Improvements in Railway Switches.
Year: 1891

page_text: Date of Application, 1st Dec., 1891
Complete Specification Left, 19th Aug., 1892-Accepted, 24th Sept., 1892 .
PROVISIONAL SPECIFICATION.
Improvements in Railway Switches.
I, DWIGHT MADISON CHURCH, of Willimantic, in the County of Windham
and State of Connecticut, United States of America, Machinist, do hereby declare
the nature of this invention to be as follows:-
My invention relates to railway switches and has among its objects, the better
prevention of accidents from switches, and fixing of the responsibility where it
belongs, when an accident caused by a switch occurs, and it consists in a novel
combination with the main tracks or rails and with sidings of a switch point or
points in special means whereby the switch may be operated by the engineer in
charge of the train; and in other particulars presently to be described.
In the drawings which serve to illustrate my invention:-
Figure is a plan view of sufficient of a main track and of side tracks
branching therefrom to shew my invention applied thereto :
Figure 2 is a cross section in the line of Figure 1:
Figure 3 is a cross section enlarged in the line yy of Figure 1:
Figure 4 an edge view (enlarged) of an ordinary car wheel:
Figure an edge view (enlarged) of the switch opening wheel:
Figure 6 illustrates one way of operating from the locomotive my novel
switching devices.
A, B indicate parts of two straight parallel main rails, neither of which is, as
has heretofore been the practice, bent out of its straight course in order to form
one of the rails of the side track.
Rail B has in its upper face or tread a shallow diagonal groove b¹, adapted to
receive the flange of a car wheel, and as neither rail is severed or bent both can be
spiked down immovably like any ordinary rail which has no relation or proximity
to a switch..
C. represents a switch-point used in my invention and it is rigid throughout and
has a flexible connection with a siding rail.
D is a lever fulcrummed at one end on a cross-tie d' and connected to a slide-
bar E which is arranged to slide beneath the track rails and which has, at its
extremity outside of the track, a projection e' adapted; when the slide is pushed
outward, to put into action in any suitable manner an alarm bell ; a simple
means for effecting this is for the projection to bear when pushed outward on an
incline on a lever e, which lever may either directly act as a bell-clapper within
the bell, or release any detent which will allow a clock-work or other mechanism
within the bell to come into action to ring the bell.
The bell is on one end of a lever F which is connected to slide 1 beneath the
track-rails, as shewn.
A light spring
position.
serves to retract the lever D and restores it to its normal
I will here state somewhat in advance that the object of this lever D is that.
when the switch is closed against the inner side of its adjacent rail A and a car
comes along moving in the direction of the arrow marked i, the side flange of the
locomotive wheel enters between the lever D and the inside of the rail and
thereby moves the slide E and rings the bell, thus announcing to the ear of the
engineer that the switch ahead of him is closed whether he had been aware of it or
not from any visible signal ahead of him which appeals to the eye only.
The engineer being thus apprised that the switch is closed now works downward
any suitable lever provided on the locomotive, and on the end of which is a small
wheel having a flange like but somewhat thicker than those of the car wheels,
and this flange entering between a lever G and its adjacent rail B forces the

page_text: switch open.
This is effected as follows:-Levers G and H are pivotted at one
end on a cross sleeper or tie and are both connected to the same slide-bar I
which, like slide E, is arranged to move between the cross sleepers of the main
track and in one position of these parts lever G is nearer the inner side of one
main rail B, and in the other position lever H is nearer the inside of the other
main rail A.
Another lever J, centrally fulcrummed, is pivotted at one end to the same
slide and, at its other end, is pivotted to a slide K, also working between the
cross sleepers, and this slide K is connected to and actuates the single switch-
rail.
The flange
slide
switch.
of wheel 1 entering between lever G and the rail B causes
to move the lever which, in turn, actuates slide K and thus opens the
If the switch be open, and it be desired to close it by the act of the engineer
on the locomotive, he lets down a similar small flanged wheel like f, at the
opposite side of the car between the lever H and rail A and this, by the same
mechanism thus described, will close the switch and simply guide the car from the
main to the side tracks L, N. The bell indicates to the engineer the position of
the switch, even though there be no switch signal to appeal to his eye; or even if
it be too dark or foggy to see a signal; or if the switch light be extinguished and
hence invisible; or even if visible but out of its proper position; and he could
hear the bell before he could get near enough to see a signal even if the latter be
all right.
The switch C is connected to the fixed part L of the sliding rail in any well
known manner, preferably by long fish-plates C which can yield enough to allow
the requisite small movement of the switch.
Another very important advantage resulting from my switch point (as compared
with the usual two switch points, both of which require a simultaneous and coin-
ciding lateral swing or movement) is as follows:-In such usual construction, if a
train be moving in the direction of arrow 2, while the left hand wheels of the
locomotive and cars would bear with their super-imposed weight on the continuous
integral rail A (and as they do also with my invention) yet the right hand wheels
in such ordinary construction, together also with the weight of the locomotive and
cars, would bear on the gradually diminishing breadth and strength of the usual
right hand switch point, and which too often proves too weak and unequal to the
demand thus made upon it and which also tends to wear it out rapidly besides
which, as the left hand one of the double switch points is forced open by the
action of the flange of the left hand locomotive wheel, it is evident that the right
hand switch point, weak as it is and unfit for supporting a great weight must, in
addition to bearing the weight and burden of the locomotive, act also as a carriage
to move or shift the locomotive sidewise.
:
My invention obviates and avoids all this, when the train is running on the main
line, as there is no mere switch point to uphold the locomotive; the latter always
Festing with all its wheels on the two strong continuous rails A, B.
With my improvements, if the train be running rapidly on the main track in the
direction of the arrow 2, there is nothing but this strong main track to support
the locomotive and train, and consequently no customary weak, thin, or tapering
switch to receive or support at any time the train or any part of it.
The rail B being integral and continuous, the tread of the car wheel, in
whichever direction the train is running, passes smoothly over it just the same as
if it were not grooved, so that the wheels cannot in anywise be disturbed while
passing over that portion of the route where the switch points are located.
In my invention snow and ice offer no impediments beyond ordinary constructions
but lessen them.
I also avoid the use of any spring connected to the switch point or points, its
movement being always positive and, as already stated, the responsibility for an
accident can always be traced and fixed upon the negligent or guilty.employee.

page_text: In my invention I have also devised means whereby, even when a switch signal
is locked, its switch point may be operated either by the action of the engineer
while on the locomotive, or by a switch-man, provided one be employed; yet such
that it can not be operated by a tramp or meddler: these novel means are as
follows:-The signal lever Q is pivotted on an upright projection M' on a bar M
extending under the rails and crosswise of the tracks.
"
The same pin p which serves to lock the signal lever Q in a well known manner
(as for instance by fastening a padlock in the hole of the pin) also serves when
so wanted to fasten slide M to a tie timber or sleeper or other convenient fixed
part, as indicated at pin Figure 1; this slide being of iron and so heavy that
when not so locked or fastened down it can only be slidden either by means of
levers G, H by the action of the engineer or by unlocking the switch-lever and
fastening the slide M by the same pin p to the timbers or sleepers as above
stated the switch-man can then operate the switch by means of the signal-
lever Q.
As each (and all) of the parts E, I, K, M slides beneath the rails they are
secured against rising upwards or getting out of order.
When switch points are employed as heretofore made and operating, and the
cars are moving towards such points, either the crooking of an axle, or the
wobbling of a car-wheel, or a flange of a wheel when worn to a sharp edge, or a
small bit of dirt, accidentally lodged between one of the switch points and the
rail, often allows a forward truck to run along on the main track, thus causing
serious accidents, and the overturning of the cars by my improvement these are
entirely prevented.
If groove were made deep enough to reach the web of the rail, or even to
sever the rail entirely through, the invention would work with equal efficiency:
but I prefer the shallow groove as it preserves substantially all strength and
integrity of the rail.
The fixed side track N, as applied in my construction, serves firmly to brace
the rail B, as seen, abutting as it does directly against its side.
R is a short stationary guard fastened to the sleepers to prevent the wheels
going wrong, that is, to guard their flanges so as to prevent their entering where
they should not.
Figure 6 illustrates one way in which the wheel may be put into action by
the engineer from the locomotive.
A lever 6 (whose treadle or handle extends into the cab C³) is connected by a
link 7 to a lever 8 which carries the small wheel, and the engineer may operate
the lever by foot or by hand as preferred: and if it be desired to keep this
wheel down and running on the track all the time, its handle or treadle end 6*
may be held by a hook 9.
Though I have shewn but one switch point, yet it will be evident that my
improvements are applicable to switches generally: I prefer, however, to
them in connection with a single switch point.
Dated the 1st day of December 1891.
use
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Railway Switches.
I, DWIGHT MADISON CHURCH, of Willimantic, in the County of Windham,
and State of Connecticut, United States of America, Machinist, 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 has among its objects, the better prevention of-accidents from

page_text: switches, and fixing of the responsibility where it belongs, when an accident caused
by a switch occurs, and it consists in a novel combination with the main tracks or
rails and with sidings; of a switch point or points; in special means whereby the
switch may be operated by the engineer in charge of the train; and in other
particulars presently to be described.
In the drawings filed with my Provisional Specification which serve to illustrate
my invention,
Figure 1 is a plan view of sufficient of a main track and of side tracks branching
therefrom to shew my invention applied thereto :
Figure 2 is a cross-section in the line a, x of Figure 1:
Figure 3 is a cross-section enlarged in the line y,y of Figure 1:
Figure 4 an edge view (enlarged) of an ordinary car-wheel:
Figure 5 an edge view (enlarged) of the switch opening wheel :
Figure 6 illustrates one way of operating from the locomotive, my novel switching
devices.
A, B indicate parts of two straight parallel main rails, neither of which is, as has
heretofore been the practice, bent out of its straight course in order to form one of
the rails of the side track.
Rail B has in its upper face or tread a shallow diagonal groove ', adapted to
receive the flange of a car wheel, as neither rail is severed, or bent, both can be
spiked down immovably like any ordinary rail which has no relation or proximity
to a switch.
C represents a switch point used in my invention and it is rigid throughout and
has a flexible connection with a siding rail.
D is a lever fulcrummed at one end on a cross-tie d' and connected to a slide
bar E, which is arranged to slide beneath the track rails, and which has at its
extremity outside of the track a projection e' adapted when the slide is pushed
outward, to put into action in any suitable manner an alarm bell e²; a simple means
for effecting this is for the projection to bear when pushed outward, on an incline e³,
on a lever et, which lever may either directly act as a bell-clapper within the bell,
or release any detent which will allow a clockwork or other mechanism within the
bell to come into action to ring the bell.
The bell is on one end of a lever F, which is connected to slide I, beneath the
track-rails, as shewn. A light spring d² serves to retract the lever D, and restores
it to its normal position.
I will here state somewhat in advance, that the object of this lever D is that
when the switch is closed against the inner side of its adjacent rail A, and a car
comes along moving in the direction of the arrow marked 1, the side flange of the
locomotive wheel enters between lever D, and the inside of the rail, and thereby
moves the slide E and rings the bell, thus announcing to the ear of the engineer
that the switch ahead of him is closed, whether he had been aware of it or not from
any visible signal ahead of him which appeals to the eye only.
The engineer being thus apprised that the switch is closed, now works downward
any suitable lever provided on the locomotive, and on the end of which is a small
wheel having a flange f like, but somewhat thicker than those of the car
wheels, and this flange entering between a lever G and its adjacent rail B forces
the switch open. This is effected as follows:-Levers G and H are pivotted at
one end on a cross sleeper or tie d³, and are both connected to the same slide bar I,
which like slide E, is arranged to move between the cross-sleepers of the main
track and in one position of these parts, lever G, is nearer the inner side of one
main rail B, and in the other position, lever H, is nearer the inside of the other
main rail A.
Another lever J, centrally fulcrummed,, is pivotted at one end to the same
slide and at, its other end is pivotted to a slide K, also working between
the cross-sleepers and this slide K is connected to and actuates the single switch.
rail.
"The flange of wheel entering between lever G, and the rail B causes

page_text: slide I to move lever J which in turn actuates slide K and thus opens the
switch.
If the switch he open, and it be desired to close it by the act of the engineer on the
locomotive, he lets down a similar small flanged wheel like at the opposite side
of the car between the lever H and rail A and this by the same mechanism thus
described will close the switch and simply guide the car from the main to the side
tracks L. N. The bell indicates to the engineer the position of the switch, even
though there be no switch signal to appeal to his eye; or even if it be too dark
or foggy to see a signal; or if the switch light be extinguished and hence
invisible, or even if visible but out of its proper position: and he could hear the
bell before he could get near enough to see a signal even if the latter be all
right.
The switch C is connected to the fixed part L of the sliding rail in any well
known manner, preferably by long fish-plates C, which can yield enough to allow
the requisite small movement of the switch.
Another very important advantage resulting from my switch point (as compared
with the usual two switch points, both of which require a simultaneous and
coinciding lateral swing or movement) is as follows: In such usual construction if
a train be moving in the direction of arrow 2, while the left hand wheels of the
locomotive and cars would bear with their super-imposed weight on the continuous
integral rail A (and as they do also with my invention) yet the right hand wheels
in such ordinary construction, together also with the weight of the locomotive and
cars, would bear on the gradually diminishing breadth and strength of the usual
right hand switch point, and which too often proves too weak and unequal to the
deinand thus made upon it and which also tends to wear it out rapidly besides
which, as the left hand one of the double switch-points is forced open by the action
of the flange of the left hand locomotive wheel, it is evident that the right hand
switch point, weak as it is, and unfit for supporting a great weight, must in addition
to bearing the weight and burden of the locomotive, act also as a carriage to move
or shift the locomotive sidewise.
My invention obviates and avoids all this, when the train is running on the main
line, as there is no mere switch point to uphold the locomotive; the latter always
resting with all its wheels on the two strong continuous rails A., B.
With my improvements, if the train be running rapidly on the main track, in
the direction of the arrow 2, there is nothing but this strong main track to support
the locomotive and train, and consequently no customary weak, thin, or tapering
switch to receive or support at any time, the train or any part of it. The rail B
being integral and continuous, the tread of the car wheel in whichever direction
the train is running, passes smoothly over it just the same as if it were not grooved,
so that the wheels cannot in any wise be disturbed while passing over that portion
of the route where the switch points are located.
In my invention, snow and ice offer no impediments beyond ordinary constructions,
but lessen them.
I also avoid the use of any spring connected to the switch point or points,
its movement being always positive, and as already stated the responsibility
for an accident can always be traced and fixed upon the negligent or guilty
employee.
In my invention, I have also devised means whereby, even when a switch signal
is locked, its switch point may be operated either by the action of the engineer
while on the locomotive, or by a switch-man, provided one be employed; but yet
such that it cannot be operated by a tramp or meddler: these novel means are as
follows:-
The signal lever Q, is pivotted on an upright projection M¹ on a bár M extending
under the rails and crosswise of the tracks.
The same pin p, which serves to lock the signal lever Q, in a well known manner
(as for instance by fastening a pad-lock in the hole r, of the pin) also serves when
so wanted, to fasten slide M to a tie timber or sleeper or other convenient fixed

page_text: part as indicated at pin Figure 1; this slide being of iron and so heavy that when
not so locked or fastened down it can only be slidden either by means of levers G H
by the action of the engineer, or by unlocking the switch fever and fastening the
slide M by the same pin to the timbers or Sleepers as above stated; the switch-
man can then operate the switch by means of the signal lever Q.
As each (and all) of the parts E, I, K, M, slides beneath the rails, they are
secured against rising upwards or getting out of order.
When switch-points are employed, as heretofore made and operating, and the
cars are moving towards such points either the crooking of an axle, or the wobbling
of a car-wheel, or a flange of a wheel when worn to a sharp edge, or a small bit of
dirt, accidentally lodged between one of the switch points and the rail, often allows
a forward truck to run along on the main track, and forces the following one to
run off on the side track, thus causing serious accidents and the overturning of the
cars by my improvement these are entirely prevented.
:
If groove
were made deep enough to reach the web of the rail, or even to sever
the rail entirely through, the invention would work with equal efficiency but I
prefer the shallow groove 61 as it preserves substantially all the strength and
integrity of the rail."
The fixed side track N as applied in my construction, serves firmly to brace the
rail B as seen, abutting as it does directly against its side.
R is a short stationary guard fastened to the sleepers to prevent the wheels going
wrong that is, to guard their flanges so as to prevent their entering where they
should not.
Figure 6 illustrates one way in which the wheel f¹ may be put into action by
the engineer from the locomotive.
A lever 6 (whose treadle or handle extends into the cab C³) is connected by a
link 7 to a lever 8 which carries the small wheel and the engineer may operate
lever 6 by foot or by hand as preferred: and if it be desired to keep this wheel f¹
down and running on the track all the time, its handle or treadle end 6* may be
held by a hook 9.
Though I have shewn but one switch point, yet it will be evident that my
improvements are applicable to switches generally; 1 prefer however to use them
in connection with a single switch point.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In combination with a railway switch, the described means whereby the
engineer on the locomotive may operate the same, consisting of a lever on the
locomotive and carrying a wheel having a flange thicker than those of the car
wheels, levers F, G, H, J, and slides I, K, all substantially as set forth.
2. In combination with lever D, the slide E, lever F, and a bell on lever F, the
combination being and operating substantially as set forth.
3. In combination with a railway switch point and a lever Q, the slide K,
connecting said lever and switch, and the bar M on which the switch lever is
pivotted, the combination permitting the switch to be operated by the action of the
thick flanged wheel, even when the switch lever is locked.
. Dated this 19th day of August 1892.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.