Improvements in Railway Switches and Track Turnouts.
Year: 1894

page_text: Date of Application, 14th Aug., 1894-Accepted, 24th Nov., 1394
COMPLETE SPECIFICATION.
Improvements in Railway Switches and Track Turnouts.
I, DUNCAN MAC PHERSON, of 1410 Notre Dame Street City of Montreal, in
the Province of Quebec, in the Dominion of Canada, Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed, 'to
be particularly described and ascertained in and by the following statement :--
My invention relates to improvements in railway switches or track turnouts and
its novelty will be understood from the following description and claims when taken
in connection with the drawings, in which:
Fig. 1, is a broken plan view of my improved turnout.
Fig. 2, is a similar view with the switch rails and frog set for a siding.
Fig. 3, is a detail side elevation illustrating the frog, one main track rail, and the
I, DUNCAN MAC PHERSON, of 1410 Notre Dame Street City of Montreal, in
the Province of Quebec, in the Dominion of Canada, Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed, to
be particularly described and ascertained in and by the following statement :--
My invention relates to improvements in railway switches or track turnouts and
its novelty will be understood from the following description and claims when taken
in connection with the drawings, in which:
Fig. 1, is a broken plan view of my improved turnout.
Fig. 2, is a similar view with the switch rails and frog set for a siding.
Fig. 3. is a detail side elevation illustrating the frog, one main track rail, and the
inner turnout rail.
Fig. 4, is a section taken on the line x, x, of Fig. 1.
Fig. 5, is a similar view taken on the line z, z, of Fig. 1.
Fig. 6, is a side elevation, illustrating the pointed switch rail and one of the main
track rails, together with the adjustable guard rail, which latter is illustrated in
dotted lines.
•
Fig. 7, is a transverse section taken on the line y, y, of Fig. 2.
Fig. 8, is a detail side elevation of the spring which connects the switch rod and
the connecting rod or link of the switch stand."
Fig. 9, is a transverse section taken on the line z, z, of Fig. 2, and:
Fig. 10, is a broken plan view of a turnout embodying a modification of my
invention.
In the drawings:-A, indicates the main track rails; B, \indicates the fixed
turnout or siding rails; and C, C¹, indicate the adjustable switch rails; the outer
one C', of which has the inner portion of its flange removed, whereby it may be
adjusted against the adjacent rail A, as shown in Figs. 2, and 7. This rail C¹, is
of a greater height than. the rails A, for a portion of its length, or may be of the
same height and be mounted upon plates so that its upper surface will rest in a
plane above that of the rails A; and its upper surface is beveled at its toe end,
whereby it will be seen that the flange of a wheel travelling up the bevel surface or
inclined plane will be elevated so that its flange will be conducted across the main
track rail. The inner switch rail C, is connected with the rail C', and it is also of
a greater height than the main track rail, or is mounted upon plates so as to rest.
above said rail, and is designed to overhang or lap the same as shown in Fig. 7.
This rail C, is also pointed and its upper surface is beveled at its forward end so
that a wheel will readily take upon the same. In order to guide and keep the
wheels of a train upon the main track and switch rails in coming out of or going
into a siding, I provide the guard rail D, which is arranged parallel to and is fixedly.
connected with the switch rail C, so as to move with said rail C₁. This guard
rail D, preferably has its side contiguous to the rail C, beveled at both ends and
it is designed more particularly to facilitate the passage of the car wheels from
the switch rails to the main track rails, inasmuch as when the wheel tires happen.
to be worn, it serves to prevent them from clinging to the rail C³, too long.
E, indicates an adjustable guard rail which is designed to protect the ball and
point of the rail C, from unnecessary wear when a large number of trains pass
from the main track rails into the siding. This rail E, is preferably of a general
obtuse-angle form and it is pivotally connected. at one end to a tie, so that its
outer portion a, may be thrown against or from the main track rail A, upon the
outer side of which it is 'arranged, as shown.
:

page_text: The outer portion a, of the rail E, or that portion which is designed to rest
against the main track rail, is inclined from its end to a point about opposite the
commencement of the bevel on the rail C¹, as shown by dotted lines in Fig. 6, or
further if desired, so that a car wheel in passing from the main track rail upon the
switch rail will at the same time pass upon the guard rail, and thus the point of
said switch rail, will be protected or reinforced, as it were. The inner portion of
the guard rail E, is also beveled, but in an opposite direction to the outer portion,
as illustrated, whereby it will be seen that it will not be engaged by the worn
flanges of wheels extending upon the outside of the main track rails, which would
tend to push the guard rail away from the main track rail.
F, indicates a switch rod which is connected with the switch rails C, C¹; and
G, indicates a rod or pitman which is connected to a switch operating mechanism
of any approved construction. The rod F, has an upwardly extending branch b, at
its outer end, provided with a slot c, for the reception of the reduced inner end of
the rod G, which is threaded as shown for the engagement of an adjustable plate d.
which has an additional aperture to receive the threaded shank of the eye bolt e,
which is secured and adjusted, when necessary, by the nut f.
This eye bolt e, is engaged by the coiled spring H, which has its opposite end
connected to the bolt g, of the plate c. The spring H, is of sufficient strength to
allow the switch rails to be readily adjusted and yet is adapted to give sufficiently
to allow the flanges of wheels travelling in the direction of the arrow in Fig. 2, to
push the switch rail C, away from the adjacent main track rail. A, as shown in
Fig. 9. Thus it will be seen that a train may travel on the main track in the
direction indicated, while the switch is set for a siding, which is an important
advantage.
By reason of the peculiar manner described of mounting the spring H, it will
be seen that not only is a strong and durable connection effected between the
rods F, and G, but the tension of the spring may be readily regulated, which is
highly desirable.
I, indicates the frog of my switch, which is pivotally connected to the rail C,
in any approved manner, and is of a width at its free end sufficient to cover the
main track and turnout rails. This frog I, is generally of a corresponding height
to the end of the rail to which it is connected and it has its free end mitered as
shown at m, to engage the mitered shoulder n, of the turnout rail B, upon which it
is designed to rest flush.
By thus abutting the frog and the rail B, it will be seen that wheels may pass
from one to the other without the objectionable jolting, so often experienced. It
will also be seen that when so abutted the contiguous ends of the frog and rail B,
are not liable to be casually moved out of alignment by lateral pressure of the
wheels when going into or out of the siding. The frog I, is provided, as illustrated
in Fig. 3, with an incline p, which is designed, when the switch is set for a siding,
to rest against the inside of the main track rail. This incline p, preferably extends
beyond the end of the frog proper whereby it will be seen that the wheels of a train
travelling on the main track in the direction of the arrow w, in Fig. 2, will be
enabled to take upon and pass over the frog; the guard rail J, in such case serving
to keep the wheels in their proper gauge line.
The frog I, is further provided with an inclined depression or cavity q, on the
side or face thereof adjacent to the main line rail and at a point where the gauge
lines intersect when the switch rails and frog are set to direct the wheels upon the
siding or turnout rails. This inclined depression or cavity q, is provided in order
to avoid the thrust and shock from the wheel-flanges against the frog-connecting
rod, and thereby obviate the sudden drop of the wheel-Hanges when passing over
the frog towards the switch, on the main line, when, by mistake, the switch has
been left closed or set for the turnout or siding, thus insuring greater safety. The
frog I, is manipulated simultaneously with the switch rails C, C, through the
medium of the connecting rod G, the double bell crank lever K, the link L,
the bell crank lever M, and the connecting rod N, and the guard rail E, is also

page_text: manipulated from the rod G, through the medium of the bell crank lever K,
and a link P.
By the special construction and arrangement bereinbefore described, it will be
seen that a train may enter or pass out of the siding, and may pass through the
switch when travelling in the direction of the arrow w, without inflicting any blows
upon the rails or being jolted thereby.
By reason of the peculiar construction of the frog I, it may be made of such a
thickness at one end as to permit of forming it of cast steel, and it may also be
formed from rivetted steel rails, a steel forging, or other suitable material.
In Fig. 10, I have illustrated a modified construction, whereby a train travelling
upon the main line in the direction indicated by the arrow w, may pass through the
switch when the same has been set for a siding, without passing over the frog. In
this modified construction, turnout rails B, switch rails C, C', a guard rail D, and a
frog I, such as before described may be employed in conjunction with fixed and
unbroken main track rails if desired, but the specific construction of frog I, is not
necessary and may be replaced when desired, by a more simple one inasmuch as the
frog is moved from over the main track rail by the approaching train through the
medium of a lever Z. The said lever Z, is fulcrumed upon a sleeper or other
support in the road bed and its forward end is connected to the rod N, between the
frog and bell crank lever M, while its rear end is curved as shown at z, and is
designed to rest against the main track rail so that the flange of the foremost
wheels of a train will throw it in the direction indicated by the arrow and conse-
quently move the frog from over the main track rail, when used with an automatic
switch stand of any approved pattern.
In order that the switch rails C, C', and the guard rail D, may be moved in
concert with the frog by the lever Z, I provide the bell crank lever K', which is
connected with the lever M, by a link as L, and is also connected with the
rails C, C, and guard rail D, by a single rod F¹.
When the guard rail E, is employed in conjunction with the construction shown
in Fig. 10, the lever K', is replaced by a lever K, such as shown in Fig. I, for
obvious reasons.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same to be performed, I declare that what I
claim is:
1. In a railway switch or turnout, the combination with the fixed and unbroken
main track rails, the turnout rails, the adjustable switch rail C', resting in a plane
above the main track rails and arranged upon the outside of said rails and having
its forward portion bevelled or provided with an inclined plane and the switch rail C,
connected and adapted to move with the rail C¹, and resting upon the inside
of the main track rails, the said rail C, being arranged in a plane above that
of the main track rails and having its toe end pointed and bevelled or provided with
an inclined plane; of the guard rail D, fixedly connected with and arranged
parallel to the rail C; the said guard rail being adapted to move with the rail C,
and facilitate and insure the passage of wheels from the main track rails to
the siding rails and vice versa, substantially as specified.
2. In a railway switch or turnout, the combination with main track rails, turnout
or siding rails, an adjustable switch rail C¹, and the adjustable switch rail C,
resting in a plane above the main track rails and having its forward portion
bevelled or provided with an inclined plane; of an adjustable guard rail arranged
upon the opposite side of the main track rail with respect to the rail C, and having
an inclined plane corresponding to the inclined plane of said switch rail, substan-
tially as and for the purpose set forth.
3. In a railway switch or turnout, the combination with main track rails, turnout
or siding rails, an adjustable switch rail C', and the adjustable switch rail C,
resting in a plane above the main track rails and having its forward portion bevelled
or provided with an inclined plane; of an adjustable guard rail arranged upon the

page_text: opposite side of the main track rail with respect to the rail C, and having an
inclined plane corresponding to the inclined plane of the said rail C, and also having
a plane inclined oppositely to the plane of the rail C, substantially as and for the
purpose set forth.
4. In a railway switch or turnout, the combination with main track rails, turnout
or siding rails, an adjustable switch rail C', and an adjustable switch rail C, resting
in a plane above the main track rails and having its forward portion bevelled or
provided with an inclined plane; of an adjustable guard rail of a general obtuse,
angle form, arranged upon the opposite side of the main track rail with respect to
the rail C, and having an inclined plane corresponding to the inclined plane of said
rail C, substantially as and for the purpose set forth.
5. In a railway switch or turnout, the combination with the main track rails, the
switch rails, the rod F, having a branch b, at its outer end, and the rod G, bearing
loosely in said branch ; of a plate d, mounted on the rod G, a coiled spring also
mounted on the rod G, and having one of its ends connected with the rod F, a
threaded bolt connected to the opposite end of the coiled spring and taking througb
the plate d, and a nut mounted on said bolt, substantially as specified.
6. In a railway switch or turnout, the combination with the main track rails, and
the turnout rails B, the inner one of which has its toe end mitered; of a frog
adjustable with respect to the main and turnout rails; the said frog being of
a sufficient width at its free portion to cover the contiguous main and turnout rails
and having its free end mitered to engage the mitered end of the turnout rail,
substantially as specified.
7. In a railway switch, the combination with the main track rails, and the
turnout rails B, one of which has its toe end shouldered and mitered; of an
adjustable frog of a sufficient width to cover the contiguous main and turnout rails;
the frog being adapted to rest upon the turnout rail Hush with the surface thereof
and having its end mitered to engage the mitered end of said turnout rail,
substantially as specified.
8. In a railway switch or turnout, the combination with the main track rails, and
the turnout rails B, one of which has its toe end mitered; of an adjustable frog of
a sufficient width to cover the contiguous main and turnout rails; the said frog
having its free end mitered to engage the mitered end of the turnout rail, and also
having the inclined plane p, and the inclined depression or cavity 9, all substantially
as and for the purpose set forth.
9. In a railway switch or turnout, the combination with the main track rails and
the turnout rails; of the adjustable switch rails, an adjustable frog, an adjustable
guard rail arranged upon the opposite side of the main track rails with respect to
the adjacent switch rail, the connecting rod F, of the switch rails, the connecting
rod N, of the frog, the double bell crank lever having one of its branches connected
to the rod F, a link connecting the other branch of said lever with the adjustable
guard rail, a bell crank lever M, connected to the rod N, a link connecting the
double bell crank lever and the lever M, and a suitable means for actuating the
rod F, substantially as specified.
10. In a railway switch or turnout, the combination with the main track rails,
the turnout rails, the adjustable switch rails, and an adjustable frog adapted to rest
over one of the main track rails so as to enable a train to pass over the same in
going on a siding; of a lever Z, fulcrumed upon a support in the road bed and
mechanism intermediate of the eight end of said lever and the frog and switch
rails adapted, when the power end of the lever is moved laterally to move the frog
from over the main track rails and the switch rails away from said main track
rails, substantially as and for the purpose described.
11. In a railway switch or turnout, the combination with the main track rails,
the turnout rails, the adjustable switch rails, an adjustable frog, bell crank levers
as K, M, a link connecting said levers K, M, a rod connecting the lever K, and the
switch rails and a rod N, connecting the lever M, and the frog; of the lever Z,
fulcrumed upon a support in the road bed and having one end connected to the rod N,

page_text: and its opposite end curved and adapted to rest against the main track rail,.
substantially as and for the purpose set forth.
Dated this 14th day of August 1894.
WHEATLEY & MACKENZIE,
40, Chancery Lane, London, W.C., Agents.