IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN. APPARATUS TO BE USED IN CONNECTION THEREWITH
Year: 1877

page_text: Filed 21st April 1879.
.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOSEPH
STOKES WILLIAMS, of Riverton, New Jersey, United States of America, send
greeting. WHEREAS Her most Excellent Majesty Queen Victoria, by Her Royal
Letters Patent bearing date the Twenty-seventh day of August, in the year of
our Lord One thousand eight hundred and seventy-seven, in the forty-first year of
Her reign, did for Herself, Her heirs and successors, give and grant unto me, the
said Joseph Stokes Williams, Her special license, that I, the said Joseph Stokes
Williams, my executors, administrators, and assigns, or such others as I, the said
Joseph Stokes Williams, my executors, administrators, and assigns, should agree with,
and no others, from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands, and the Isle of
Man, an Invention of "IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN.
APPARATUS TO BE USED IN CONNECTION THEREWITH," upon the condition (amongst
others) that I, the said Joseph Stokes Williams, by an instrument in writing under
my hand and seal, should particularly describe and ascertain the nature of the said.
Invention, and in what manner the same was to be performed, and cause the same to
be filed in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent: And whereas I, the said
Joseph Stokes Williams, by an instrument in writing under my hand and seal, did
declare the nature of the said Invention, and in what manner the same was to be
performed, and caused the same to be filed in the Great Seal Patent Office on the
Twenty-seventh day of February, One thousand eight hundred and seventy-eight:
And whereas since filing the aforesaid Specification I have discovered that some of the
claims as made therein are too wide and claim more than was intended to be claimed
as forming part of my Invention, and that I am desirous of limiting the same by
striking out the third, fourth, seventh, twelfth, thirteenth, and fifteenth claiming
clauses, and otherwise altering the said Specification and claiming clauses in the
manner herein-after set forth. NOW KNOW YE, that I, the said Joseph,
Stokes Williams, by and with. the leave of Her Majesty's Solicitor-General,.

page_text: "
33
"
for the reasons aforesaid do alter the said Specification as printed by the
Queen's Printers and published at the Great Seal Patent Office in One thousand
eight hundred and seventy-eight, by inserting after the word "crossings" in
line 3 page 11 of the printed copy of the said Specification the words "but to
this I make no separate claim" by inserting after the word "specified" in line 26
page 14 of the said printed copy of the said Specification the words "with reference
to Figures 1, 2, 3, and 4 of the accompanying Drawings;" by inserting after the
word "forth" in line 33 of the said page 14 of the said printed copy of the said
Specification the words " with reference to Figures 13 and 14 of the accompanying
Drawings" by striking out the whole of the third and fourth claiming clauses,
commencing with the word third" in line 34. and ending with the word "forth
in line 40 of the said page 14 of the said printed copy of the said Specification;
by striking out the word "Fifth " in line 41 of the said page 14 of the said printed
copy of the said Specification and inserting the word "Third" in lieu thereof; by
striking out the words " ,,
on or between the words line and adjacent in the said
line 41, and inserting the words "as shewn in Figures 7 and 8 of the accompanying
Drawings" in lieu thereof; by striking out the word "Sixth" in line 45 of the said
page 14 of the said printed copy of the said Specification and inserting the word
"Fourth" in lieu thereof; by inserting after the word "forth" in line 50 of the
said page 14 of the said printed copy of the said Specification; the words "with
reference to Figures 9, 10, 11, and 12 of the accompanying Drawings;" by striking
out the whole of the seventh claiming clause, commencing with the word "Seventh
in line 51 and ending with the word "forth" in line 54 of the said page 14 of the
said printed copy of the said Specification; by striking out the word "Eighth'
in line 55 of the said page 14 of the said printed copy of the said Specification
and inserting the word "Fifth" in lieu thereof; by inserting after the word
"forth" in line 57 of the said page 14 of the said printed copy of the said Speci-
fication the words "with reference to the accompanying Drawings;" by striking
out the word "Ninth" in line 1 page 15 of the said printed copy of the said
Specification and inserting the word "Sixth" in lieu thereof; by striking out
the words "as and" between the words "line" and "for" in line 4 of the said
page 15 of the said printed copy of the said Specification; by inserting
after the word "forth in line 5 of the said page 15 of the said printed
copy of the said Specification the words "as herein described and shewn
in the accompanying Drawings in Figure 17 and in other Figures;" by striking out
the word "tenth" in line 6 of the said page 15 of the said printed copy of the said
Specification and inserting the word "seventh in lieu thereof; by inserting
after the word "forth" in line 9 of the said page 15 of the said printed copy of the
said Specification, the words "with reference to Figures 5 and 6 and other Figures
"of the accompanying Drawings;" by striking out the word "eleventh " in line 10
of the said page 15 of the said printed copy of the said Specification and inserting
the word "eighth " in lieu thereof; by inserting after the word "forth" in line 14
of the said page 15 of the said printed copy of the said Specification the words
"with reference to Figures 5 and 6 and other Figures of the accompanying
Drawings;" by striking out the whole of the twelfth and thirteenth claiming
clauses commencing with the word "twelfth" in line 15, and ending with the
word "forth" in line 25 of the said page 15 of the said printed copy of the said
Specification; by striking out the word "Fourteenth" in line 26 of the said page
15 of the said printed copy of the said Specification and inserting the word "ninth
in lieu thereof; by inserting between the words "herein-described" and "at" in
line 27 of the said page 15 of the said printed copy of the said Specification, the
words "with reference to the accompanying Drawings;" by striking out the word
"suitable" between the words "crossed" and "adjusting" in line 28 of the said
page 15 of the said printed copy of the said Specification; by striking out the
word "any" after the word "with" at the end of line 29 of the said printed copy
of the said Specification, and inserting the word "a" in lieu thereof; and by
striking out the whole of the fifteenth claiming clause commencing with the word
"
"

page_text: "
Fifteenth" in line 34, and ending with the word "forth" in line 39 of the said
page 15 of the said printed copy of the said Specification.
And in order that the effect of the said Disclaimer and Memorandum of
Alteration may be clearly understood, I annex hereto a copy of the said Specifi-
cation as it will appear when so altered and amended, the preamble and testing
clause being omitted.
NOW KNOW YE, that I, the said Joseph Stokes Williams, do hereby declare
the nature of my said Invention and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement,
reference being had to the accompanying Drawings and to the letters and figures
marked thereon, that is to say,-
My Invention relates to railway crossings and comprises various improvements
in railway switches, locking devices, and other apparatus hercin-after described.
One very important object of the said Invention is to provide crossings which
afford a continuous bearing surface for the wheels passing over them, while giving
to the same increased strength, durability, and elasticity. This result has heretofore
been unattainable with switches or shifting pieces formed with square or butt ends,
and which make a square joint with the fixed rails. But according to my Inven-
tion I accomplish this result in a very efficient and satisfactory manner, as will be
understood by the following description taken in connection with the accompanying
Drawings, which shew plans and sections of various forms and modifications of iny
said Invention.
In the accompanying Drawings, Figures 1, 2, 3, 3a, 4, 4a, 5, 6, 9, 10, 13, 14, 15,
16, and 17 are plans of portions of a railway illustrating the application of my
improvements to the same.
The remaining Figures are sectional and other views for further illustrating the
said improvements or modifications of the same, as herein-after described.
Like letters indicate corresponding parts throughout the Drawings.
According to one part of the said Invention, which is illustrated in Figures 1 to 4,
I provide a movable or adjustable wing rail a, as in Figures 1 and 2, or a pair of
such wing rails, as shewn in Figures 3 and 4, in combination with the frog piece
or V piece of the crossing, the said wing rail or rails being so connected with a
switch or lever that it or they may be operated simultaneously therewith. For this
purpose I connect the said wing rail or rails a to a transverse sliding bar c, which
passes across the line, and is arranged to slide freely under the fixed rails.
In the ordinary arrangement of rails and V pieces both are immovable, and the
opening or break in the continuity of the main line rail made therein for the crossing
is not filled up or bridged over in any way. Consequently wheels running over
the main line have to pass at this point over a gap or space, which is very injurious
to the rolling stock, and is a continual cause of danger. But by means of the adjust-
able wing rail or rails a mounted on the said sliding bar c the said gap or space may
be closed and kept closed for traffic on the main line, and will only be open at the
time the switch is set to open the crossing or side line.
To produce throughout the length of the adjusting wing rail or rails a in Figures 3
and 4 a continuous bearing for the wheels I use a spring rail or spring rails, such as
that shewn in Figures 1 and 2, or I provide lapping plates, rails, or fillings, as
shewn at a*, Figures 3 and 4, at the butt or axis ends. Such lapping plates or rails
may be either stationary or moveable, and either attached to or form a part of the
shifting piece, or the fixed continuing or meeting rail, or the axis may be in such
lapping plates. If both wing rails are moveable they may be connected without
being rigidly braced together, so that they will move freely on both joints or axes
to permit their required adjustment.
In some instances I employ between these two rails, as shewn at J³, Figure 3, a
yielding connection, that is to say, a connection of sufficient strength or rigidity to
ensure their moving together, except in case of obstruction between the V or
stationary piece and either of the adjusting rails. By this device the jamming of
the shifting parts, so as to cause accident or prevent movement of its connected

page_text: '
lever or switch, or which would in any manner interfere with the passage of the
wheels, is entirely obviated; and if the shifting rail or rails a should be improperly
adjusted by the lever, a suitable yielding connection, as shewn at c*, Figures 13
and 3ª, will ensure the shifting part assuming the position for the passage of the
wheels.
The connection of the said moveable wing rail or rails with the switch may be
made by means of ordinary bell-crank levers and a connecting rod or a cord or
cords, or any suitable flexible connection; or I may employ for this purpose any
of the improved locking and adjusting devices herein-after described.
If desirable I so connect a cord, wire, or chain with the shifting piece of the
crossing, that when the said cord, wire, or chain is pulled, it will set the said
shifting piece to close the main line, and will hold it in that position while kept
tight. But when the said cord or chain is slackened, it does not set the shifting
piece to close the siding, but leaves the said shifting piece free to be set to the
siding automatically or by the wheels of a passing train; or the said shifting piece
may be so adjusted to either line. Or I may combine with this apparatus a weight
or spring. to assist the setting of the shifting piece to either line. This arrangement
may be used with any shifting piece at a crossing, and the cord, wire, or chain for
carrying the same into effect is shewn at a¹ in Figures 3, 4, 3ª and 4ª.
Another part of this Invention, which is illustrated in Figures 5, 6, 7, and 8,
relates to a crossing wherein the main line rails d are immovable, and the crossing
is formed by a single shifting or adjusting rail or piece e operated either auto-
matically or otherwise to close or complete the crossing or side line, or away from
or clear of the main line.
This part of my Invention also comprises the employment of a taper inner rail f
of the crossing or side line, which taper rail f is secured on or adjacent to the per-
manent rail of the main line, and with the aforesaid shifting piece e completes the
cross or side line; and this taper rail ƒ and shifting piece e are elevated above the
main line rail d, as shewn in Figures 7 and 8, Figure 7 being a transverse section
on the line x, x, and Figure 8, a longitudinal section on the line y, y, of Figure 5.
The result of this arrangement is, that at the crossing the wheels run upon the
said elevated rails and above the main line rails, that is to say, instead of forming
an opening or space across the latter for the passage of the flange of the wheels at
the crossing, the flange passes over and clear of the main line rails, and the
uniformity of level of the main line is unchanged.
The shifting piece e affords the means for crossing a permanent main line rail,
and also ensures a continuous bearing surface for the tread of the wheels passing
over the side or crossing line fat or throughout the continuation of crossing the
main line rail; these results are obtained by making the end of the shifting piece e
either to lap the continuation of the side or crossing line f, or to overlap the main
line rail d which may afford the bearing for the wheels near the ends of the crossing
line on either side of the main line rail, without such lapping rail or fillings either
stationary or moveable; continuous bearing surfaces would not be afforded to the
wheels. At the butt or axis end of such shifting piece or pieces for crossing the
permanent main line, a continuous bearing surface is secured for the tread of the
wheels by a spring rail or lapping plates or fillings e**, as shewn in Figures 5 and 9,
similar to those shown and described in connection with the moveable wing rails.
Or both of the approaching ends on either side of the main line rail may be shifting
or adjustable, and arranged to lap each other at their unsecured or moveable ends,
or to lap the main line rail so as to obtain a bearing surface for the tread of the
wheels, and secure a bearing surface at their butt or axis ends as above described.
The spring rail e, Figure 90, may be adjusted either to or from the main line,
that is to say, if sprung or set from the main line by a releasing connection to the
lever, it may adjust itself into the position for crossing, or it may be held by the
connection from the lever to the main line, and from the main line or crossing
automatically, or similar results may be effected with a pivotted shifting piece by a
weight or equivalent means, or such shifting piece may be similarly adjusted.

page_text: The jamming of the shifting parts of the rail may be obviated, as shewn at j³,
Figure 17, in the same manner as shown and described in connection with the
bearing plates or wing rails, thereby ensuring safety for the passage of the wheels
in either direction over the main line or crossing.
In the automatic arrangement connected with the said shifting picce e, and
illustrated in Figures 5, 6, 7, and 8, I joint or pivot the latter at one end c¹ to the
crossing or side rail, and connect its free or shifting end e2 by a bar or link e3
below the rails to a pivotted bar or lever et on the outside of the main line rail d
near the end of the said taper railf. The said shifting piece and pivotted bar e¹ are
both formed with a flange or lip arranged to overlap the main and side rails at the
part of the line where they meet and cross each other, or are otherwise so arranged
as to ensure their acting properly to adjust the said shifting piece when the wheels
pass over the rails, that is to say, if the shifting piece e is set clear of the main rail
the pivotted bar e will lie in a position to be acted upon by a wheel running on the
side line, while if the said pivotted bar c is clear of the side line the shifting piece c
will be in a position to be actuated by the wheel of a train passing over the main
line.
If desired this automatic apparatus may be connected by a bell-crank lever and
rod, or by other suitable means, with a switch or signal, or both. I may use
instead of the above any suitable arrangement of levers or arms, which project into
the path of the wheels passing over the rails in a suitable manner to set or adjust
the shifting piece automatically and in combination with a shifting rail or piece
operated automatically or by the wheels of a passing train, and connected with a
switch. I may employ springs c*, as shewn in Figures 3a, 4a, 13 and 14, and
which may be employed in connection with any of the herein-described shifting
pieces sufficiently strong to keep the parts in their proper relation when operated
or adjusted by the switch; but which springs will yield sufficiently to permit the
automatic action of the shifting rail or piece independently of the switch. It will
be seen that by allowing or providing for the independent action of the aforesaid
shifting piece or pieces at crossings, though the said piece or pieces may be con-
nected with the switch lever, and to all intents and purposes may be positively
operated thereby to open or close a crossing, or both; if such lever should fail from
any cause to adjust the shifting piece, or such lever even adjusts or admits of
adjustment of the shifting piece or pieces at the crossing, it will in no way affect or
prevent the safe passage of the wheels, as must be the case where the shifting parts
offer positive obstruction to passing wheels.
This arrangement affords a positive safeguard against accident even with a facing
point at crossing as will be seen by reference to Figure 3a, for with any efficient
means for effecting the positive automatic action of the shifting parts by a passing
train safe transit is ensured. This result may be obtained with any form of
crossing that may be operated by a passing train either to or from the main line or
crossing; but may employ the arrangement of apparatus illustrated in Figures 9,
10, 11, and 12, that is to say, a shifting piece or rail e without the automatic
apparatus, and which is inclined or has one end elevated at the crossing, as shewn
in Figure 11, which is a longitudinal section on the line x, x¹, Figure 9. This
elevated end is arranged in combination with a fixed or permanent main line rail d,
so that the wheels will engage with or enter upon the said inclined shifting piece e
at its low or unelevated end e, which is level or about level with the main line
rail; this shifting piece e is arranged on the inner side of the main rail d, and forms,
when closed or pressed against the same a continuation of the fixed or permanent
siding rail f, which is level with or of the same height as the main line rail, and
meets the other side of the said main line rail. And in this arrangement, as in that
last above specified, the wheels in crossing pass over or above and clear of the main
line rail instead of through an opening or space formed in the same. Therefore the
main line rails are left solid or undivided at the crossings, and the inconvenience
and dangerous or injurious effects of the ordinary construction of these parts of a

page_text: railway are entirely obviated, and a continuous bearing is secured for the tread of
the wheels, both on the main and crossing lines.
If this shifting piece is adjusted from the main line, that is to say, if it is with-
drawn from the meeting rail of the side or crossing line the wheels will be safely
transferred across the main line without adjusting the shifting piece and without
running upon the flange of the wheels if the tread of the wheels should overlap and
engage with the said shifting piece.
In some instances a piece, either moveable or stationary, may be so located as to
engage with the flange of the wheels in case the said piece is shifted from the
crossing line, as the said piece would engage with the flange only when not properly
adjusted; but if such shifting piece is properly adjusted, automatically or other-
wise, a continuous bearing for the tread of the wheels is ensured. The said shifting
piece may be a spring rail, or the butt or axis ends may be protected by plates,
rails, or fillings, as herein described; and I may use any device for operating the
shifting piece automatically or by hand, or a combination of such device or devices
to prevent jamming, or to ensure safety as with any other shifting piece or pieces
at a crossing.
In connection with the above-described crossing wherein the surface of the
shifting piece is at a higher level than the main line rails, I use devices whereby
I guard against change or variation of the relative heights of the said surfaces.
These devices are shewn in Figures 7, 9, and 12; Figure 12 being a cross section
on the line y¹, y¹, Figure 9. For this purpose I secure the fixed rails d in a chair
or rest h, which has a suitable surface whereon the shifting piece e is supported and
works freely while being adjusted.
In connection with the aforesaid inclined and elevated shifting piece, I also
provide a guard rail i adjacent to the outer rail of the side line, and opposite or
nearly opposite the said shifting piece, as shewn in Figures 5, 6, 9, and 10. The
purpose of this guard rail is to afford greater safety to the trains at the time when
the wheels are running over the crossing.
Another part of my Invention which is shewn in Figures 13 and 14 relates to
the provision of continuous bearing surfaces for the wheels at the opening joints of
shifting rails, or pieces, or switches, at the crossing by the employment of plates or
filling pieces j; I form the jointed end of the shifting piece e or switch with
an increased width near the joint, and with a part j¹ that extends behind the joint
and forms the extra bearing surface. With this construction when the shifting rail
piece or switch e is adjusted to either of its positions, and a gap or space is left
between the end of the same and the fixed rail d or side line railf to which it is
jointed, the said plates or filling pieces ; or j' maintain the continuity of the
bearing surface, so that practically there will be a continuous rail throughout the
crossing. And at the free or opening end of the shifting rails or pieces e or
the switches, I provide surfaces to form a continuous bearing surface for the wheels
in either position of the said shifting pieces or switches. For this purpose I use
plates which support and maintain the bearing surfaces, and which are arranged
at the sides of the rail, as shewn in transverse section in Figures 14ª and 14b.
When the shifting piece or switch e is adjusted to either side or in line with
either the main line or the siding rail, it will be in close contact with the bearing
plate on that side, and consequently the said plate will complete and maintain
the continuity of the bearing surface, and will prevent the existence of a gap or
opening at the crossing; I may render the said shifting piece positively automatic
by the means shewn in Figures 3 and 4ª with suitable connections to switch lever
while it is under the control of the pointsman, as in connection with other shifting
pieces at crossings with yielding connections between the shifting parts at the
crossings. And a lever or shifting piece may be rigidly connected to the lever so
as to operate positively and simultaneously with the switch as may be desired.
It will be seen that the plates, rails, or fillings j2 at the head of the shifting piece
e.may be fromed as shewn in Figures 13b and 13, to allow a sufficient space or.

page_text: recess to avoid partly or entirely the impairment in width of the shifting pieces,,
thus ensuring increased strength, durability, and bearing surface to the same..
In Figures 5 and 13 and also in Figures 5° and 13ª, which are sections on the lines
x2, x and y, y, Figures 5 and 13, I have shewn a device which I adopt for sup-
porting the shifting piece e at its butt end, and preventing any improper lateral or
vertical movement, or deviation of the same. For this purpose I employ plates,
bars, or castings j*, which overlap the fixed rails and afford a firm support to the.
shifting rail or pieces at this point.
In combination with bearing or filling pieces, plates, or wedges employed to
furnish a continuous or unbroken bearing surface at points of crossings where open,
spaces would otherwise be left, my Invention comprises the use of springs or weights
e*, as shewn in Figures 3 and 4ª, or yielding connections as shewn at jo, Figures
and 17; these devices allow or compel the said pieces or plates to remain in their
working position under ordinary circumstances but permit the same to recede in
case of obstructions. Such receding pieces or the shifting parts which make
the
crossing may be connected with a signal cord or rod that may indicate any obstruc-
tion, immovability, or non-shifting of the parts.
up
The contrivance for this purpose, shewn in Figures 3 and 4º, consists of plates 2.
pivotted to fixed bearings at j³, and held at their opposite ends by a bolt 1 passing
through them. Outside of these plates and between the same and the bolt head
and nut I place india-rubber or other springs e*, or equivalent devices which allow
the said plates to yield in case of obstruction. Or I may use plates of such a length
as to be sufficiently elastic in themselves for the above purpose.
In the apparatus shewn in Figure 15 the same object is accomplished by the use
of a spring or elastic cushion j³ outside of the lapping rail of the said track, this
spring allows the said rail to yield in case of obstructions between it and the rail e,
as above described.
Figure 15 also shews the said shifting rail e in combination with a taper rail e!,
which may be connected and operated simultaneously with the rail e, and I provide
a guard rail e adjacent to the said taper rail. This guard rail may be either
stationary, as shown in Figures 9 and 10, or moveable, as in Figure 15, and the said
taper rail e¹ may be stationary as shewn in Figures 9 and 10, or movable as shewn
in Figure 15.
It will be seen that at the head of the shifting piece a recess is created to ensure
either solid continuity of bearing surface for the wheels, or to give additional size
or strength to the switch rail as shewn at d*, Figures 9, 9b, 9c, 10, 15, and to the
shifting switch rail like the shifting piece at crossings. To prevent the flange of
the wheels striking and riding the wall of such recess, or if such recess shall be so
formed as to allow of the projecting of the shifting piece or switch, I provide in
combination therewith a guard rail or rails e². This guard rail e² may be a valuable
adjunct to devices for operating said shifting piece automatically when the said
shifting parts may be properly connected as to allow of such adjustment as
shewn in Figure 15.
A switch so constructed as to allow of such automatic action must ensure safety,
and will be found for all practical purposes of safety, strength, and durability as
firmly locked as one without such automatic connection; and by using a signal
cord, rod, or any other suitable device connected to the switch rail, independently
of such automatic connections or shifting and locking mechanism, the exact position
of such switch at any given point desired will be indicated; and with a shifting
piece at the crossing, which may operate independently of such switch for all prac-
tical purposes, all the shifting parts will be under the control and direction of the
switch or signal inan, and as securely locked or retained in the positions desired as
other switches without such automatic apparatus.
Another very important feature of my Invention is the connection of either of
the aforesaid shifting or adjusting parts or pieces with any suitable switch that,
transfers or shunts the train from the main line to the side line, or with a signal
apparatus, or with both a switch and signal apparatus, for the purpose of simul

page_text: taneously operating the same, as illustrated in Figures 9 and 10, that is to say, in
cases where the crossings are provided with the shifting wing rail of a point or
crossing, or with the shifting rails or pieces whose surface is elevated above the
main line rails, or with a shifting rail or piece which makes a square or butt joint
with the fixed rail, either of which ensures a continuous bearing surface for the
wheels, as above described. I connect the same with the switch, or with the signal
apparatus, or with both. The connection of these parts may be effected by the aid
of any suitable rods, levers, or the like; and I may or may not use in combi-
nation with this part of my Invention either of the improved locking devices herein
described.
According to another part of my Invention, illustrated in Figures 13 and 14, I
construct a switch by making the parts d¹ of the main line rails & shiftable or
moveable. These rails are formed with square or butt ends, and I provide the
joints with wedges, plates, or filling pieces that adjust or shift with the said main
line rails, and thereby bridge over the open space or gap, and thus form a con-
tinuous bearing for the wheels at the otherwise open or disconnected parts. I prefer
to employ for this purpose two wedge-shaped pieces e, connected to the extremities
of an arm or bar e³. The said wedge pieces are controlled and guided by inclined
or cam surfaces k, which may be arranged in any suitable position to operate or lock
the rails.
I also employ in some instances the contrivance shewn in Figures 5 and 6, that
is to say, a shifting double rail or piece l, having its axis at the butt end, where
the existence of an open space may be obviated as in other shifting pieces, as shewn
at j*. These parts are so arranged that by the adjustment of the piece l either its
main line rail or its side rail can be made to meet the fixed or permanent main line
rail.
In combination with this double rail I use a sliding filling piece or plate e³,
arranged to slide upon a suitable surface and enter between the two parts of the
said double rail. This sliding plate and a plate e fixed on the side line rail form
and maintain a continuous bearing surface for the wheels at the joints, as above
described.
Figures 6 and 6b are transverse sections illustrating various forms of this
wedge e8.
On the opposite side of the guage of which this double rail forms a part I
provide a side rail l, as shewn in Figure 16, which may be moveable simultaneously
with the said double rail l, that is to say, the action of this apparatus may be similar
to that of the apparatus shewn in Figures 9, 10, 15.
Another part of my Invention relates to the employment or application of
inclined, bevelled, or cam surfaces for adjusting and locking the shifting rails or
pieces on railway crossings, but to this I make no separate claim.
These inclined or cam surfaces may be varied in their form and arrangement.
For instance I may adopt the arrangement shewn in Figures 1, 2, 3, 4, 5, 6, 9, 10,
13, 14, and 16, that is to say, may form on the end of a longitudinally sliding
bar or rod n a double-surfaced, inclined, or cam-shaped end n¹, which is fitted to slide
through fixed bearings n² that prevent any lateral deviation of the said bar. The
connecting bar or rod c extends from the shifting rail e to this cam-shaped piece,
and is provided with a groove, slot, or aperture at c¹, which fits the said inclined or
cam surfaces at n¹. The latter are so formed and arranged that when the said
sliding rod or bar n is moved in one direction the shifting piece e will through the
medium of the bar c be set to close the main line, and when the said rod or bar is
moved in the opposite direction it will set the said shifting piece e to close the
siding.
A weighted arm or lever may be connected to such locking devices to always
aid in holding or tightening the shifting parts in their adjusted positions, or to act
as an automatic compensator against variation in the length or looseness of the rod
connected to and operating the shifting parts, or to the lever if the locking walls or
surfaces are of greater length than is necessary for the locking. Such construction
will prevent (in proportion to the excess of length in the bolting walls) any devia-

page_text: tion in the connecting parts caused by expansion or contraction, or ordinary wearing
or loosening.
If the locking walls or surfaces be slightly inclined the weight will not only tend
to retain but will also wedge the shifting parts in the direction of the last
adjustment.
I may operate and lock the shifting parts as shewn in Figures 17, 18, and 19,
that is to say, by the aid of cams, or crauks, or crank discs mounted on rotating
shafts q and connected by rods or arms o to the shifting pieces e in such a manner
that by turning the said shafts in either direction the required movement or adjust-
ment of the shifting rails or pieces may be effected.
In the arrangement illustrated in these last-named Figures the connecting rod or
bar o has a slotted head o¹; at one end of this slot is a small recess o². The crank
pin projects into the slot, and when caught in the said recess, as shewn in
Figure 19, the shifting piece will be locked to one line, and when the parts are in
the position shewn in Figure 18 the shifting piece will be locked to the other line.
In Figures 15ª, 15b, 15c, 15d, I have shewn a modification of the above-described
apparatus, in which q³ is a cam or cam-shaped rod or bar fixed in the end of the
rotating shaft q and working through a hole, slot, or groove in the end of the rod
or bar o. By turning or rotating the said shaft q the bar 22 will act like a cam on
the rod o, and the adjustment and locking of the piece e will be effected as above
described.
These rotating shafts q may be made in two lengths or parts, as shewn in Figures
15 and 15d, united by fitting the end of one part q³ into a socket in the other
part q, and forming in the said socket a longitudinal groove or slot to receive a
tongue or feather on the part q3³. This device gives to the said rotating shaft the
capability of automatic compensation for expansion or contraction, so that its
length between its ends or connecting points will not be varied by changes of
temperature.
Instead of the said socket and tongue and groove I may employ any other
suitable connections which will allow the sections or parts of the said rod to move
upon or in each other to compensate for their expansion and contraction.
It is an important feature of this part of my Invention when used in combination
with my improved switches and crossings that the above-described operating devices
not only effect the adjustment and locking or securing of the aforesaid shifting
pieces or parts c, but also measure or limit the extent of their movement, so that
their adjustment into either position is effected with unfailing accuracy.
It will also be observed that in Figures 1, 5, 9, and 13 of the accompanying
Drawings, I have shewn the shifting rails or pieces and switches set to close or
connect the main line, while in Figures 2, 6, 10, and 14 the said shifting pieces or
switches are shewn set to close or connect the siding rails.
The said Invention comprises the combination of the herein-described improve-
ments in shifting rails or pieces, and adjusting, holding, and locking devices, with
any signal apparatus whereby the shifting rails or pieces and the signal may be
adjusted and locked simultaneously or separately, and so interlocked as to neces-
sitate the parts being in their proper relative positions.
Figure 20 is a plan of a modification of part of the apparatus shewn in Figure 13,
and Figure 21 is a transverse section on the line ³, ³, Figure 20; Figure 22 shews
a modification of the same.
The object of this part of my Invention is to avoid the necessity of cutting away
the rails at a crossing to allow the movable or shifting rail to be brought close to
the fixed rail.
In Figure 23 I have shown a plan of an ordinary junction, in which some of
my improved switches and crossings herein-before described are embodied, and in
Figure 24 I have shown in horizontal section a suitable arrangement of interlocking
apparatus to be used in combination with such crossings and switches. I wish it
understood, however, that I do not confine myself to the interlocking apparatus
herein shown, as I may use any other interlocking apparatus in combination with

page_text: such crossings, switches, and signals to secure the proper relative working of the
same in such manner as to prevent the giving of a false signal, that is to say, a
signal that indicates incorrectly the position of the said switch or crossing. These
improved crossings or switches may be used in any locality in line of road, and in
combination with necessary signals and suitable mechanism as may be desired will
render impossible the giving of conflicting signals or the adjustment of crossings
and switches contrary to their proper positions relatively to each other and to the
position of the signals.
In order to explain the operation of this interlocking apparatus, I will suppose
that it is desired to set the signal for an up branch train to pass from the up branch
line to the up main linc.
In Figure 24 it will be seen that the home branch signal lever 2 cannot be drawn
over to set the signal in the proper position for the reason that the pivotted bar 11
cannot recede from the path of the movement of such lever, as it is held in that
position by the bar 12 to which it is connected. This bar 12 cannot move until
the point lever 3 is fully drawn over, when the notch 13 in such bar 12 will permit
the movement of the bar 12 on its pivot, and this bar 12 being connected with the
bar 11 it will then permit the movement of the signal lever 2, which in being
drawn over will force the notch 13 in the bar 12 in front of the lever 3, and will
thus lock the points until the lever 2 has been returned to give a conflicting signal.
The up points lever 3 and up branch signal lever 2 must not however be moved
before the down point lever 8 has been moved to prevent the passage of a train
along the down main line and its crossing the up branch line, and the lever 1 has
been moved to set the crossings in the proper position for the train to pass over the
down main line to the up main line; therefore I connect the bar 14 pivoted on the
side of the lever 3 opposite the bar 12 to the lever 15 pivoted on one side of the
crossing lever 1. This bar 15 cannot move on its pivot until the lever 1 has been
drawn over to set the crossings in proper position for the passage of the up branch
train, the point lever 3 can then be drawn over. As the lever 3 is drawn over it
moves along the inclined face of the bar 14, pressing the latter out of the path of
its movement, and this bar 14 being connected to the bar 15 draws the notch 16 in
front of the crossing lever 1, and thus locks the same.
For the purpose of preventing the movement of the crossing lever 1 previous to
drawing over the down point lever 8 I connect the bar 17 (pivoted on one side of
the lever 8) with the bar 18 pivoted on one side of the lever 1 by means of the
rod 19. In the act of pulling over the lever 8 it moves along the face of the
bar 17, and causes the latter to recede, and the bar 18 being connected with the
said bar 17 is drawn back out of the path of movement of the lever 1.
From the foregoing description it will be seen that to permit the signal lever 2
to be set to allow the passage of a train from the up branch line to the up main
line it will be necessary to first move the down point lever 8. When this lever is
fully drawn over it unlocks the crossing lever 1, which can then be drawn over.
The crossing lever having been drawn over and the lever being opposite the
notch 16 in the bar 15 the point lever 3 may now be drawn over. In the act of
drawing over this lever 3 it forces back the bar 14, which being connected with
the bar 15 draws the latter in front of the lever 1, and thus locks the same. When
the lever 3 is drawn over it also releases the bars 11 and 12, which then permit
the movement of the home up branch signal lever 2. The latter in moving over
forces the bar 12 in front of the lever 3, and thus locks the said lever. It will
therefore be seen that each lever moved over locks the lever last moved, and that
all of the levers must be returned to their closed position in the reverse order to
that in which they were moved over to their open position.
It is further necessary that the up main, home, and distant signals should be
locked in their closed position when the crossing lever is moved. For this purpose
I pivot beneath the bar 18 a bar 20, provided with an inclined face against which
the lever 1 acts to force it back out of the path of the said lever's movement. This
bar 20 is connected by a rod 21 to the bar 22, pivoted on one side of the lever 4.

page_text: a rod 24.
The bar 22 is in turn connected to the bar 23, pivoted on one side of the lever 5 by
When therefore the lever 1 is moved, it immediately forces back the
bar 20, which being connected to the bars 22 and 23, forces them into such a position
as to prevent the movement of the levers 4 and 5, and the levers 4 and 5 are thereby
locked.
In a similar manner it will be seen that the movement of the lever 4 will hold
the bar 20 in such a position as to prevent the movement of the lever 1, and conse-
quently the movement of the levers 2 and 3.
In order to effect the locking of the down main signal levers 9 and 10 when the
lever 8 is drawn over, I connect the pivoted bar 25 with the bar 17, and the bar 26
is connected to the bar 25, so that when the bar 17 is caused to recede by the lever
8, the said bar forces the aforesaid bars 25 and 26 into the path of movement of
the levers 9 and 10, and thus effectually prevents their movement except at the
proper time.
In order to allow the movement of the down branch signal levers 6 and 7 when
the lever 8 has been pulled over. I connect the pivoted bar 27 on one side of the
lever 8 with the pivoted bar 28, and the latter is connected with the pivoted bar
29. When the lever 8 is drawn over the levers 6 and 7 may be moved as the notch
in the bar 27 permits the bars 28 and 29 to be forced out of the path of movement
of the said levers. The backward motion of the bars 28 and 29 also forces the
bar 27 in front of the lever 8, so as to "back lock' the same.
From the above description and by reference to the Drawings, it will be seen that
the down main signal levers 9 and 10 and the up main signal levers 4 and 5 are
always in a position to be freely moved over when all the other levers are in their
closed position. The down main levers 9 and 10 when drawn over prevent any
movement of the levers 8, 1, 3, 2, 7, and 6, and the up main levers 4 and 5 when
drawn over prevent any movement of the levers 1, 3, and 2, and vice versa.
It will be seen by referring to Figure 23 that the crossings to be operated by the
lever 1 are similar in. construction to those shewn in Figures 1 and 2, or in
Figures 3 and 4, or the said lever may be arranged in connection with the crossings
shown in Figure 25, which are similar in construction to that shewn at e, Figure 5,
9, or 9a
The crossing operated by the lever 3 is similar to that shewn in Figure 13, and
the switch similar to that shewn in Figure 9. The crossing to be operated by the
lever 8 corresponds. with that shewn in Figure 9, and the switch corresponds with
that shewn in Figure 5.
I combine with the herein-before described crossings and switches, or with locking
and interlocking mechanism, a suitable shifting piece or pieces, which will act as a
locking bar and prevent the movement by the switchman or signalman of the said
crossings and switches during the passage of a train over such parts, and may be
connected directly with such shifting switch rail or rails, or to some moveable part,
which must be adjusted to allow of the movement of such switch rails.
In Figure 26 I have shewn a device for preventing the movement of the switch
rail during the passage of a train, and which is arranged in connection with the
switch, constructed similar to that shown in Figure 5. In this arrangement I
have shewn a rail 12, to which is secured a guard rail 13, arranged opposite the said
switch rail and pivoted at 14. This rail is adjustable to either the main or side
line rail, and is so arranged that its end, which meets either of the said rails, is.
opposite or nearly opposite the pivotted end of the double rail l. It will thus be seen
that when the flanges of the wheels of a train passing in the direction of the arrow
enter between the rail and guard rail 13, they will effectually prevent any move-
ment of the double rail, and when a train is passing in the opposite direction the
movement of the rail 2 will by prevented.
Having thus fully described my said Invention, and the manner of performing
the same, I wish it understood that I claim,-
First. The wing rail or rails of a frog or V piece, adjustable either to or from the

page_text: main or side line or both, as desired, with. connections to the lever or shifting rail
or rails employed to transfer the vehicles from the main line to the side or crossing
line, as above set forth, and for the purpose specified with reference to Figures 1, 2,
3, and 4 of the accompanying Drawings.
Second. A shifting piece operative inside the guage of the main line for forming
solid continuity with either the main line or side line at the crossing with plates,
rails, or fillings to afford bearings for the wheels at the otherwise open joints, either
at the head or butt, or both, of the shifting piece, and with the communicating
connection or connections to the switch lever, which may operate the shifting piece
to complete the main or side line, or both, or to lock the same, as and for the
purposes set forth with reference to Figures 13 and 14 of the accompanying
Drawings.
Third. Securing the taper inner rail of the side line, as shewn in Figures 7 and 8
of the accompanying Drawings, adjacent to the immoveable rail to be crossed, and
securing a continuous bearing for the tread of the wheels on the crossing line at the
crossing, as and for the purposes set forth.
Fourth. A shifting piece connected to the lever to form the crossing of a per-
manent or immoveable rail, and with its end adjacent to the inner rail of the side
line at the same height as the main line rail, so as to engage the tread of the wheel
and secure continuous bearing for the same in crossing the main line, and by the
necessary incline or elevation carrying the flange of the wheels over the immovable
rail, as above set forth, with reference to Figures 9, 10, 11, and 12 of the accom-
panying Drawings.
Fifth. The employment of plates or fillings at the butt end of the curved shifting
pieces where they form butt joints or solid continuity with the meeting rail, as above
set forth, with reference to the accompanying Drawings.
Sixth. A guard bar or lever arranged adjacent to the inner rail of the siding so
as to allow space for the flange of the wheel to pass, and connected to a shifting
piece which affords the crossing of the immovable rail in combination with the
guard rail adjacent to the outer rail of siding or crossing line for the purposes set
forth, as herein described, and shewn in the accompanying Drawings in Figure 17
and in other Figures.
Seventh. The double rail, that is to say, the main and side line rails, joined and
shifted as one piece to meet main line rail, with plates, rails, or fillings to afford
bearings for wheels either on main or side line, or both, at the otherwise open joint
or joints, or to wedge and hold the same, as and for the purposes set forth, with
reference to Figures 5 and 6 and other Figures of the accompanying Drawings.
Eighth. A movable or stationary taper or pointed piece in combination with a
guard rail and a single or double shifting rail operative inside the guage of the
main line, which forms solid continuity with the end of the rail to which it may
be shifted, with plates, rails, or fillings to afford bearings for the wheels at the
otherwise open joint, as and for the purposes set forth, with reference to Figures 5
and 6 and other Figures of the accompanying Drawings.
Ninth. Connecting or combining with the shifting parts of crossings, such as are
herein described with reference to the accompanying Drawings, at the point where
the crossing line extends on both sides of the rail to be crossed adjusting, holding,
and locking mechanism to secure the proper relative working of such shifting parts,
or in connection with a switch or signal interlocked thereby or interlocking there-
with, that is to say, with such parts so connected or interlocked that they must
occupy their proper relative positions, thereby preventing the giving of conflicting
signals or signalling contrary to the position of such shifting parts at the crossing,
as above set forth.
In witness whereof, I, the said Joseph Stokes Williams, have hereunto set my
hand and seal, this Twenty-fifth day of March, in the year of our Lord One
thousand eight hundred and seventy-nine.

page_text: I hereby grant my fiat, giving leave to the above-named Joseph Stokes Williams
to file in the Great Seal Patent Office, with the Specification to which the same
relates, the above-written Disclaimer and Memorandum of Alteration.
HARDINGE Giffard.
Temple, April 21st, 1879.

page_text: LETTERS PATENT to Joseph Stokes Williams, of Riverton, New Jersey, United
States of America, now of 8, Southampton Buildings London, for the Invention
of "IMPROVEMENTS IN RAILWAY CROSSINGS AND SWITCHES, AND IN APPARATUS
TO BE USED IN CONNECTION THEREWITH."
Sealed the 27th October 1877, and dated the 27th August 1877.
PROVISIONAL SPECIFICATION left by the said Joseph Stokes Williams at.
the Office of the Commissioners of Patents on the 27th August 1877.
"
JOSEPH STOKES WILLIAMS, of Riverton, New Jersey, United States of America,
now of 8, Southampton Buildings, London. IMPROVEMENTS IN RAILWAY CROSSINGS
AND SWITCHES, AND IN APPARATUS TO BE USED IN CONNECTION THEREWITH."
My Invention relates to railway crossings, and comprises various improvements
in rails, switches, locking devices, and other apparatus herein-after described.
The said Invention is chiefly designed to provide crossings which afford a
continuous bearing surface for the wheels passing over them. This result has
heretofore been unattainable with switches or shifting pieces, formed with square or
butt ends, and which make a square joint with the fixed rails. But, according to
my Invention, I accomplish this result in a very efficient and satisfactory manner,
as will be understood by the following description.
According to one part of the said Invention I provide a moveable or adjustable
wing rail or a pair of such wing rails in combination with the frog piece or V piece
of the crossing, and which is so connected with a switch that it may be operated
simultaneously therewith. For this purpose the said wing rails are connected to a
transverse sliding bar which passes across the line, and is supported to slide freely
under the fixed rails..
In the ordinary arrangement of these rails and V pieces both are immoveable, and
the opening or break in the continuity of the main line rail made therein for the
crossing is not filled up or bridged over in any way, consequently wheels running
over the main line have to pass over a gap or space at this point, which is very
injurious to the rolling stock and is a continuous cause of danger to the traffic. But
1031

page_text: by means of the adjustable wing rail or rails, mounted on the said sliding bar, the
said opening, space, or gap may be closed and kept closed for traffic on the main
line, and will only be open at the time the switch is set to open the crossing or
side line.
The connection of the said sliding bar with the switch may be made by means of
ordinary bell-crank levers and a connecting rod, or I may employ for this purpose
either of the improved locking and adjusting devices herein-after described.
Another part of this Invention relates to a crossing in which the main line rails
are immovable, and the crossing is effected by means of a single shifting or adjusting
rail or piece, which is operated either automatically or otherwise to close or complete
the crossing or side line.
This part of my Invention also comprises the employment of a taper inner rail of
the crossing or side line, which taper rail is secured upon or adjacent to the
permanent rail of the main line, and by its junction with the aforesaid shifting
piece closes or completes the cross or side line. And this taper rail and shifting
piece are elevated above the main line rail, so that the crossing is effected by letting
the wheels run upon the said elevated rails, and above the main rails, instead of
forming an opening or space across the latter for the passage of the wheels in
crossing, while the uniformity of level of the main line is not changed.
In the automatic arrangement connected with the said shifting piece, I joint or
pivot the latter at one end to the crossing or side rail, and connect its free or
shifting end by a bar or link below the rails to a pivotted bar or lever on the
outside of the main line rail, near the end of the said taper rail The said shifting
piece and pivotted bar are both formed with a flange or lip, arranged to overlap
the main and side rails at the part of the line where they meet and cross each other,
or are otherwise so arranged as to ensure their acting properly to adjust the said
shifting piece when the wheels pass over the rails; that is to say, if the shifting
piece is set clear of the rail, the pivotted bar will lie in a position to be acted upon
by a wheel running on the side line; while, if the said pivotted bar is clear of the
line, the shifting piece will be in a position to be actuated by the wheel of a train
passing over the main line.
If desired, this automatic apparatus may be connected by a bell-crank lever and
rod, or by other suitable means with a switch. I may use instead of the above any
suitable arrangement of levers or arms which project into the path of the wheels
passing over the rails in a suitable manner to set or adjust the shifting piece
automatically. And in combination with a shifting rail or piece operated automati-
cally or by the wheels of a passing train, and connected with a switch, I may employ
springs sufficiently strong to keep the parts in their proper relation when operated
or adjusted by the switch, but which springs will yield sufficiently to permit the
automatic action of the shifting rail or piece independently of the switch. But I
may employ a shifting piece or rail without the automatic apparatus, and which is
inclined or has one end elevated at the crossing, in combination with a fixed or
permanent main line rail, so that the wheels will engage with or run upon the said
inclined shifting piece at its low or unelevated end, which is level or about level
with the main line rail. This shifting piece is arranged on the inner side of the
main rail, and forms, when closed or pressed against the same, a continuation of the
fixed or permanent crossing or side rail, which meets the other side of the said main
line rail. And in this arrangement, as in that last, above specified, the wheels in
crossing pass over or above, and clear of the main line rail, instead of through an
opening or space formed in the same. Therefore the main line rails are left solid or
undivided at the crossings, and the inconvenience and injurious effects of the
ordinary construction of these parts of a railway are entirely obviated.
In connection with the above-described crossings, in which the surface of the
shifting piece is at a higher level than the main line rails, I guard against change
in the relative heights of the said surfaces by securing the fixed rails in a chair or
rest, which has a flat surface, whereon the end of the shifting piece is supported and
works freely while being adjusted.

page_text: In connection with the aforesaid inclined and elevated shifting piece I also
provide a guard rail adjacent to the outer rail of the side line, and opposite, or
nearly opposite, the said shifting piece. The object of this guard rail is to afford
greater safety to the trains at the time when the wheels are running over the
crossing.
-
Another part of my Invention relates to the provision of continuous bearing
surfaces for the wheels at the opening joints of shifting rails or pieces, or switches,
by the employment of plates or filling pieces placed at the side or sides of the joint.
Or I form the jointed end of the shifting piece or switch with an increased width
near the joint, and with a part that extends behind the joint and forms the extra
bearing surface; with this construction, when the shifting rail or piece or switch
is adjusted in either of its positions, and a gap or space is left between the end of
the same and the fixed rail to which it is jointed, the said plates or filling pieces
maintain the continuity of the bearing surface, so that practically there will be a
continuous rail throughout the crossing. And at the free or opening end of the
shifting rails or pieces or the switches I provide extra bearing surfaces to form a
continuous bearing surface for the wheels, in either position of the said shifting
pieces or switches, by the use of plates arranged at the sides of the rail with their
upper or bearing surfaces level with the bearing surfaces of the rails.
When the shifting piece or switch is adjusted to either side, or in line with either
the main or the siding rail, it will be in close contact with the bearing plate on
that side, and consequently the said plate will complete and maintain the continuity of
the bearing surface and will prevent the existence of a gap or opening at the crossing.
In combination with bearing or filling pieces, plates or wedges employed to furnish
a continuous or unbroken bearing surface at points of crossings where open spaces
would otherwise be left, my Invention comprises the use of springs or weights
which allow or compel the said pieces or plates to remain in their working position
under ordinary circumstances, but which allow the same to recede in case of
obstructions.
Another very important feature of my Invention is the connection of either of
the aforesaid shifting or adjusting parts or pieces with any suitable switch that
transfers or shunts the trains from the main line to the side lines, or with a signal
apparatus, or with both a switch and signal apparatus, for the purpose of
simultaneously operating the same; that is to say, in cases where the crossings
are provided with the shifting wing rail of a point or crossing; or with the
shifting rail or piece whose surface is elevated above the main line rails;
or with a shifting rail or piece which makes a square or butt joint with the fixed
rail, either of which ensures a continuous bearing surface for the wheels, as
above described; I connect the same with the switch or with the signal apparatus,
or with both. The connection of these parts may be effected by the aid of any
suitable rods, levers, or the like; and I may or I may not use in combination with
this part of my Invention either of the improved locking devices herein described.
According to another part of my Invention I construct a switch by making the
main line rails shiftable or movable; these rails are formed with square or butt
ends; and I provide the joints at these butt ends with wedges, or plates, or filling
pieces, which adjust or shift with 'the said main line. rails, and thereby bridge over
the open space or gap, and thus form a continuous bearing for the wheels at the
otherwise open or disconnected parts. I prefer to employ for this purpose two
wedge-shaped pieces, fixed on the extremities of an arm or bar, which may be pivotted
at its centre between the rails and extends outward under the same. The said
wedge pieces are controlled and guided by fixed inclined or cam surfaces arranged
at the sides of the rails.
I also employ in some instances a jointed shifting double rail or piece so arranged
that by its adjustment either the main line rail or the side rail can be made to meet
the fixed or permanent main line rail.
In combination with this double rail I use a sliding filling piece or plate, which
is arranged to slide upon a suitable surface, and enter between the two parts of the
',

page_text: said double rail, and this sliding plate, in combination with a plate fixed on the
said double rail, form and maintain a continuous bearing surface for the wheels at
the joint as above described. And on the opposite side of the gauge of which this
double rail forms a part I provide a side rail which may be moveable with the said
double rail.
Another part of my said Invention relates to the employment or application of
inclined bevelled or cam surfaces for adjusting and locking shifting rails or pieces
on railway crossings.
These inclined or cam surfaces may be varied in their form and arrangement.
For instance, I may form on the end of a longitudinally sliding bar or rod a double
surfaced inclined or cam-shaped end which is fitted to slide through fixed bearings
that prevent any lateral deviation of the said bar. A connecting bar or rod extends
from the shifting rail to this cam-shaped piece, and is provided with a groove, slot,
or aperture, which fits the said inclined or cam surfaces; the latter are so formed
and arranged that when the said sliding rod or bar is moved in one direction the
shifting piece will be set to close the main line; and when the said rod or bar is,
moved in the opposite direction it will set the said shifting piece to close the siding;
or I may use a plate with an inclined or cam groove, and arranged to slide longi-
tudinally in suitable bearings at the side of the rails in combination with a pin or
stud on the end of a rod or bar connected with the shifting rail or piece; or I may
have a fixed or stationary plate formed with an inclined or cam groove, and
arranged in combination with a connecting rod or arm, which is pivotted or jointed
to the shifting rail or piece, and to the longitudinal rod, and which has on its end
a pin or stud that projects into the groove of the said fixed plate; or I may form
on the said fixed plate an inclined or cam projection with double surfaces, or a fixed
inclined or cam-shaped bar in connection with a groove or slot in the rod or bar.
that extends from the shifting rail or piece. The form and position of this groove,
or cam projection, or bar, are such that the endwise movement of the said lon-
gitudinal rod will effect the adjustment of the shifting rail or piece as above
described.
Instead of using longitudinally sliding or moving inclined or cam surface, I may
carry this part of my Invention into effect by the aid of cams, or cranks, or crank
discs, mounted on rotating shafts, and connected by rods or arms to the shifting
pieces in such a manner that by turning the said shafts in either direction the
required movement or adjustment of the shifting rails or pieces may be effected.
These rotating shafts may be made in two lengths or parts united by fitting the
end of one into a socket in the other part, and forming in the said socket a longi-
tudinal groove or slot to receive a tongue or feather on the other part. This device
gives to the said rotating shaft the capability of automatic compensation for
expansion or contraction so that its length between its ends or connecting points
will not be varied by changes of temperature.
When the sliding rods are used the required adjustment of their length is effected
by screw connections, or by other suitable means.
It is an important feature of this part of my Invention that the above-described
sliding or rotating devices not only effect the adjustment and the locking or securing
of the said shifting pieces or parts, but also measure or limit the extent of their
movement so that their adjustment into either position is effected with unfailing
accuracy.
In some instances I provide the pins or projections which work upon or in the
inclines or cams with antifriction rollers to facilitate their movement.
And the said Invention comprises the combination of the said shifting rails or
pieces and adjusting and locking devices with any ordinary switch or signal
apparatus by means of the aforesaid sliding rods or rotating shafts, or other suitable
connections whereby the said shifting rail or piece, and the switch or the signal, or
both, may be adjusted and locked simultaneously. And for obtaining still greater
safety at the points or switches I may provide means for interlocking the same by
combining with the aforesaid adjusting and locking devices other locking devices

page_text: which will lock the said horizontal bars or other parts of the apparatus in any
position, such locking being either simultaneous with or subsequent to the adjust-
ment of the points or switches. I may use for this purpose inclined or cam surfaces
similar to those above described, or other suitable apparatus; and I may apply
the aforesaid inclined or cam surfaces and their adjuncts for locking any railway
switch or signal lever, and arrange the same in any desired or convenient manner;
and I connect such operating, and locking, and interlocking mechanism to an
adjustable piece or pieces which may be operated upon by a passing train. to keep
movable points or parts connected thereto from being shifted while the train is
passing.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed by
the said Joseph Stokes Williams in the Great Seal Patent Office on the 27th
February 1878.
JOSEPH STOKES WILLIAMS, of Riverton, New Jersey, United States of America,
now of 8, Southampton Buildings, London. "IMPROVEMENTS IN RAILWAY CROSSINGS
AND SWITCHES, AND IN APPARATUS TO BE USED IN CONNECTION THEREWITH."
My Invention relates to railway crossings, and comprises various improve-
ments in railway switches, locking devices, and other apparatus herein-after
described.
One very important object of the said Invention is to provide crossings which
afford a continuous bearing surface for the wheels passing over them, while giving to
the same increased strength, durability, and elasticity. This result has heretofore
been unattainable with switches or shifting pieces formed with square or butt ends,
and which make a square joint with the fixed rails. But according to my Invention
I accomplish this result in a very efficient and satisfactory manner, as will be under-
stood by the following description taken in connection with the accompanying
Drawings, which show plans and sections of various forms and modifications of my
said Invention.
.
In the accompanying Drawings, Figures 1, 2, 3, 3, 4, 4, 5, 6, 9, 10, 13, 14, 15,
16, and 17, are plans of portions of a railway, illustrating the application of my
improvements to the same.
The remaining Figures are sectional and other views for further illustrating the
said improvements or modifications of the same, as herein-after described.
Like letters indicate corresponding parts throughout the Drawings.
According to one part of the said Invention, which is illustrated in Figures 1 to 4,
I provide a movable or adjustable wing rail à, as in Figures 1 and 2, or a pair of
such wing rails, as shewn in Figures 3 and 4, in combination with the frog-piece
or V piece b of the crossing; the said wing rail or rails being so connected with a
switch or lever, that it or they may be operated simultaneously therewith. For
this purpose I connect the said wing rail or rails a to a transverse sliding
bar c, which passes across the line, and is arranged to slide freely under the
fixed rails.
In the ordinary arrangement of rails and V pieces both are immovable, and the
opening or break in the continuity of the main line rail made therein for the

page_text: crossing is not filled up or bridged over in any way, consequently wheels running
over the main line have to pass at this point over a gap or space, which is very
injurious to the rolling stock, and is a continual cause of danger. But by means
of the adjustable wing rail or rails a, mounted on the said sliding bar c, the said
gap or space may be closed and kept closed for traffic on the main line, and
will only be open at the time the switch is set to open the crossing or
side line.
11
To produce throughout the length of the adjusting wing rail or rails a, in
Figures 3 and 4, a continuous bearing for the wheels, I use a spring rail or spring
rails, such as that shewn in Figures 1 and 2, or I provide lapping plates, rails, or
fillings, as shewn at a*, Figures 3 and 4, at the butt or axis ends. Such lapping
plates or rails may be either stationary or moveable, and either attached to or form
a part of the shifting piece, or the fixed continuing or meeting rail; or the axis
may be in such lapping plates. If both wing rails are moveable, they may be con-
nected without being rigidly braced together, so that they will move freely on both
joints or axes to permit their required adjustment.
In some instances I employ between these two rails, as shewn at jo, Figure 3, a
yielding connection, that is to say, a connection of sufficient strength or rigidity to
ensure their moving together, except in case of obstruction between the V or
stationary piece, and either of the adjusting rails. By this device the jamming of
the shifting parts so as to cause accident, or prevent movement of its connected
lever or switch, or which would in any manner interfere with the passage of the
wheels, is entirely obviated. And if the shifting rail or rails a should be improperly
adjusted by the lever a suitable yielding connection, as shewn at c*, Figures 13
and 3ª, will ensure the shifting part assuming the position for the passage of the
wheels.
The connection of the said moveable wing rail or rails with the switch may be
made by means of ordinary bell-crank levers and a connecting rod or a cord or
cords, or any suitable flexible connection; or I may employ for this purpose any
of the improved locking and adjusting devices herein after described.
If desirable, I so connect a cord, wire, or chain, with the shifting piece of the
crossing, that when the said cord, wire, or chain is pulled, it will set the said
shifting piece to close the main line, and will hold it in that position while kept
tight. But when the said cord or chain is slackened, it does not set the shifting
piece to close the siding, but leaves the said shifting piece free to be set to the
siding automatically, or by the wheels of a passing train; or the said shifting piece
may be so adjusted to either line. Or I may combine with this apparatus a weight
or spring to assist the setting of the shifting piece to either line. This arrangement
may be used with any shifting piece at a crossing, and the cord, wire, or chain
for carrying the same into effect is shewn at a¹, in Figures 3, 4, 3ª, and 4ª.
Another part of this Invention, which is illustrated in Figures 5, 7, and 8,
relates to a crossing wherein the main line rails d are immovable, and the crossing
is formed by a single shifting or adjusting rail or piece e, operated either automati-
cally or otherwise to close or complete the crossing or side line, or away from or
clear of the main line.
This part of my Invention also comprises the employment of a taper inner rail f
of the crossing or side line, which taper rail f is secured on or adjacent to the per-
manent rail of the main line, and with the aforesaid shifting piece e completes the
cross or side line. And this taper rail f and shifting piece e, are elevated above
the main line rail d, as shewn in Figures 7 and 8, Figure 7 being a transverse
section on the line a, x; and Figure 8, a longitudinal section on the line y, y, of
Figure 5.
The result of this arrangement is that at the crossing the wheels run upon the
said elevated rails, and above the main line rails, that is to say, instead of forming
an opening or space across the latter for the passage of the flange of the wheels at
the crossing the flange passes over and clear of the main line rails, and the uniformity
of level of the main line is unchanged.

page_text: The shifting piece e affords the means for crossing a permanent main line rail,
and also ensures a continuous bearing surface for the tread of the wheels passing
over the side or crossing line ƒ at or throughout the continuation of crossing the
main line rail; these results are obtained by making the end of the shifting
piece e either to lap the continuation of the side or crossing line f, or to overlap the
main line rail d, which may afford the bearing for the wheels near the ends of the
crossing line on either side of the main line rail; without such lapping rail or
fillings, either stationary or moveable, continuous bearing surfaces would not be
afforded to the wheels. At the butt or axis end of such shifting piece or pieces for
crossing the permanent main line, a continuous bearing surface is secured for the
tread of the wheels by a spring rail or lapping plates or fillings e**, as shewn in
Figures 5 and 9, similar to those shown and described in connection with the
moveable wing rails. Or both of the approaching ends on either side of the main
line rail may be shifting or adjustable, and arranged to lap each other at their
unsecured or moveable ends; or to lap the main line rail so as to obtain a bearing
surface for the tread, of the wheels, and secure a bearing surface at their butt or
axis ends, as above described.
The spring rail e, Figure 9a, may be adjusted either to or from the main line,
that is to say, if sprung or set from the main line by a releasing connection to the
lever it may adjust itself into the position for crossing; or it may be held by the
connection from the lever to the main line and from the main line or crossing
automatically; or similar results may be effected with a pivotted shifting piece by
a weight or equivalent means, or such shifting piece may be similarly adjusted.
The jamming of the shifting parts of the rail may be obviated, as shewn at jo,
Figure 17, in the same manner as shown and described in connection with the
bearing plates or wing rails, thereby ensuring safety for the passage of the wheels
in either direction over the main line or crossing.
In the automatic arrangement connected with the said shifting piece e, and
illustrated in Figures 5, 6, 7, and 8, I joint or pivot the latter at one end e¹ to the
crossing or side rail, and connect its free or shifting end e² by a bar or link e³ below
the rails to a pivotted bar or lever on the outside of the main line rail d, near the
end of the said taper rail f. The said shifting piece and pivotted bar e* are both
formed with a flange or lip, arranged to overlap the main and side rails at the part
of the line where they meet and cross each other, or are otherwise so arranged as
to ensure their acting properly to adjust the said shifting piece when the wheels
pass over the rails, that is to say, if the shifting piece e is set clear of the main rail
the pivotted bar e will lie in a position to be acted upon by a wheel running on
the side line, while if the said pivotted bar e is clear of the side line the shifting
piece e will be in a position to be actuated by the wheel of a train passing over the
main line.
If desired, this automatic apparatus may be connected by a bell-crank lever and
rod, or by other suitable means, with a switch or signal, or both. I may use
instead of the above any suitable arrangement of levers or arms, which project into
the path of the wheels passing over the rails in a suitable manner to set or adjust
the shifting piece automatically and in combination with a shifting rail or piece,
operated automatically, or by the wheels of a passing train, and connected with a
switch. I may employ springs c*, as shewn in Figures 3, 4ª, 13, and 14, and
which may be employed in connection with any of the herein-described shifting
pieces, sufficiently strong to keep the parts in their proper relation when operated
or adjusted by the switch, but which springs will yield sufficiently to permit the
automatic action of the shifting rail or piece independently of the switch. It will
be seen that by allowing or providing for the independent action of the aforesaid
shifting piece or pieces at crossings, though the said piece or pieces may be con-
nected with the switch lever, and to all intents and purposes may be positively
operated, thereby to open or close a crossing, or both; if such lever should fail from
any cause to adjust the shifting piece, or such lever even adjusts or admits of
adjustment of the shifting piece or pieces at the crossing, it will in no way affect

page_text: or prevent the safe passage of the wheels, as must be the case where the shifting
parts offer positive obstruction to passing wheels.
This arrangement affords a positive safeguard against accident even with a facing
point at crossing, as will be seen by reference to Figure 3a, for with any efficient
means for effecting the positive automatic action of the shifting parts by a passing
train safe transit is ensured. This result may be obtained with any form of crossing
that may be operated by a passing train, either to or from the main line or crossing.
But I may employ the arrangement of apparatus illustrated in Figures 9, 10, 11,
and 12, that is to say, a shifting piece or rail e, without the automatic apparatus,
and which is inclined or has one end elevated at the crossing, as shewn in Figure 11,
which is a longitudinal section on the line x1, x¹, Figure 9. This elevated end is
arranged in combination with a fixed or permanent main line rail d, so that the
wheels will engage with or enter upon the said inclined shifting piece e at its low
or unelevated end e, which is level or about level with the main line rail. This
shifting piece e is arranged on the inner side of the main rail d, and forms when
closed or pressed against the same a continuation of the fixed or permanent siding
rail f, which is level with or of the same height as the main line rail and meets
the other side of the said main line rail. And in this arrangement, as in that last
above specified, the wheels in crossing pass over or above and clear of the main line
Therefore the
rail instead of through an opening or space formed in the same.
main line rails are left solid or undivided at the crossings, and the inconvenience
and dangerous or injurious effects of the ordinary construction of these parts of a
railway are entirely obviated, and a continuous bearing is secured for the tread of
the wheels both on the main and crossing lines.
If this shifting piece is adjusted from the main line, that is to say, if it is with-
drawn from the meeting rail of the side or crossing line the wheels will be safely
transferred across the main line without adjusting the shifting piece, and without
running upon the flange of the wheels if the tread of the wheels should overlap and
engage with the said shifting piece.
In some instances a piece, either .movable or stationary, may be so located as to
engage with the flange of the wheels in case the said piece is shifted from the
crossing line, as the said piece would engage with the flange only when not
properly adjusted. But if such shifting piece is properly adjusted, automatically
or otherwise, a continuous bearing for the tread of the wheels is ensured. The said
shifting piece may be a spring rail, or the butt or axis ends may be protected by
plates, rails, or fillings, as herein described. And I may use any device for operating
the shifting piece automatically or by hand, or a combination of such device or
devices, to prevent jamming or to ensure safety as with any other shifting piece or
pieces at a crossing.
In connection with the above-described crossings wherein the surface of the
shifting piece is at a higher level than the main line rails, I use devices whereby I
guard against change or variation of the relative heights of the said surfaces.
These devices are shewn in Figures 7, 9, and 12; Figure 12 being a cross section
on the line y', y¹, Figure 9. For this purpose I secure the fixed rails d in a chair
or rest h, which has a suitable surface whereon the shifting piece e is supported,
and works freely while being adjusted.
In connection with the aforesaid inclined and elevated shifting piece I also pro-
(vide a guard rail i, adjacent to the outer rail of the side line, and opposite, or nearly
opposite the said shifting piece, as shewn in Figures 5, 6, 9, and 10.
The purpose
of this guard rail is to afford greater safety to the trains at the time when the 5
wheels are running over the crossing.
Another part of my Invention, which is shewn in Figures 13 and 14, relates to
the provision of continuous bearing surfaces for the wheels, at the opening joints of
shifting rails, or pieces, or switches, at the crossing, by the employment of plates or
filling pieces j. I form the jointed end of the shifting piece e, or switch with an 5
increased width near the joint, and with a part that extends behind the joint, and
forms the extra bearing surface. With this construction when the shifting rail

page_text: piece or switch e is adjusted to either of its positions, and a gap or space is left
between the end of the same and the fixed rail d or side line rail f, to which it is
jointed, the said plates or filling pieces j or j¹ maintain the continuity of the bearing
surface, so that practically there will be a continuous rail throughout the crossing.
And at the free or opening end of the shifting rails, or pieces e, or the switches, I
provide surfaces to form a continuous bearing surface for the wheels in either
position of the said shifting pieces or switches. For this purpose I use plates j²,
which support and maintain the bearing surfaces, and which are arranged at the
sides of the rail, as shewn in transverse section in Figures 14 and 14b.
When the shifting piece or switch è is adjusted to either side, or in line with
either the main line or the siding rail, it will be in close contact with the bearing
plate on that side, and consequently the said plate will complete and maintain
the continuity of the bearing surface, and will prevent the existence of a gap or
opening at the crossing; I may render the said shifting piece positively automatic
by the means shewn in Figures 3 and 4, with suitable connections to switch lever,
while it is under the control of the pointsman as in connection with other shifting
pieces at crossings with yielding connections between the shifting parts at the
crossings. And a lever or shifting piece may be rigidly connected to the lever so as
to operate positively and simultaneously with the switch, as may be desired.
It will be seen that the plates, rails, or fillings 2 at the head of the shifting piece
e may be formed, as shewn, in Figures 13b and 13, to allow a sufficient space or
recess to avoid partly or entirely the impairment in width of the shifting pieces,
thus ensuring increased strength, durability, and bearing surface to the same.
In Figures 5 and 13, and also in Figures 5a and 13a, which are sections on the
lines x², x², and y², y², Figures 5 and 13, I have shewn a device which I adopt for
supporting the shifting piece e at its butt end, and preventing any improper lateral
or vertical movement, or deviation of the same. For this purpose I employ plates,
bars, or castings j*, which overlap the fixed rails and afford a firm support to the
shifting rail or pieces at this point.
In combination with bearing or filling pieces, plates, or wedges employed to
furnish a continuous or unbroken bearing surface, at points of crossings where open
spaces would otherwise be left, my Invention comprises the use of springs or
weights e, as shewn in Figures 3 and 4ª, or yielding connections, as shewn at j³,
Figures 3 and 17; these devices allow or compel the said pieces or plates to remain
in their working position under ordinary circumstances, but permit the same to
recede in case of obstructions. Such receding pieces, or the shifting parts which
make up the crossing may be connected with a signal cord or rod that may indicate
any obstruction, immovability, or non-shifting of the parts.
The contrivance for this purpose, shewn in Figures 3 and 40, consists of plates j
pivotted to fixed bearings at ", and held at their opposite ends by a bolt passing
through them. Outside of these plates and between the same and the bolt head
and nut, I place india-rubber or other springs e*, or equivalent devices, which allow
the said plates to yield in case of obstruction. Or I may use plates of such a length
as to be sufficiently elastic in themselves for the above purpose.
In the apparatus shewn in Figure 15 the same object is accomplished by the use
of a spring or elastic cushion j outside of the lapping rail of the side track; this
spring allows the said rail to yield in case of obstructions between it and the rail e,
as above described.
Figure 15 also shews the said shifting rail e in combination with a taper rail e',
which may be connected and operated simultaneously with the rail e, and I provide
a guard rail e adjacent to the said taper rail. This guard rail may be either
stationary, as shewn in Figures 9 and 10, or moveable as in Figure 15, and the said
taper rail e' may be stationary, as shewn in Figures 9 and 10, or movable, as
shewn in Figure 15.
It will be seen that at the head of the shifting piece a recess is created to ensure
either solid continuity of bearing surface for the wheels, or to give additional size.or
strength to the switch rail, as shewn at d*, Figures 9, 9b, 9º, 10, 15, and to the

page_text: shifting switch rail like the shifting piece at crossings. To prevent the flange of
the wheels striking and riding the wall of such recess, or if such recess shall be so
formed as to allow of the projecting of the shifting piece or switch, I provide in
combination therewith a guard rail or rails e². This guard rail e² may be a valuable
adjunct to devices for operating said shifting piece automatically when the said
shifting parts may be properly connected as to allow of such adjustment as shewn
in Figure 15.
A switch so constructed as to allow of such automatic action must ensure safety,
and will be found for all practical purposes of safety, strength, and durability as
firmly locked as one without such automatic connection; and by using a signal
cord, rod, or any other suitable device connected to the switch rail, independently
of such automatic connections or shifting and locking mechanism, the exact position
of such switch at any given point desired will be indicated. And with a shifting
piece at the crossing which may operate independently of such switch for all prac-
tical purposes all the shifting parts will be under the control and direction of the
świtch or signal man, and as securely locked or retained in the positions desired as
other switches without such automatic apparatus.
Another very important feature of my Invention is the connection of either of
the aforesaid shifting or adjusting parts or pieces with any suitable switch that
transfers or shunts the train from the main line to the side line, or with a signal
apparatus, or with both a switch and signal apparatus, for the purpose of simul-
taneously operating the same, as illustrated in Figures 9 and 10, that is to say, in
cases where the crossings are provided with the shifting wing rail of a point or
crossing, or with the shifting rails or pieces whose surface is elevated above the main
line rails, or with a shifting rail or piece which makes a square or butt joint with
the fixed rail, either of which ensures a continuous bearing surface for the wheels,
as above described. I connect the same with the switch or with the signal
apparatus, or with both. The connection of these parts may be effected by the aid
of any suitable rods, levers, or the like; and I may or may not use in combination
with this part of my Invention either of the improved locking devices herein
described.
According to another part of my Invention, illustrated in Figures 13 and 14, I
construct a switch by making the parts d¹ of the main line rails & shiftable or
moveable. These rails are formed with square or butt ends, and I provide the
joints with wedges, plates, or filling pieces that adjust or shift with the said main
line rails, and thereby bridge over the open space or gap, and thus form a con-
tinuous bearing for the wheels at the otherwise open or disconnected parte. I
prefer to employ for this purpose two wedge-shaped pieces e, connected to the
extremities of an arm or bar e³. The said wedge pieces are controlled and guided
by inclined or cam surfaces k, which may be arranged in any suitable position to
operate or lock the rails.
I also employ in some instances the contrivance shewn in Figures 5 and 6, that
is to say, a shifting double. rail or piece having its axis at the butt end, where the
existence of an open space may be obviated as in other shifting pieces, as shewn
at j. These parts are so arranged that by the adjustment of the piece either its
main line rail or its side rail can be made to meet the fixed or permanent main line
rail.
In combination with this double rail I use a sliding filling piece or plate es,
arranged to slide upon a suitable surface and enter between the two parts of the
said double rail. This sliding plate and a plate e fixed on the side line rail form
and maintain a continuous bearing surface for the wheels at the joints, as above
described.
Figures 6 and 6b are transverse sections illustrating various forms of this
wedge e. On the opposite side of the gauge of which this double rail forms a part
I provide a side rail, as shewn in Figure 16, which may be moveable simul-
taneously with the said [double rail 7, that is to say, the action of this apparatus
may be similar to that of the apparatus shewn in Figures 9, 10, 15.

page_text: Another part of my Invention relates to the employment or application of
inclined, bevelled, or cam surfaces for adjusting and locking the shifting rails or
pieces on railway crossings.
These inclined or cam surfaces may be varied in their form and arrangement.
For instance, I may adopt the arrangement shewn in Figures 1, 2, 3, 4, 5, 6, 9, 10,
13, 14, and 16, that is to say, I may form on the end of a longitudinally sliding
bar or rod na double surfaced, inclined, or cam-shaped end n', which is fitted to
slide through fixed bearings n², that prevent any lateral deviation of the said bar.
The connecting bar or rod c extends from the shifting rail e to this cam-shaped
piece, and is provided with a groove, slot, or aperture at c¹, which fits the said
inclined or cam surfaces at n¹. The latter are so formed and arranged that when
the said sliding rod or barn is moved in one direction the shifting piece e will
through the medium of the bar c be set to close the main line, and when the said
rod or bar is moved in the opposite direction it will set the said shifting piece e to
close the siding.
A weighted arm or lever may be connected to such locking devices to always aid
in holding or tightening the shifting parts in their adjusted positions, or to act as
an automatic compensator against variation in the length or looseness of the rod
connected to and operating the shifting parts or to the lever, if the locking walls or
surfaces are of greater length than is necessary for the locking. Such construction
will prevent (in proportion to the excess of length in the bolting walls) any devia-
tion in the connecting parts caused by expansion, or contraction, or ordinary
wearing or loosening.
If the locking walls or surfaces be slightly inclined the weight will not only tend
to retain but will also wedge the shifting parts in the direction of the last
adjustment.
I may operate and lock the shifting parts, as shewn in Figures 17, 18, and 19,
that is to say, by the aid of cams or cranks, or crank discs mounted on rotating
shafts and connected by rods or arms o to the shifting pieces e, in such a manner
that by turning the said shafts in either direction, the required movement or adjust-
ment of the shifting rails or pieces may be effected.
In the arrangement illustrated in these last-named Figures, the connecting rod or
bar o has a slotted head o¹; at one end of this slot is a small recess o². The crank
ping projects into the slot, and when caught in the said recess, as shown in
Figure 19, the shifting piece will be locked to one line, and when the parts are in
the position shewn in Figure 18, the shifting piece will be locked to the other
line.
.
In Figures 15, 15b, 15°, 15d, I have shewn a modification of the above-described
apparatus, in which q² is a cam or cam-shaped rod or bar fixed in the end, of the
rotating shaft q, and working through a hole, slot, or groove in the end of the rod
or bar o. By turning or rotating the said shaft q, the bar q² will act like a cam
on the rod o, and the adjustment and locking of the piece e will be effected as above
described.
:
These rotating shafts q may be made in two lengths or parts, as shèwn in
Figures 15° and 15d, united by fitting the end of one part q³ into a socket in the
other part 9, and forming in the said socket a longitudinal groove or slot to receive
a tongue or feather on the part q³. This device gives to the said rotating shaft
the capability of automatic. compensation for expansion or contraction, so that its
length between its ends or connecting points will not be varied by changes of
temperature.
Instead of the said socket and tongue and groove, I may employ any other
suitable connections, which will allow the sections or parts of the said rod to move
upon or in each other, to compensate for their expansion and contraction.
It is an important feature, of this part of my Invention, when used in combina-
tion with my improved switches and crossings, that the above-described operating
devices not only effect the adjustment and locking or securing of the aforesaid

page_text: shifting pieces or parts e, but also measure or limit the extent of their movement,
so that their adjustment into either position is effected with unfailing accuracy."
It will also be observed that in Figures 1, 5, 9, and 13 of the accompanying
Drawings, I have shewn the shifting rails or pieces and switches set to close or
connect the main line, while in Figures 2, 6, 10, and 14 the said shifting pieces or
switches are shewn set to close or connect the siding rails.
The said Invention comprises the combination of the herein-described improve-
ments in shifting rails or pieces, and adjusting, holding, and locking devices with
any signal apparatus, whereby the shifting rails or pieces and the signal may be
adjusted and locked simultaneously or separately, and so interlocked as to necessitate
the parts being in their proper relative positions.
Figure 20 is a plan of a modification of part of the apparatus shewn in Figure 13;
and Figure 21 is a transverse section on the line ³, x³, Figure 20; Figure 22 shews
a modification of the same.
>
The object of this part of my Invention is to avoid the necessity of cutting away
the rails at a crossing to allow the movable or shifting rail to be brought close to
the fixed rail.
In Figure 23 I have shown a plan of an ordinary junction, in which some of my
improved switches and crossings herein-before described are embodied, and in
Figure 24 I have shown in horizontal section a suitable arrangement of interlocking
apparatus to be used in combination with such crossings and switches. I wish it
understood, however, that I do not confine myself to the interlocking apparatus
herein shown, as I may use any other interlocking apparatus in combination with
such crossings, switches, and signals to secure the proper relative working of the
same in such manner as to prevent the giving of a false signal, that is to say, a
signal that indicates incorrectly the position of the said switch or crossing. These
improved crossings or switches may be used in any locality in line of road, and in
combination with necessary signals and suitable mechanism as may be desired, will
render impossible the giving of conflicting signals or the adjustment of crossings
and switches, contrary to their proper positions relatively to each other and to the
position of the signals.
In order to explain the operation of this interlocking apparatus, I will suppose
that it is desired to set the signal for an up branch train to pass from the up branch
line to the up main line.
In Figure 24 it will be seen that the home branch signal lever 2 cannot be drawn
over to set the signal in the proper position, for the reason that the pivotted bar 11
cannot recede from the path of the movement of such lever, as it is held in that
position by the bar 12, to which it is connected. This bar 12 cannot move until
the point lever 3 is fully drawn over, when the notch 13 in such bar 12 will permit
the movement of the bar 12 on its pivot, and this bar 12 being connected with the
bar 11, it will then permit the movement of the signal lever 2, which in being
drawn over will force the notch 13 in the bar 12 in front of the lever 3, and will
thus lock the points until the lever 2 has been returned to give a conflicting signal.
The up points lever 3 and up branch signal lever 2 must not however be moved
before the down point lever 8 has been moved, to prevent the passage of a train along.
the down main line and its crossing the up branch line, and the lever 1 has been
I moved to set the crossings in the proper position for the train to pass over the
down main line to the up main line; therefore, I connect the bar 14, pivoted on
the side of the lever 3 opposite the bar 12, to the lever 15, pivoted on one side of
the crossing lever 1. This bar 15 cannot move on its pivot until the lever 1 has
been drawn over to set the crossings in proper position for the passage of the up
branch train; the point lever 3 can then be drawn over. As the lever 3 is drawn
over, it moves along the inclined face of the bar 14, pressing the latter out of the
path of its movement, and this bar 14 being connected to the bar 15, draws the
notch 16 in front of the crossing lever 1, and thus locks the same.
For the purpose of preventing the movement of the crossing lever 1 previous to

page_text: drawing over the down point lever 8, I connect the bar 17 (pivoted on one side of.
the lever 8) with the bar 18, pivoted on one side of the lever 1 by means of the
rod 19. In the act of pulling over the lever 8 it moves along the face of the bar 17,
and causes the latter to recede, and the bar 18 being connected with the said bar 17,
is drawn back out of the path of movement of the lever 1.
From the foregoing description it will be seen that to permit the signal lever 2:
to be set to allow the passage of a train from the up branch line to the up main
line, it will be necessary to first move the down point lever 8. When this lever is
fully drawn over, it unlocks the crossing lever 1, which can then be drawn over.
The crossing lever having been drawn over, and the lever being opposite the
notch 16 in the bar 15, the point lever 3 may now be drawn over. In the act of
drawing over this lever 3 it forces back the bar 14, which, being connected with
the bar 15, draws the latter in front of the lever 1, and thus locks the same. When
the lever 3 is drawn over, it also releases the bars 11 and 12, which then permit the
movement of the home up branch signal lever 2; the latter in moving over forces
the bar 12 in front of the lever 3, and thus locks the said lever. It will therefore
be seen that each lever moved over locks the lever last moved, and that all of the
levers must be returned to their closed position in the reverse order to that in
which they were moved over to their open position.
It is further necessary that the up main home and distant signals should be
locked in their closed position when the crossing lever is moved. For this purpose
I pivot beneath the bar 18 a bar 20, provided with an inclined face, against which
the lever 1 acts to force it back out of the path of the said lever's movement. This
bar 20 is connected by a rod 21 to the bar 22 pivoted on one side of the lever 4.
The bar 22 is in turn connected to the bar 23, pivoted on one side of the lever 5
by a rod 24. When therefore the lever 1 is moved, it immediately forces back the
bar 20, which, being connected to the bars 22 and 23, forces them into such a
position as to prevent the movement of the levers 4 and 5, and the levers 4 and 5.
are thereby locked.
In a similar inanner it will be seen that the movement of the lever 4 will hold
the bar 20 in such. a position as to prevent the movement of the lever 1, and con-
sequently the movement of the levers 2 and 3.
In order to effect the locking of the down main signal levers 9 and 10 when the
lever 8 is drawn over, I connect the pivoted bar 25 with the bar 17, and the bar 26
is connected to the bar 25, so that when the bar 17 is caused to recede by the
lever 8, the said bar forces the aforesaid bars 25 and 26 into the path of movement
of the levers 9 and 10, and thus effectually prevents their movement, except at the
proper time.
In order to allow the movement of the down branch signal levers 6 and 7 when
the lever 8 has been pulled over, I connect the pivoted bar 27 on one side of the
lever 8 with the pivoted bar 28, and the latter is connected with the pivoted bar 29.
When the lever 8 is drawn over, the levers 6 and 7 may be moved as the notch in
the bar 27 permits the bars 28 and 29 to be forced out of the path of movement of
the said levers. The backward motion of the bars 28 and 29 also forces the bar 27.
in front of the lever 8, so as to "back lock the same.
"
From the above description, and by reference to the Drawings, it will be seen
that the down main signal levers 9 and 10, and the up main signal levers 4 and 5
are always in a position to be freely moved over when all the other levers are in
their closed position. The down main levers 9 and 10, when drawn over, prevent
any movement of the levers 8, 1, 3, 2, 7, and 6, and the up main levers 4 and 5,
when drawn over, prevent any movement of the levers 1, 3, and 2, and vice versa.
It will be seen by referring to Figure 23 that the crossings to be operated by the
lever 1 are similar in construction to those shewn in Figures 1 and 2, or in Figures.
3 and 4, or the said lever may be arranged in connection with the crossings
shown in Figure 25, which are similar in construction to that shewn at e, Figure
5, 9, or Ja
The crossing operated by the lever 3 is similar to that shewn in Figure 13, and.

page_text: the switch similar to that shewn in Figure 9. The crossing to be operated by the
lever 8 corresponds with that shewn in Figure 9, and the switch corresponds with
that shewn in Figure 5.
I combine with the herein-before described crossings and switches, or with locking
and interlocking mechanism, a suitable shifting piece or pieces, which will act as a
locking bar and prevent the movement by the switchman or signalman of the said
crossings and switches during the passage of a train over such parts, and may be
connected directly with such shifting switch rail or rails, or to some moveable part
which must be adjusted to allow of the movement of such switch rails.
In Figure 26 I have shewn a device for preventing the movement of the switch
rail during the passage of a train, and which is arranged in connection with the
switch, constructed similar to that shewn in Figure 5. In this arrangement I
have shewn a rail 2, to which is secured a guard rail 1 arranged' opposite the said
switch rail and pivoted at 14; this rail is adjustable to either the main or side
line rail, and is so arranged that its end, which meets either of the said rails, is
opposite or nearly opposite the pivotted end of the double rail . It will thus be
seen that when the flanges of the wheels of a train passing in the direction of the
arrow enter between the rail and guard rails, they will effectually prevent
any movement of the double rail ; and when a train is passing in the opposite
direction, the movement of the rail 2 will be prevented.
Having thus fully described my said Invention, and the manner of performing
the same, I wish it understood that I claim,―
First. The wing rail or rails of a frog or V piece, adjustable either to or from the
main or side line, or both, as desired; with connections to the lever or shifting rail
or rails employed to transfer the vehicles from the main line to the side or crossing
line, as above set forth and for the purpose specified.
:
Second. A shifting piece operative inside the gauge of the main line for forming
solid continuity with either the main line or side line at the crossing, with plates,
rails, or fillings to afford bearings for the wheels at the otherwise open joints, either
at the head or butt or both, of the shifting piece, and with the communicating con-
nection or connections to the switch lever, which may operate the shifting piece to
complete the main or side line, or both, or to lock the same, as and for the purposes
set forth.
x
Third. The employment of the shifting piece or pieces so constructed and arranged
as to ensure a continuous bearing for the tread of the wheels in crossing a per-
manent or immoveable rail, as and for the purposes set forth.
L
Fourth. A single shifting piece operated by a lever or otherwise, and which
affords a continuous bearing for the tread of the wheels in crossing a permanent
or immovable rail, where a continuation of the crossing is on both sides of the
immoveable rail, as and for the purposes set forth.
Fifth. Securing the taper inner rail of the side line on or adjacent to the
immoveable rail to be crossed, and securing a continuous bearing for the tread of
the wheels on the crossing line at the crossing, as and for the purposes set
forth.
"
Sixth. A shifting piece connected to the lever to form the crossing of a per-
manent or immoveable rail, and with its end adjacent to the inner rail of the side
line at the same height as the main line rail, so as to engage the tread of the wheel
and secure continuous bearing for the same in crossing the main line, and by the
necessary incline or elevation, carrying the flange of the wheels over the immovable
rail, as above set forth.
Seventh. The rests or chairs secured to the permanent or immovable rails, and
whereon rests a shifting piece which affords a continuous bearing for the tread of
the wheels in crossing a permanent or immovable main line rail where the crossing
line extends or continues on both sides of the line to be crossed, as above set forth.
Eighth. The employment of plates or fillings at the butt end of the curved
shifting pieces where they form butt joints or solid continuity with the meeting
rail, as above set forth.

page_text: Ninth. A guard bar or lever arranged adjacent to the inner rail of the siding so
as to allow space for the flange of the wheel to pass, and connected to a shifting
piece, which affords the crossing of the immovable rail in combination with the
guard rail adjacent to the outer rail of siding or crossing line, as and for the purposes
set forth.
Tenth. The double rail, that is to say, the main and side line rails joined and
shifted as one piece to meet main line rail with plates, rails, or fillings to afford
bearings for wheels, either on main or side line, or both, at the otherwise open joint
or joints, or to wedge and hold the same, as and for the purposes set forth.
Eleventh. A movable or stationary taper or pointed piece in combination with a
guard rail and a single or double shifting rail operative inside the gauge of tho
main line, which forms solid continuity with the end of the rail to which it may
be shifted, with plates, rails, or fillings to afford bearings for the wheels at the
otherwise open joint, as and for the purposes set forth.
Twelfth. The cam faces or inclined faces, in combination with the surfaces
on which they act, to cause the operating or reversing and locking of my improved
shifting parts at a crossing in connection with the movable wing rail or rails, and
frog or V piece, or with a shifting part or piece forming the crossing of an immovable
rail or a single shifting piece for ensuring solid continuity with either line at the
crossing or with the double or single shifting piece, which ensures solid continuity
with the meeting rail, as above set forth.
Thirteenth. Providing at the crossing a shifting piece, which may operate inde-
pendently of the switch that transfers the vehicles from the main line to the siding,
or of any other switch or lever between which and the said shifting piece there
exists communicating connection, as above set forth.
Fourteenth. Connecting or combining with the shifting parts of crossings, such
as are herein described, at the point where the crossing line extends on both sides
of the rail to be crossed, suitable adjusting, holding, and locking mechanism to
secure the proper relative working of such shifting parts, or in connection with any
switch or signal interlocked thereby, or interlocking therewith, that is to say, with
such parts so connected or interlocked that they must occupy their proper relative
positions, thereby preventing the giving of conflicting signals or signalling contrary
to the position of such shifting parts at the crossing, as above set forth.
Fifteenth. The combination with the switches as above described in connection
with Figures 5, 9, 15, 16, 26, of suitable operating, holding, and locking mechanism
to interlock with other shifting parts, or to be interlocked thereby, so that all of
the parts necessarily occupy their proper relative positions, and either with or
without suitable means or mechanism for preventing adjustment by the signalman
while a train is passing, as and for the purposes set forth.
In witness whereof, I, the said Joseph Stokes Williams, have hereunto set my
hand and seal, this Twenty-seventh day of February, in the year of our Lord
One thousand eight hundred and seventy-eight.
JOB. S. WILLIAMS. (L.S.)