connection with either of the levers o is raised
sufficiently to release either of the said levers, the projection o' in connection there-
with remains in the notch in the bar or plate p until the lever is started to move,
and in such movement the projection or in connection with the spring catch or
bolting apparatus (and the lever), is forced against the obstructing face upon the
bar or plate 2, and causes it and its connections to move so as to allow the lug or
projection to pass, and the notched bar or plate is of sufficient length to measure
the distance of the extreme movement of the lug or projection o¹ with which it
engages, so that the projection, spring catch, or the equivalent for bolting a lever
is free to be moved, but is not released from the engaging faces or notch upon the
bar or plate p, until the commenced movement of the lever. By such construction
and combination of the spring catch or bolting apparatus and the lever, the bolt or
catch o' must be in the proper recess or notch, or the equivalent thereof, before any

page_text: antagonistic lever or part interlocked therewith can be moved.
The labor of the
operator is lessened, the wear by friction caused by weights and springs in com-
bination with interlocking apparatus, and the uncertainty of automatic adjustinent
is entirely obviated.
The figures of reference on the levers correspond with similar figures indicating
the signals and cross-over roads as shewn in Figure 1.
The lever No. 1 connected with the up distant signal is controlled by the levers
Nos. 2, 4, and 5.
The lever No. 2 connected with the up home signal, is controlled by the levers
Nos. 1, 4, and 5.
The lever No. 3 in connection with the up starting signal, is controlled by the
levers Nos. 4 and 5.
The lever No. 4 which is used to complete or interrupt the siding cross-over road
is controlled by the levers Nos. 1, 2, 3, and 5.
The lever No. 5 which is used to complete or interrupt the cross-over road for
transferring vehicles from one main line to the other, is controlled by all the
levers.
The levers Nos. 6, 7, and 8, connected with the down starting signal, the down
home signal, and the down distant signal respectively, are controlled by the lever
No. 5.
By thus preventing the movement of a lever until some other lever or part shall
have changed position and completed its necessary movement, the proper relative
working of the actuating devices or movable parts in connection with the permanent
way is ensured, and the same results are similarly attainable through an entire
system or series of levers or adjusting parts, or any desired number of the same.
And by the employment of any suitable interlocking apparatus, any desired relative
working of the parts may be ensured, that is to say, that in the most complicated
system of crossing lines, such as through crossings in combination with cross-over
roads or compound slips, or catch slips, or traps, or lines with a series of switches
or shifting parts, which complete or interrupt such lines at more than one point, or
through crossings as herein described, or a combination of any or all of the same
are worked effectively, and in proper relation to the signalling devices in connection
therewith, or interlocked by the same.
To ensure further additional security in the adjustment and the proper relative
working of the shifting parts in connection with the improved bearing surfaces,
according to my improved system of construction and working, I combine with such
shifting parts or connections, signalling and recording mechanism of suitable con-
struction, such as is in ordinary use, or the equivalent thereof, the mechanism
engages or disengages with such parts or connections of the series as to require the
proper relative working of the shifting parts of a series of system, and of a series of
signalling devices in connection therewith, that is to say, the shifting part of the
track; the signals for driver and the signals for the operation of shifting parts of a
series of systems are so interlocked as to require the proper relative working of
series of systems.
Having thus fully described my said Invention, and the manner of performing
the same, I wish it understood that I claim,―
First. In the construction of a through crossing or a cross-over road, or a crossing
line with a series of switches or shifting parts, which break or interrupt the crossing
line at more than one point, where the crossing line does not extend on both sides of
the rail or rails to be crossed, the employment of shifting pieces both at the switches
and crossing, whose surface or a portion thereof is at a higher level than the rails
to be crossed, whereby I obviate the necessity of moving, or cutting, or dividing the
rails to be crossed, and which shifting parts are so connected and controlled as to
secure such relative adjustment or operation of the same as is necessary to ensure
the safe working of a railway, substantially as above set forth.
Second. In the construction of crossing lines of railways, such as cross-over roads
through crossings in combination with cross-overjroads, or compound slips, or a series

page_text: of switches or shifting parts, where the crossing line does not extend on both sides
of the rail or rails to be crossed, which complete the crossing line or obstruct the same,
according to adjustment; the employment of a shifting piece or pieces to complete
the crossing line, where such line continues on both sides of the undivided or
immovable rail or rails to be crossed, substantially as set forth.
Third. In the construction of railway crossing lines, the employment of shifting
pieces at parts where the crossing line continues on both sides of the undivided
or immovable rail or rails to be crossed, in combination with switches or shifting
pieces at other parts of the line which break or interrupt the crossing line at more
than one point, and which last-named shifting pieces are so controlled that in order
to permit the same to be adjusted so as to complete the crossing line, it will be
necessary to cause or allow the proper adjustment-of-the-shifting piece or pieces at
the crossing, substantially as set forth.
Fourth. The construction and arrangement of the shifting pieces e, e', or any
combination of them as shewn and described for the purpose specified.
Fifth. The employment in combination with the apparatus or arrangements
forming the subject of the above claiming clauses, or either of them, of suitable
interlocking apparatus to secure the proper relative working of all of the parts of
such apparatus, and the signals in connection therewith.
Sixth. The construction and use of the shifting piece at the crossing, as shewn in
Figures 11 to 15, or in Figure 12a in in the manner and for the purposes set forth.
Seventh. The construction of the shifting piece provided with a bearing surface
for the tread, and with a channel or passage for the flanges of the wheels, sub-
stantially as described and shewn in Figures 9, 9, 10, and 12ª of the annexed
Drawings.
Eighth. The employment of a rail of reduced width in combination with a
switch rail, which affords the means for crossing an immovable and undivided rail
for the purpose specified and illustrated in Figure 17 of the Drawings.
Ninth. The combination with my improved system of construction and working
of crossing lines of suitable means for preventing the movement or adjustment of
the switches or shifting pieces, or parts connected or interlocking therewith, or
thereby while a train is passing over the same or adjacent parts of the line or lines,
as herein described.
Tenth. The use of interlocking apparatus or mechanism constructed substantially as
shewn in Figures 23 to 26, for securing the proper relative working of switches and
signals, and parts in connection therewith, in the manner above set forth.
In witness whereof, I, the said Joseph Stokes Williams, have hereunto set my
hand and seal, this Twelfth day of September, in the year of our Lord
One thousand eight hundred and seventy-eight.
-JOS, S. WILLIAMS. (L.S.)