IMPROVEMENTS IN AND CONNECTED WITH RAILWAY FROGS AND SWITCHES
Year: 1885

page_text: Switches.
I PHILIP MIDDLETON JUSTICE of 55 and 56 Chancery Lane in the County of
Middlesex Fellow of the Institute of Patent Agents do hereby declare the nature
of the said invention for IMPROVEMENTS IN AND CONNECTED WITH RAILWAY
FROGS AND SWITCHES a communication to, me from abroad by Charles Bohlen
Price of Pittsburgh Alleghany County, State of Pennsylvania United States.of
America and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
The object of this invention is to preserve the continuity of the main rails of a
railway track, and this object is effected by the use of frogs which may be moved
into position away from the main rails or may be thrown above the latter without
preventing the passage of the carriages or trucks on the main track, but so as to
constitute continuations of the branch or siding track rails. A further object of
the invention is to operate the frogs from the same actuating lever or devices that
move the switches, and to facilitate these operations, all of which are effected as
hereinafter described with reference to the accompanying drawings which form part
of this specification, and in which
Fig. 1. is a plan view showing main and branch tracks of a railroad a switch,
and the improved frog crossing and operating appliances.
Fig. 2. is the same showing the parts in a different position with operating
appliances of a modified character.
.
Fig. 3. is a cross section, enlarged on the line 1—2 Fig. 1.
Fig. 4. is a cross section on the line 3-4 Fig. 1.
Fig. 5. is an enlarged detached view of the frog rail.
Fig. 6. is a view showing the sides of the lead rail, and main rail and frog rail
on the latter; looking in the direction of the arrow a. Fig. 1.
Fig. 7 is a plan showing a device for moving the frog and switch simultaneously.
Fig. 8. is a cross section enlarged, on the line 1-2 Fig. 7.
Fig. 9 is a plan of a cross over track, switch, frogs and operating devices.
Fig. 10. is a plan showing a frog constructed mainly of malleable metal.
Fig. 11. is a longitudinal section on line a-b Fig. 10,
Fig. 12. is an enlarged section on the line 1-2 Fig. 10.
Fig. 13. is an enlarged section on the line 3-4 Fig. 10.
Fig. 14. is an enlarged section on the line 5-6 Fig. 10.
Fig. 15. is an enlarged section on the line 7-8 Fig. 10.
Fig. 16. is an enlarged section on the line 9-10 Fig. 10.
Fig. 17 is a plan of the frog plate.

page_text: This improvement consists generally of a frog moveable over and from a rail of
the main track and affording a bridge over, and in some instances beyond, the main
track rail in line with one of the siding rails, and the lead rail, and also constituting
an elevated continuation of the main track, so that when the frog is in position to
direct to the siding, there is a track between the lead rail and the siding rail, and
the train can if necessary pass safely on the main track. The moveable frog may
in some instances constitute a continuous bridge over the main track between the
lead rail and siding rail, but it is preferable to maintain the main track continuous,
and open at all times, and to avoid the raising of the wheel flanges to any material
extent above the tops of the main rail when passing along the main track. This
result is insured by constructing and arranging the movable frog rail so that
while it may be brought above the main rail in position to direct the train on to
the branch track it will never extend beyond the inner side of the main rail or
close the space between the latter and the end of the lead rail.
The improved frog is adapted to be used in connection with any suitable form of
switch, in the drawings it is shown in connection with an ordinary split switch.
A A' A² are rails of the main track. B is the outside rail of the siding; B¹ is the
inside rail leading from the switch to the frog commonly known as the lead rail;
and B² is the siding rail next to the heel or rear of the crossing or frog-rail.
The rails B and A terminate on the same line transverse to the main track, and
at their outer ends are brought each to a point constituting an ordinary point
switch which by suitable appliances may be set to the positions shown in Figs. 1
and 2. A guard rail C is parallel to the rail B and a guard rail C₁ is parallel to
the rail A. The frog rail E is shown as pivoted at X near one end of the inner
branch rail B², but it may slide laterally with like effect, and is supported by chairs
or blocks q. The frog rail is adapted to be brought with its inner edge v in line
with the inner side of the main rail, so as to cover the latter, the tread or face r of
the covering portion being inclined downwards from the centre towards each end,
so that when the frog rail is in the position shown in Fig. 1 the tread of a car
wheel passing in the direction of the arrow b on the main track will ride easily up
over and down on said facer without carrying the lower edge of the flange to any
material distance above the upper face of the main rail. In the face of the frog
rail is a groove w Fig. 5 and at the side thereof is a treads which is at an acute
angle to the tread vand, when the frog rail is in the position shown in Fig. 1, is
in line with the treads of the lead rail B¹, and branch rail B2, and crosses the main
rail so far above the face thereof that the wheels may pass from from the lead
rail upon the tread 8, and with their flanges in the groove w over the main rail on
to the rail B³ of the siding. The end of the lead rail B' is a continuation of the
rail or is a separate casting or forging V, and is at sufficient distance from the side
of the main rail to leave a flange way for the passage of the flanges of the wheels
moving on the main track, and the lead rail is gradually deepened or thickened
towards its end, see Fig. 3. so that its tread at its extreme end will be on a level
with the tread & of the frog rail when the latter is in the position shown in Fig. 1.
The end of the lead rail is in such position that its highest portion or tread will be
opposite the end of the highest part of the treads of the frog rail E when the latter
is in the position shown in Figs. 1 and 3 and will extend to both sides of said
point so that in passing from the lead rail the treads of the wheels will take their
bearing on the treads of the frog rail before they leave the lead rail and
vice-versa, a practically continuous tread being thus secured notwithstanding the
separation of the lead and frog rails, whereby all jolting and jars in crossing over
the main rail are prevented.
If the end of the lead rail terminated abruptly, there would be danger of
accident from the striking of the end by brake beams hanging too low, or by pilots
or other parts set too low, for which reason the said end is prolonged and inclined,
to form an inclined face z Fig. 6. which any low hanging parts will strike and
which will lift them gradually without injury until they pass over the top of the
„rail. The advantage of a groove w in the crossing or frog rail E is, that it confines

page_text: the flanges of wheels passing over it strictly to the line between the lead rail and
branch rail, assisted in this respect by the guard rail C opposite to it. If it be
desired to reduce the weight of the frog rail E however, its grooved surface may
extend but part of the way back from the point v, and at the point where the
grooving terminates, the rail E, may be correspondingly narrowed in width. The
frog may be moved by one lever and the switch rails by another, but they are pre-
ferably connected to operate simultaneously. In Fig. 1 the frog rail and switch
rails are shown connected, to be operated by a switch lever, and crank levers as
will be understood. In some instances however a differently constructed operating
device may be used. In Fig. 2 is shown one whereby the movements may be
imparted to the frog and switch rails from a cranked shaft H parallel with the
main rail. The said shaft may be a single piece or in three sections their outer
sections with cranked ends and the middle section coupled therewith and carrying
the switch lever, one crank being connected by a switch rod to the switch rails,
and the other by a rod d. to a pin i projecting downward from a lug on the frog
rail, Fig. 4.
81
By the use of a cranked rod it is possible to dispense with the multiplicity of
parts necessary when bell cranks are employed and by forming the crank rod of
united sections, the torsion incidental to a continuous rod is avoided, as the central
section may be made heavy enough to avoid twisting without the expense of a
long rod of great thickness. A spring s¹ Fig. 4 of any suitable character serves to
compensate for lost motion, and moves the frog rail in one direction but a much
preferable means of communicating motion from the switch lever to the moveable
frogs or rails consists in sliding rods or bars and jointed links or toggle links, as
illustrated in Fig. 7, in which g represents the switch lever; H, the cranked
switch shaft; d. d. sliding rods connected to the cranks of the shaft 2. 3, the jointed
links, one of which vibrates upon a fixed pivot 4, the other being connected at the
end by a pivot 4 with the part to be moved and the rod d. which operates each
pair of links, being jointed thereto either at the point of connection 6 as shown at
the left in Fig. 7 or at the end 7 of one of the levers as shown at the right.
toggle joint arrangement procures an easy transfer of motion with but little friction
of the parts and insures the retention of the parts in any position to which they
may be set..
This
In order to secure a fixed unyielding support for the pivot pin 4, the latter may
be connected to or form part of a block 8 which is bolted between the guard rail
and the adjacent rail as shown in Fig. 8, the pin 4 extending down from the block
between the rails. In Fig. 9 this mode of operating the moveable parts is shown
in connection with a cross over switch and frog arrangement, Y. Z being the
parallel tracks consisting each of continuous rails A. A¹; 'and B. B', B' B³ being
switch rails each secured to the ties so as to be held stationary at its rear end, and
the outer ends of the rails B B¹ and of the rails B B³ being connected by bars c,
the outer end of each of which is jointed or connected to the switch operating rod
or toggles A moveable frog E is pivoted so as to be thrown into position to con-
stitute a connection between the rails B¹ B' and a second similar frog E' is pivoted
to be thrown to the position to constitute a connection between the rails B. B³
shown in Fig. 9. each frog being constructed as before described and constituting a
bridge connection between the separated rails of the cross over track, permitting
the ready transfer of trains from one track to another without interfering with the
passage of trains upon either main track, and also capable of being shifted to leave
the main track rails uncovered. The shifting of both frogs and of both switch rails
of the cross over track may be effected at one operation from a single crank shaft H
having four cranks, the two outer cranks being connected to operate the two pairs
of switch rails, and each inner crank being connected to operate one of the
moveable frogs.
It is best to use links or toggle connections as shown in Fig. 9. so as to readily
transfer the motion from the crank shaft to all the parts and insure their retention

page_text: in either of the positions to which they are set, the two positions being snown in
full and dotted lines in the Figure.
The moveable frog itself may be made of a single piece of cast metal of the proper
form, or it may be built up of rails and parts of malleable metal, the point in some
instances being of cast steel.
This construction and the relative arrangement of the rails is shown in Figs. 10
to 17.
The body of the moveable frog consists of an iron plate N the form of which
before bending is shown in Fig. 17, and this plate is bent transversely as best
shown in Figs. 13. 14. 15 and 16 so as to extend beneath and support two parallel
rails R R¹, and also extend upward to a position to be brought over the main
rail A, and support a cast steel point piece S, which is rivetted to the upper flange
of the plate N, as indicated in the drawing, and is pointed so that its edges will be
parallel, one to the edge of the main track rail A, and the other a continuation
of the edge of one of the rails R¹ and which is inclined at the end nearest the
pivot x, the outer end of the rail R being likewise inclined, and, altogether forming
a moveable structure, swinging upon the pivot to the different positions shown in
full and dotted lines in Fig. 10, and having the same raised and inclined faces and
treads, and performing the same office as the cast metal frog illustrated in the other
Figures of the drawing and heretofore described. The rails R R¹ are necessarily
elevated to afford the elevated bearings for carrying the wheels over the main track,
as is also the guard rail C, the desired elevation of the rails R R', at the different
points being secured by means of filling blocks or plates u of different thick-
Desses clamped between the bases of the rails R R¹, and the plate N, these filling
pieces being graduated in thickness according to the extent to which the rails are
to be raised.
The guard rail C is elevated by the interposition of filling blocks u Fig. 14
between it and the sleeper.
The point S is preferably made of cast steel, and of varying width and thickness,
as shown in the drawings, especially in Figs. 11. 13. 14 and 16, but it may also be
made of malleable metal. While one mode of building up a moveable frog by a
series of pieces bolted together has been illustrated and described, it is obvious that
such a compound structure may be made by bolting parts of different shapes together
in different ways.
Although the removeable frog rail has been shown and described as being pivoted
outside of the main track, it will be evident that it can be pivoted inside of said
track as shown in dotted lines Fig. 7, the construction being varied to secure the
treads in proper position to permit the train to pass along or cross over the main
track rail covered by the frog.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated
to ine by my foreign correspondent I declare that what I claim is
1. The combination of main and branch rails, and a moveable frog constructed
to be thrown from both rails and also to be thrown across the main rail to then
constitute a continuation over the same, of the branch track, and also an elevated
continuation of the main track so that a train may travel on either track.
2. The combination of the said frog and switch rails and connections whereby
both may be simultaneously set in and out of position.
3. A frog arranged to be carried to and upon the main rail of a track, and when
upon the latter to coincide at its inner edge with the inner edge of said rail,
extending to the rail of the branch track, and affording a tread over the main rail
in line, with the latter, and a tread across the main rail in line with the branch
rail substantially as described.
4. The frog constructed to coincide when upon the main rail with the inner edge
of the latter, and extending to the siding rail and grooved to afford a channel'

page_text: across and over the main rail for the flange of the car wheel substantially as
described.
5. The combination of the grooved moveable frog adapted to be brought above.
the main rail and terminating at the inner edge of the latter, and a lead rail with
its inner side level with the face of the frog and extending to opposite sides of the
tread of the latter to afford a continuous bearing for the tread of the wheel across
the space between the lead rail and frog substantially as described.
6. A moveable frog rail adapted to be thrown upon the main rail, and in line
with the lead and branch rails, substantially as described.
7. The combination with the main rail and siding rail, of a movable frog rail
provided with an edge tread inclining upward from each end, and with a treads at
an angle to the edge tread substantially as described.
8. The combination with the siding rails and rail of the main track, of a frog
rail having a portion adapted to lie upon the main rail, and constitute a tread above
the same and with a tread leading at an angle to the tread r. to the switch rail
substantially as described.
9. The lead rail increased in heighth at the inner stationary end in combination
with a movable frog rail provided with a tread leading to the branch rail at the
same heighth as the end of the lead rail substantially as described.
10. The combination with the moveable rails of a switch and a moveable frog
rail at separated points of a crank shaft H connected to said rails and provided with
a switch lever arranged midway between the cranks to operate the switch and frog
rails in unison substantially as described.
11. The combination with the movable switch rails or frogs, of a cranked shaft,
jointed links connected to the said moveable parts and pivoted to stationary pins,
and sliding rods connecting said links and the cranks of the shaft, substantially as
set forth.
12. The combination with the sliding rod of a switch or frog of toggle levers
arranged to operate as set forth.
13. The combination with the tracks Y Z having continuous rails, of cross over
rails and movable frog pieces, each constructed to form a communication between
sections of the cross over rails over the main track rail, without obstructing the
latter, and each being capable of being swung away from the main track rail.
substantially as set forth.
14. The combination of the continuous tracks Y Z, cross over rails connected to
form switches, moveable bridge frogs constructed to transfer a train over the con-
tinuous main rails, and a switch lever and connections for operating simultaneously
therefrom both frogs and both switches, substantially as set forth.
15. A moveable frog consisting of rail pieces, and a point piece bolted together
and constructed substantially as set forth.
16. The combination in a moveable switch frog, of a supporting plate sections
of rails, and a point piece and filling pieces u bolted thereto and arranged
substantially as set forth.
17. The combination in a moveable switch frog, of rail pieces, a separate cast
metal point piece and a supporting plate bent to form flanges of different heighths,
the lower flange supporting the rails and the upper supporting the point piece
substantially as set forth.
18. The described mode of pivoting the link beneath the rail by securing the
pivot to a block clamped between the track rail and safety rail, substantially as
set forth.
Deted this fifth do of Ant A T 1002