AN IMPROVED APPARATUS FOR CONTROLLING THE POSITION OF SWITCHES OR SIDING RAILS ON RAILWAYS
Year: 1879

page_text: LETTERS PATENT to Frank Wirth, of the Firm of Wirth and Companý,
Patent Solicitors, at Frankfort-on-the-Main, in the Empire of Germany, for
the Invention of "AN IMPROVED APPARATUS FOR CONTROLLING THE POSITION
OF SWITCHES OR SIDING RAILS ON RAILWAYS." A communication from
Cornelius Roeland van Ruyven, of Deventer, in the Kingdom of Holland.
Sealed the 19th August 1879, and dated the 24th February 1879.
PROVISIONAL SPECIFICATION left by the said Frank Wirth at the Office
of the Commissioners of Patents on the 24th February 1879.
FRANK WIRTH, of the Firm of Wirth and Company, Patent Solicitors, at
Frankfort on the Main, in the Empire of Germany. "AN IMPROVED APPARATUS
FOR CONTROLLING THE POSITION OF SWITCHES OR SIDING RAILS ON RAILWAYS."
[A communication from Cornelius Roeland van Ruyven, of Deventer, in the
Kingdom of Holland.]
This Invention relates to an improved apparatus for controlling the position of
switches or siding rails on railways.
By far the greater number of accidents which occur on railways are occasioned
by a wrong position of the switches, and the object of this Invention is to provide
an improved apparatus, by means of which the switches and points may be
regulated, the said apparatus being under the control of the engine driver in such a
manner that should the points stand in a wrong position he can rectify tho
same.
The said apparatus consists chiefly of two slides or regulating arms lying between
the switches, and firmly attached to the same, the said arms being so placed that
they can be pushed on one side by excentric blocks attached to an axle at the front
of the locomotive, this being effected by the engine driver by means of a lever.
As the slide arms are moved to one side the switches participate in the movement,
and thus the points are rectified.

page_text: hitherto been done by switch-levers. These foot-plates are suitably formed at all
to let the rim of the wheels and the connecting rods of the facing-points pass. To
prevent the rising of the guide-arms, the connecting-rod is at the foot-plate con-
tinued through the rails in the same manner as the connecting-rod for the ends of
the facing-points.
The guide-arms rest and slide on guide surfaces C, which are arranged just as for
the ordinary facing points, and which are fixed by screws c to the bottom plates D.
The aforesaid bearing-plates B are likewise fixed to such a bottom-plate by strong
screw-bolts d. These bolts serve also to fix the stop-pieces 6 unto the same.
These bottom plates lying lengthwise at right angles to the railway rails rest on
the sleepers and project slightly beyond the rails on both sides in order to make
room for the clamp-piece d for fixing the rails. The plates themselves are fixed to
the sleepers by hook-bolts.
These plates with clamp-picces screwed on and the pivots and guide-surfaces
connect the guide-arm-apparatus both with the permanent way and with the
facing-points.
The steering-apparatus, Figures 9 to 17, connected with the locomotive consists
of two moveable steering blocks E, E', with knuckle joints e, and two fixed closing
blocks F, F, all of which are on the shaft G. They are placed under the front end
of the locomotive underneath the steam cylinders and their valve-boxes. The
shaft on which these blocks are placed is supported in two double guide-plates H
fixed to the frame of the locomotive. Between these guide-plates are sliding-
blocks (as on the wheel-axles), which can be moved up and down, and in which
the aforesaid shaft G is fixed immovably. The closing-blocks are secured to this
shaft with bolts g. The shaft with its blocks is pressed downward in the guide-
plates by spiral springs h which abut with their top ends against the frame of the
locomotive. The four blocks with their shaft are held at a fixed height above the
line by two set-screws i in the guide. In order to enable the engine-driver to
move the steering blocks E, E¹, a steering platform I is arranged next to the
driver's stand, and provided with two levers K, K', with handles k, and locking
bolts k, and springs " (as on the ordinary reversing gear-levers of locomotives).
These levers pass through the floor of the platform, and have underneath the
latter a common fulcrum on the spindle L which rests in two hanging-brackets 7.
These brackets are fixed to the frame of the locomotive by bolts . In order
to convey the movement from the levers to the steering-blocks one lever K
acts directly on the bar M, and the other one K¹ on another bar M', through the
spindle L provided with two fixed arms "¹. Both of these bars extend along both
sides of the ash-pan in guides m to the front end of the locomotive. They com-
municate the movement of the levers to an arm N3 and two cranks N, N¹, which
are arranged on an intermediate spindle n fixed in the bearing pieces n', n'.
The said arm and one of the cranks are connected by means of two short
rods O, O', with the joint e on the steering-blocks E, E¹. The driver is thus enabled
to adjust them to the requsite position.
The principal parts on the guide-arm apparatus are the guide-arms, and on the
steering-apparatus the steering and closing-blocks.
Both the guide-arms are hollow steel-rails, in section almost like the so-called
Brunel-rail, but of a peculiar shape, as shewu. They have flat holding-on faces a*
on the outside, and have flanges on the bottom plate. Both of the steering-blocks,
Figures 13, 15, 16, are cast steel discs, each with a hole in the middle. Each
block has a joint e to connect to a rod 0 or 0¹, and a flange e¹ underneath, which is
tapered or inclined as shewn. The line e" drawn from the centre of the disc to
the point el across the middle of the flange makes an angle of 150° with the
radius of the disc, drawn to the middle of the joint. That side to which the
opening of this angle is turned is called the front side of the steering-blocks. The
flange e increases by its taper form to the thickness of the disc, as shewn, and falls
away at the back into the face of the disc on one steering block on the right, and
on the other on the left side-face. These front obliquely sloping side-faces e* on the

page_text: flange are called slide faces, and can slide along the rubbing-faces a' on the guide-
arms. Therefore the steering-blocks E, E¹, must be placed on their shaft with
reference to the position of the guide arms at a properly determined distance from
the rail-side of the wheel-flanges. Each steering-block can turn on its shaft as a
sheave between collars, whereby these blocks can be placed in different positions.
The blocks F, F, Figures 14, 15, and 17, are cast steel discs with a hole through
them for the shaft, and are of about the same thickness as the steering-blocks. Each
disc is increased somewhat below at fl. The lower part of the block is provided
with a flange f¹ somewhat like the front-wheel of the locomotive. The bottom-
part of the flange f" is as much below the top face of the rails us the flange of the
wheels, and is rounded off in front with the thickened disc f¹.
The closing-blocks F, F, have to be fixed immovably on their shaft so that the
outside of their flanges is flush with that of the flanges of the wheels. The steering
and closing blocks must have the centre line of their shaft above the top face of
the rails.
•
The aforesaid apparatus can be made to fit all gauges and systems of locomotives
with very slight alteration.
The existing switch-lever requires a few alterations. The circular guide for the
counter weight must be open; for this purpose the iron cover which is on this guide
can be readily unscrewed and removed.
The existing switch lever and counter-weight can then rest on their guide on the
base of the lever. A self moving counterweight P, Figures 18 and 19, must be
suspended on the long lever and arranged to revolve around the lever by means of
two eye-bolts p. When this lever is moved away from its position of repose (1)
beyond the vertical position (2) the revolving counterweight will turn over and
assist the lever in assuming the opposite position (3); this weight then keeps the
points closed.
The present short lever with its counter weight may be retained to assist the
pointsman in moving the points, because when this lever is brought into its slot the
power which moves the points is doubled. Thus the guide-arms can easily be
moved along if their position should require their movement.
If the points should be in a wrong position the engine-driver needs only to shift
one of his levers K, K¹, which he can do instantaneously, he thereby gives the
corresponding steering-block such a position as will cause it to slide gertly along
one of the guide-arms A, A¹. Thus both guide-arms will move slowly sidowise and
shift the points with one of their foot-plates a". This action is very simple and
extremely safe, because for a right hand siding the driver uses his right lever,
and for a left hand siding his left lever; thus in each case he will, even if not
consious of doing so, be sure to shift the proper lever.
By referring to Figure 1 it will be seen that if a train is coming along on the
rails A*, B*, and E*, F*, against the facing points B¹, D*, and F*, G*, it will, by
reason of the position of the points, run upon the rails A, B, C*, and E*, F*, G*.
To change this direction to the right the driver has to shift his right lever K from
the position "rest" to the position "right," Figures 9 and 10, and thereby brings
the right steering block E into action from position 1 to position 3.
This block will then with its face eat a touch the right guide-arm A almost
imperceptibly, and at an exceedingly small angle (about 2º). By reason of the
small amount of force required the block will easily slide along this arm, as at the
commencement it only has to push the two arms away. It will not force the same
away all at once, but will act gradually throughout the length of the arm, and in
proportion to the speed of the train it will push the same to the left, and first
at a, where the above mentioned angle is decreased to 1°, it will shift the arm with
the switch shifting rail D¹, D*. When the steering block comes to as the guide-
arms will have been pushed so much aside that the foot-plate has assumed the
position 2; but by this position the left guide-arm with its foot plate has pushed the
shifting rail B', D*, with the other shifting-rail so much to one side that the switch-
lover with its counterweight P has been pulled beyond its vertical position 2. This

page_text: movement causes the counterweight to act by itself, and bring the shifting rail B¹, D*,
up against the main-rail B*, C, and this shifting rail will at the same time move
the rail F, G*, from the main-rail F*, H*. This adjustment can easily be effected
by the counterweight, because the foot-plate of the right-hand guide-arm makes by
its displacement (by reason of the large amount of clearance of the arms between
the points) a sufficient space between itself and the rail F³, G*, to allow the latter
to occupy its proper position without obstruction. The points assume the positions
B*, D*, and ³, G³, and the direction of the train is thereby altered.
When through the accumulation of dirt or otherwise the points become somewhat
difficult to shift or move, and consequently the counterweight is not sufficient to
bring them to their place, or when the switch-lever and rod is insufficient, the
acting steering-block itself will assist the adjustment, as by sliding along the guide-
arm to the position-a,-where the angle has decreased to 0°, it has brought both-guide-
arms into the position 3, and pushed the points into the positions B*, D., and F³, G*.
As the locomotive should have some clearance between the rails, the acting-
steering block cannot when passing between the rail and the corresponding guide-
arm fit close as far as the position a', consequently the foot-plate of the other
guide-arin A would not move the shifting rail B', D*, sufficiently close up against
the main rail B*, C*, if the locomotive should run against the rail E*, F*, H*,
therefore the closing-blocks F, F1, are employed.
Referring now to Figures 14, 15, and 17, in shifting the points, as aforesaid, the
closing block F' at the side of the closing shifting rail can if necessary close it with
the greatest possible exactness by means of its flange fl, because by the time the
front wheels of the locomotive arrive at the points this closing-block has already for
a short distance been pushing along the side of the shifting rail B¹, D*, and will
consequently have brought both shifting rails into their correct position. The points
are thus shifted with practically perfect accuracy.
It will be understood from the above description of the shifting of the facing-
points that when it is required to go into a left hand siding the left steering-block E¹
will act on the left guide-arm A, and that the driver will have to shift his left
lever K¹ for this purpose. To throw the apparatus out of action the driver will
obviously bring the lever back to its position of rest.
As the top-faces of the guide-arms are raised above the top-face of the rails, and
thus also the lower side of the disc-flange ell on a steering-block in action is raised
above this top face, there will be nothing on the railway which can come into
contact with this block; therefore it is not always necessary to throw the apparatus
out of gear at any particular moment. This can be done at different distances from
or after passing some of the points, because at the enlarged part f¹ of the closing-
block they have a certain distance of clearance, and thus neither these nor the
steering-blocks can get lower than this distance.
After the action of the above apparatus a guide-arm may be crossed against the
pointed ends or the foot-plates, because the guide-arms with unequal foot-plates lie
at unequal distances from the centre of the permanent way, whereby the right
steering-block E can without obstruction move alongside of the left guide-arm A',
and the left steering-block E' over the right guide-arm A.
At railway stations where the sidings follow one another at short intervals a
train on the main line can be with certainty kept or directed in its proper line by
this apparatus.
With the same position of its steering-apparatus it can correct all wrongly placed
points which would have caused the train to come in collision on a siding with some
other train or carriages.
When for instance the line C³, D³, Figure 20, is clear, and a train is running in
the direction C to D³ against four facing points, the train is exposed to a four-fold
chance of collision, but this improved apparatus ensures the running of the train
in the correct line 03, D³, and its continuation in the proper direction to any distance
throughout the whole of its journey.
To secure this great advantage one of the guide-arms A' is made higher than the

page_text: other. If now the guide-arms are so placed that the high arm lies on the opposite
side to the right through line, with a siding on the left and on the right, one of the
steering-blocks will slide along this high arm and prevent the running of the train
on any siding. If now both steering-blocks are placed in the position 2, these
blocks will only act on the high arms, and each in turn according to the sidings,
and the lower arms will be left untouched. The engine-driver has then only to
place both his lovers in the position "right," Figures 9, 10, 12, and the train is
secured against any diversion from the right line.
There are cases in which it is necessary that at one siding another follows at a
short interval in the opposite direction; for instance, in Figure 20, in the direction
from G³ to K³. By the siding to the right at G³ the train would run on the goods
line of the station L³, M³, but the points admit the train to the line I, K³, im-
mediately after the said siding at G³. It might therefore be difficult to shift the
position of the steering-apparatus so quickly. But this has been provided for in
my apparatus as shewn in Figures 6, 7, 8, 13, 15, and 16 as follows:-
Instead of the steering-blocks pushing the guide-arms away, they may be
arranged to draw these arms toward themselves. This operation is effected by the
opposite sides of their flanges es. The guide arms must for this purpose have their
fulcrums further from the middle of the permanent way. The rubbing face a* of
the right arm must be in the middle of the arm, otherwise the rubbing faces of
both the arms must be turned towards the middle of the permanent way.
The action of the apparatus is essentially the same as hitherto in shifting the
points. It acts now according to the last mode of shifting the points automatic,
and in the reverse way. By the coming of a train, as explained by Figure 1, the
right steering block in action would draw the guide-arm towards itself.
Thereby the right arm will shut the rail F, G, against the main-rail F*, H*,
and move the rail B*, D*, free from the main-rail F*, H*. The points then occupy
the positions B, D*, and F*, G*.
Thus a siding has been arranged with the apparatus to the right and to the left.
If the points aro all right the steering block set for action may touch lightly one
of the guide-arms without moving the apparatus.
When both of these systems of guide-arm apparatus are used in connection
with one another in a net of railways several fixed sidings may be arranged as
follows:-
If, for instance, different lines as shown in Figure 20 branch off from the main
line to goods-stations, engine sheds, turn tables, and so called blind sidings, these
may be shut off by each working position of the steering apparatus. For this pur-
pose the engine-driver can make his apparatus act in such a manner that it
automatically makes all of the said lines inaccessible. For this purpose it is only
necessary to use a guide-arm apparatus with high arms. The steering-apparatus
in operation can then move one arm away from it or the other one towards it. By
such a combination any desired shifting or adjustment may be effected.
The aforesaid apparatus can be used both by day and by night.
The present switch-signals require a slight alteration to enable the engine-driver
to see from his platform on the locomotive the direction in which he has to go.
For day signals a simple pointer will suffice. If this is placed at right angles to
the line it shows the driver his route. If it stands parallel to the line it shews
him that the points are not closed. For night-signals colored lights can be used in
the same manner; for instance, green light in opposition to yellow light. If the
green light stands at right angles to the line it shews the driver his way. If both
lights stand parallel with the line they will shew red light, and also shew that the
points are not closed.
As at the main stations by reason of the large numbers of successive points all
of these signals are undesirable and produce confusion, I arrange the same as
follows, that is to say, referring to Figure 20, supposing that in front of a station
there are three trains standing on the lines A³¸¨ B³, E³, F³, and G³, H³, and a few
wagons on the line 0³, D³, at D³. A fourth train comes on the line G³, H³, in the

page_text: direction G³ to B³, and must run on the line A³, B³, in order to take the place of
train 1 at the platform after its departure. This arriving train must then cross 5
facing points (against the points). Now, if only one of these points is in a wrong
position a collision is unavoidable. The above described apparatus enables the
driver to shift his train five times consecutively to the left; thus, even though all of
these points should be wrong, no collision can take place.
If on the contrary a train comes on the same line G, H, in the direction from
H³ to G³ on the aforesaid shut-off place, then the train will, by a siding to the right,
be allowed to follow first the line F³, Es, and then in safety the line D³, C³, by
means of the said apparatus irrespective of the position of the points.
Thus at a main-station where different lines of rails meet each of these lines can
be made safe for a train to enter by the same.
Having thus fully described the said Invention, and the manner of performing
the same, I wish it understood that I claim,-
First. In connection with railway points two guide-arms which lie between the
shifting or switch rails, and are connected with the latter in such a manner that
when these guide arms are shifted to the right or to the left a corresponding
shifting of the points takes place, substantially as described and shewn in the
Drawings.
Second. The guide-arms A, A¹, connected by rods a¹, a¹, the bearings B with
their adjuncts, the guide-surfaces C, and the bottom or foundation plates D, all
substantially as described and in combination with the points as shewn in the
Drawings.
Third. Two or more excentric blocks in connection with a locomotive, and on
the front end of the same, which blocks are moveable on a shaft, and may be shifted
by means of levers and rods from the engine driver's stand, substantially as
described and shewn in the Drawings.
Fourth. On a locomotive the steering blocks E, E', in connection with the shaft,
the guide-plates, the levers, and the rods connecting these levers with the said
blocks, substantially as described and shewn in the Drawings.
Fifth. The switch-lever in connection with the guide-arms of a point-shifting
apparatus, substantially as shown in Figures 18 and 19, and as above described.
Sixth. In connection with a railway switch and a locomotive apparatus for
operating or adjusting the switch, all substantially as described and shewn in
the Drawings, and for the purposes specified.
In witness whereof, I, the said Frank Wirth, have hereunto set my hand and
seal, this Twentieth day of August, in the year of our Lord One thousand
eight hundred and seventy-nine.

page_text: LETTERS PATENT to Frank Wirth, of the Firm of Wirth and Company,
Patent Solicitors, at Frankfort-on-the-Main, in the Empire of Germany, for
the Invention of "AN IMPROVED APPARATUS FOR CONTROLLING THE POSITION
OF SWITCHES OR SIDING RAILS ON RAILWAYS." A communication from
Cornelius Roeland van Ruyven, of Deventer, in the Kingdom of Holland.
PROVISIONAL SPECIFICATION left by the said Frank Wirth at the Office
of the Commissioners of Patents on the 24th February 1879.
FRANK WIRTH, of the Firm of Wirth and Company, Patent Solicitors, at
Frankfort on the Main, in the Empire of Germany. "AN IMPROVED APPARATUS
FOR CONTROLLING THE POSITION OF SWITCHES OR SIDING RAILS ON RAILWAYS."
[A communication from Cornelius Roeland van Ruyven, of Deventer, in the
Kingdom of Holland.]
This Invention relates to an improved apparatus for controlling the position of
switches or siding rails on railways.
By far the greater number of accidents which occur on railways are occasioned
by a wrong position of the switches, and the object of this Invention is to provide
an improved apparatus, by means of which the switches and points may be
regulated, the said apparatus being under the control of the engine driver in such a
manner that should the points stand in a wrong position he can rectify the
same.
The said apparatus consists chiefly of two slides or regulating arms lying between
the switches, and firmly attached to the same, the said arms being so placed that
they can be pushed on one side by excentric blocks attached to an axle at the front
of the locomotive, this being effected by the engine driver by means of a lever.
As the slide arms are moved to one side the switches participate in the movement,
and thus the points are rectified.
.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Frank Wirth in the Great Seal Patent Office on the 23rd August
1879.
FRANK WIRTH, of the Firm of Wirth and Company, Patent Solicitors, at
Frankfort-on-the-Main, in the Empire of Germany. "AN IMPROVED APPARATUS
POR CONTROLLING THE POSITION OF SWITCHES OR SIDING RAILS ON RAILWAYS."
A communication from Cornelius Roeland van Ruyven, of Deventer, in the Kingdom
of Holland.
Many railway-accidents, such as collisions and running off the rails, happen by
reason of the facing points being wrongly placed, and the lives of many persons are
daily dependent on the signalman, who may or may not be trustworthy.
But by the use of the apparatus herein described, the engine-driver is enabled to
control the points on the portion of the line which he is passing over, and if
required, can correct their position. By means of this apparatus, not only will the
lives of the passengers be in greater safety, but the railway company will suffer
much less loss from the injury or destruction of materials than heretofore.
The principle of this improved apparatus is as follows, that is to say, two sliding-
bars or guide-arms, which are placed between and firmly connected to the facing
points, are pushed laterally by means of excentric-discs or blocks fixed on a shaft
on the locomotive, and thus the facing points are also moved. The construction
and operation of the said apparatus are fully explained in the following description
by the aid of the accompanying Drawings, in which-
Figure 1 is a plan of a facing point provided with guide-arms; Figure 1ª is a
continuation of Figure 1.
Figure 2 is a section on the line A³, B², Figure 1.
Figure 3 is a section on the line C³, D², Figure 1.
Figure 4 is a section on the line E, F, Figure 1.
Figure 5 is a section on the line G³, G², G², H³, Figure 1*.
Figure 6 is a plan.
Figure 7 is a section on the line J, K³, Figure 6.
Figure 8 is a section on the line L³, M³, Figure 6.
Figure 9 is a plan of the steering-gear on the locomotive.
Figure 10 is a sectional elevation of the said steering-gear.
Figure 11 is an end view of the same.
Figure 12 is a section on the line N³, O³, Figure 9.
Figure 13 is a section through the steering block E on the line c;d, in Figure 15.
Figure 14 is an end view of the closing block F'.
Figure 15 is an elevation of the steering and closing blocks.
Figure 16 is an end view of the steering-block E.
Figure 17 is a section through the closing block FX on the line a, b, in Figure 15.
Figure 18 is a plan of the switch-lever.
Figure 19 is an elevation of the same partly in section.
Figure 20 is a diagram of a portion of a railway with several lines of rails
adjacent to each other, and connected by facing points.
The guide-arm apparatus, Figures 1 to 8, consists of two guide-arms A, A', which
revolve on strong bolts a passing through the extra strong end of the arms, and
supported in strong bearings B provided with three stop-pieces b. Both of these
arms are connected with each other by three connecting-rods a¹, and thus both
arms are caused to move to and fro together between the railway rails, and one
arm communicates its motion to the other.
These arms have a foot-plate all on their free end, with the edge of which they
press against the inner side of the facing-points, and consequently communicate
their movements right or left to the facing points in the same manner as has

page_text: hitherto been done by switch-levers. These foot-plates are suitably formed at all
to let the rim of the wheels and the connecting rods of the facing-points pass. To
prevent the rising of the guide-arms, the connecting-rod is at the foot-plate con-
tinued through the rails in the same manner as the connecting-rod for the ends of
the facing-points.
The guide-arms rest and slide on guide surfaces C, which are arranged just as for
the ordinary facing points, and which are fixed by screws c to the bottom plates D.
The aforesaid bearing-plates B are likewise fixed to such a bottom-plate by strong
screw-bolts d. These bolts serve also to fix the stop-pieces b unto the same.
These bottom plates lying lengthwise at right angles to the railway rails rest on
the sleepers and project slightly beyond the rails on both sides in order to make
room for the clamp-piece d for fixing the rails. The plates themselves are fixed to
the sleepers by hook-bolts.
These plates with clamp-pieces screwed on and the pivots and guide-surfaces
connect the guide-arm-apparatus both with the permanent way and with the
facing-points.
The steering-apparatus, Figures 9 to 17, connected with the locomotive consists
of two moveable steering blocks E, E', with knuckle joints e, and two fixed closing
blocks F, F, all of which are on the shaft G. They are placed under the front end
of the locomotive underneath the steain cylinders and their valve-boxes. The
shaft on which these blocks are placed is supported in two double guide-plates H
fixed to the frame of the locomotive. Between these guide-plates are sliding-
blocks (as on the wheel-axles), which can be moved up and down, and in which
the aforesaid shaft G is fixed immovably. The closing-blocks are secured to this
shaft with bolts g. The shaft with its blocks is pressed downward in the guide-
plates by spiral springs h which abut with their top ends against the frame of the
locomotive. The four blocks with their shaft are held at a fixed height above the
line by two set-screws in the guide. In order to enable the engine-driver to
move the steering blocks E, E¹, a steering platform I is arranged next to the
driver's stand, and provided with two levers K, K¹, with handles k, and locking
bolts, and springs " (as on the ordinary reversing gear-levers of locomotives).
These levers pass through the floor of the platform, and have underneath the
latter a common fulcrum on the spindle L which rests in two hanging-brackets Z.
These brackets are fixed to the frame of the locomotive by bolts . In order
to convey the movement from the levers to the steering-blocks one lever K
acts directly on the bar M, and the other one K' on another bar M', through the
spindle L provided with two fixed arms 7¹¹. Both of these bars extend along both
sides of the ash-pan in guides m to the front end of the locomotive. They com-
municate the movement of the levers to an arm N³ and two cranks N, N', which
are arranged on an intermediate spindle n fixed in the bearing pieces n', n'.
The said arm and one of the cranks are connected by means of two short
rods O, O', with the joint e on the steering-blocks E, E¹. The driver is thus enabled
to adjust them to the requsite position.
The principal parts on the guide-arın apparatus are the guide-arms, and on the
steering-apparatus the steering and closing-blocks.
Both the guide-arms are hollow steel-rails, in section almost like the so-called
Brunel-rail, but of a peculiar shape, as shewn. They have flat holding-on faces a
on the outside, and have flanges on the bottom plate. Both of the steering-blocks,
Figures 13, 15, 16, are cast steel discs, each with a hole in the middle. Each
block has a joint e to connect to a rod O or O¹, and a flange e¹ underneath, which is
tapered or inclined as shewn. The line el drawn from the centre of the disc to
the point el across the middle of the flange makes an angle of 150° with the
radius of the disc, drawn to the middle of the joint. That side to which the
opening of this angle is turned is called the front side of the steering-blocks. The
flange e' increases by its taper form to the thickness of the disc, as shewn, and falls
away at the back into the face of the disc on one steering block on the right, and
on the other on the left side-face, These front obliquely sloping side-faces e* on the

page_text: flange are called slide faces, and can slide along the rubbing-faces a* on the guide-
arms. Therefore the steering-blocks E, E¹, must be placed on their shaft with
reference to the position of the guide arms at a properly determined distance from
the rail-side of the wheel-flanges. Each steering-block can turn on its shaft as a
sheave between collars, whereby these blocks can be placed in different positions.
The blocks F, F1, Figures 14, 15, and 17, are cast steel discs with a hole through
them for the shaft, and are of about the same thickness as the steering-blocks. Each
disc is increased somewhat below at fl. The lower part of the block is provided
with a flange f" somewhat like the front-wheel of the locomotive. The bottom-
part of the flange f" is as much below the top face of the rails as the flange of the
wheels, and is rounded off in front with the thickened disc f¹.
The closing-blocks F, F', have to be fixed immovably on their shaft so that the
outside of their flanges is flush with that of the flanges of the wheels. The steering
and closing blocks must have the centre line of their shaft above the top face of
the rails.
The aforesaid apparatus can be made to fit all gauges and systems of locomotives
with very slight alteration.
The existing switch-lever requires a few alterations. The circular guide for the
counter weight must be open; for this purpose the iron cover which is on this guide
can be readily unscrewed and removed.
The existing switch lever and counter-weight can then rest on their guide on the
base of the lever. A self moving counterweight P, Figures 18 and 19, must be
suspended on the long lever and arranged to revolve around the lever by means of
two eye-bolts p. When this lever is moved away from its position of repose (1)
beyond the vertical position (2) the revolving counterweight will turn over and
assist the lever in assuming the opposite position (3); this weight then keeps the
points closed.
The present short lever with its counter weight may be retained to assist the
pointsman in moving the points, because when this lever is brought into its slot the
power which moves the points is doubled. Thus the guide-arms can easily be
moved along if their position should require their movement.
If the points should be in a wrong position the engine-driver needs only to shift
one of his levers K, K¹, which he can do instantaneously, he thereby gives the
corresponding stoering-block such a position as will cause it to slide gently along
one of the guide-arms A, A¹. Thus both guide-arms will move slowly sidewise and
shift the points with one of their foot-plates a¹¹. This action is very simple and
extremely safe, because for a right hand siding the driver uses his right lever,
and for a left hand siding his left lever; thus in each case he will, even if not
consious of doing so, be sure to shift the proper lover.
By referring to Figure 1 it will be seen that if a train is coming along on the
rails A*, B*, and E*, F*, against the facing points B', D*, and F*, G*, it will, by
reason of the position of the points, run upon the rails A*, B*, C*, and E*, F*, G*.
To change this direction to the right the driver has to shift his right lever K from
the position "rest" to the position "right," Figures 9 and. 10, and thereby brings
the right steering block E into action from position 1 to position 3.
This block will then with its face e at a touch the right guide-arm A almost
imperceptibly, and at an exceedingly small angle (about 2°). By reason of the
small amount of force required the block will easily slide along this arm, as at the
commencement it only has to push the two arms away. It will not force the same
away all at once, but will act gradually throughout the length of the arm, and in
proportion to the speed of the train it will push the same to the left, and first
at a, where the above mentioned angle is decreased to 1°, it will shift the arni with
the switch shifting rail D¹, D*. When the steering block comes to aⓇ the guide-
arms will have been pushed so much aside that the foot-plate has assumed the
position 2; but by this position the left guide-arm with its foot plate has pushed the
shifting rail B', D*, with the other shifting-rail so much to one side that the switch-
lever with its counterweight P has been pulled beyond its vertical position 2. This

page_text: movement causes the counterweight to act by itself, and bring the shifting rail B³, D*,
up against the main-rail B*, C, and this shifting rail will at the same time move
the rail F, G, from the main-rail F*, H*. This adjustment can easily be effected
by the counterweight, because the foot-plate of the right-hand guide-arm makes by
its displacement (by reason of the large amount of clearance of the arms between
the points) a sufficient space between itself and the rail F³, G*, to allow the latter
to occupy its proper position without obstruction. The points assume the positions
B*, D, and F, G³, and the direction of the train is thereby altered.
When through the accumulation of dirt or otherwise the points become somewhat
difficult to shift or move, and consequently the counterweight is not sufficient to
bring them to their place, or when the switch-lever and rod is insufficient, the
acting steering-block itself will assist the adjustment, as by sliding along the guide-
arm to the position a, where the angle has decreased to 0°, it has brought both guide-
arms into the position 3, and pushed the points into the positions B*, D., and F³, G*.
As the locomotive should have some clearance between the rails, the acting-
steering block cannot when passing between the rail and the corresponding guide-
arm fit close as far as the position a7, consequently the foot-plate of the other
guide-arm A¹ would not move the shifting rail B', D*, sufficiently close up against
the main rail B, C, if the locomotive should run against the rail E*, F*, H*,
therefore the closing-blocks F, F¹, are employed.
Referring now to Figures 14, 15, and 17, in shifting the points, as aforesaid, the
closing block F' at the side of the closing shifting rail can if necessary close it with
the greatest possible exactness by means of its flange f", because by the time the
front wheels of the locomotive arrive at the points this closing-block has already for
a short distance been pushing along the side of the shifting rail B', D*, and will
consequently have brought both shifting rails into their correct position. The points
are thus shifted with practically perfect accuracy.
It will be understood from the above description of the shifting of the facing-
points that when it is required to go into a left hand siding the left steering-block E¹
will act on the left guide-arm A¹, and that the driver will have to shift his left
lever K¹ for this purpose. To throw the apparatus out of action the driver will
obviously bring the lever back to its position of rest.
As the top-faces of the guide-arms are raised above the top-face of the rails, and
thus also the lower side of the disc-flange e¹¹¹ on a steering-block in action is raised
above this top face, there will be nothing on the railway which can come into
contact with this block; therefore it is not always necessary to throw the apparatus
out of gear at any particular moment. This can be done at different distances from
or after passing some of the points, because at the enlarged part f¹ of the closing-
block they have a certain distance of clearance, and thus neither these nor the
steering-blocks can get lower than this distance.
After the action of the above apparatus a guide-arm may be crossed against the
pointed ends or the foot-plates, because the guide-arms with unequal foot-plates lie
at unequal distances from the centre of the permanent way, whereby the right
steering-block E can without obstruction move alongside of the left guide-arm A',
and the left steering-block E' over the right guide-arm A.
At railway stations where the sidings follow one another at short intervals &
train on the main line can be with certainty kept or directed in its proper line by
this apparatus.
With the same position of its steering-apparatus it can correct all wrongly placed
points which would have caused the train to come in collision on a siding with some
other train or carriages.
When for instance the line C³, D³, Figure 20, is clear, and a train is running in
the direction C³ to D³ against four facing points, the train is exposed to a four-fold
chance of collision, but this improved apparatus ensures the running of the train
in the correct line C³, D³, and its continuation in the proper direction to any distance
throughout the whole of its journey.
To secure this great advantage one of the guide-arms A' is made higher than the

page_text: other. If now the guide-arms are so placed that the high arın lies on the opposite
side to the right through line, with a siding on the left and on the right, one of the
steering-blocks will slide along this high arm and prevent the running of the train
on any siding. If now both steering-blocks are placed in the position 2, these
blocks will only act on the high arms, and each in turn according to the sidings,
and the lower arms will be left untouched. The engine-driver has then only to
place both his levers in the position "right," Figures 9, 10, 12, and the train is
secured against any diversion from the right line.
There are cases in which it is necessary that at one siding another follows at a
short interval in the opposite direction; for instance, in Figure 20, in the direction
from G³ to K³. By the siding to the right at G³ the train would run on the goods
line of the station L³, M³, but the points admit the train to the line I³, K³, im-
mediately after the said siding at Gs. It might therefore be difficult to shift the
position of the steering-apparatus so quickly. But this has been provided for in
my apparatus as shewn in Figures 6, 7, 8, 13, 15, and 16 as follows:-
--
Instead of the steering-blocks pushing the guide-arms away, they may be
arranged to draw these arms toward themselves. This operation is effected by the
opposite sides of their flanges e5. The guide arms must for this purpose have their
fulcrums further from the middle of the permanent way. The rubbing face a¹ of
the right arm must be in the middle of the arm, otherwise the rubbing faces of
both the arms must be turned towards the middle of the permanent way.
The action of the apparatus is essentially the same as hitherto in shifting the
points. It acts now according to the last mode of shifting the points automatic,
and in the reverse way. By the coming of a train, as explained by Figure 1, the
right steering block in action would draw the guide-arm towards itself.
Thereby the right arm will shut the rail F³, G*, against the main-rail F*, H*,
and move the rail B*, D*, free from the main-rail F*, H*. The points then occupy
the positions B¹, D*, and F*, G*.
Thus a siding has been arranged with the apparatus to the right and to the left.
If the points are all right the steering block set for action may touch lightly one
of the guide-arms without moving the apparatus.
When both of these systems of guide-arm apparatus are used in connection
with one another in a net of railways several fixed sidings may be arranged as
follows:-
If, for instance, different lines as shown in Figure 20 branch off from the main
line to goods-stations, engine sheds, turn tables, and so called blind sidings, these
may be shut off by each working position of the steering apparatus. For this pur-
pose the engine-driver can make his apparatus act in such a manner that it
automatically makes all of the said lines inaccessible. For this purpose it is only
necessary to use a guide-arın apparatus with high arms. The steering-apparatus
in operation can then move one arm away from it or the other one towards it. By
such a combination any desired shifting or adjustment may be effected.
The aforesaid apparatus can be used both by day and by night.
The present switch-signals require a slight alteration to enable the engine-driver
to see from his platform on the locomotive the direction in which he has to go.
For day signals a simple pointer will suffice. If this is placed at right angles to
the line it shows the driver his route.. If it stands parallel to the line it shews
him that the points are not closed. For night-signals colored lights can be used in
the same manner; for instance, green light in opposition to yellow light. If the
green light stands at right angles to the line it shews the driver his way. If both
lights stand parallel with the line they will shew red light, and also shew that the
points are not closed.
As at the main stations by reason of the large numbers of successive points all
of these signals are undesirable and produce confusion, I arrange the same as
follows, that is to say, referring to Figure 20, supposing that in front of a station
there are three trains standing on the lines A, B, E, F, and G³, H³, and a few
wagons on the line 0³, D³, at Ď³. A fourth train comes on the line G³, H³, in the

page_text: direction G³ to HS, and must run on the line A³, B³, in order to take the place of
train 1 at the platform after its departure. This arriving train must then cross 5
facing points (against the points). Now, if only one of these points is in a wrong
position a collision is unavoidable. The above described apparatus enables the
driver to shift his train five times consecutively to the left; thus, even though all of
these points should be wrong, no collision can take place.
If on the contrary a train comes on the same line G³, H³, in the direction from
H³ to G³ on the aforesaid shut-off place, then the train will, by a siding to the right,
be allowed to follow first the line F³, E³, and then in safety the line D³, C³, by
means of the said apparatus irrespective of the position of the points.
Thus at a main-station where different lines of rails meet each of these lines can
be made safe for a train to enter by the same.
Having thus fully described the said Invention, and the manner of performing
the same, I wish it understood that I claim,-
First. In connection with railway points two guide-arms which lie between the
shifting or switch rails, and are connected with the latter in such a manner that
when these guide arms are shifted to the right or to the left a corresponding
shifting of the points takes place, substantially as described and shewn in the
Drawings.
Second. The guide-arms A, A¹, connected by rods a¹, a¹, the bearings B with
their adjuncts, the guide-surfaces C, and the bottom or foundation plates D, all
substantially as described and in combination with the points as shewn in the
Drawings.
Third. Two or more excentric blocks in connection with a locomotive, and on
the front end of the same, which blocks are moveable on a shaft, and may be shifted
by means of levers and rods from the engine driver's stand, substantially as
described and shewn in the Drawings.
Fourth. On a locomotive the steering blocks E, E, in connection with the shaft,
the guide-plates, the levers, and the rods connecting these levers with the said
blocks, substantially as described and shewn in the Drawings.
Fifth. The switch-lever in connection with the guide-arms of a point-shifting
apparatus, substantially as shewn in Figures 18 and 19, and as above described.
Sixth. In connection with a railway switch and a locomotive apparatus for
operating or adjusting the switch, all substantially as described and shewn in
the Drawings, and for the purposes specified.
In witness whereof, I, the said Frank Wirth, have hereunto set my hand and
seal, this Twentieth day of August, in the year of our Lord One thousand
eight hundred and seventy-nine.
FRANK WIRTH. (L.S.)