Improvements in Railway and Tramway Switches.
Year: 1896

page_text: Date of Application, 6th Oct., 1896--Accepted; 17th Dec.. 1895
COMPLETE SPECIFICATION..
Improvements in Railway and Tramway Switches.
We, MOSES SAMUEL PITTMAN, of the City of Independence, County of
Jackson and State of Missouri, United States of America, Salesman, and JOHN
WILLIAM WOOD, also of the City of Independence, County of Jackson and State
of Missouri, United States of America, General Agent, do hereby declare the nature
of this invention and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement:-
Our invention relates to improvements in railway and tramway switches, and our
object is to produce a construction of this character whereby it will be impossible
for a train passing along the main track or from a side track onto the main track
to become derailed, and impossible for it to pass upon any other than the desired
track.
With this object in view, the invention consists in certain novel and peculiar
features of construction and combinations of parts, as will be hereinafter described
and claimed.
In order that the invention may be fully understood, we will proceed to describe
it with reference to the accompanying drawings, in which:
Figure 1. represents a plan view of a switch constructed in accordance with our
invention.
Figure 2. is a vertical cross-section, taken on the line II-II of Figure 1.
Figure 3. represents, on a smaller scale, a plan view of our switch arranged in
operative position relative to the movable or stub switch.
In the said drawings, where similar reference numerals designate corresponding
parts, 11 designate the main track rails, and 2-2 designate the intersecting
side-track rails; all of said rails being secured to cross-ties, and other necessary
appurtenances used in railway construction.
3-3 designate the single track rails, and they are arranged in longitudinal
alignment with the track rails 1.
Interposed between the main and side tracks and said single track, is a stub or
movable switch, comprising a pair of pivoted rails 20, and a second pair of pivoted
rails 21,-all of them being connected by the usual tie-rods 22. Said switch rails 20
and 21 normally have their free ends in alignment with the main and side tracks,
respectively, but they are adapted to be shifted by any suitable means (not shown)
so as to throw the switch rails 20 in alignment with the side tracks 2 when
desired.
4 designates the rail which connects one of the rails 20 and 3. Said rail is
bent outwardly, so as to form a slight obtuse angle, the apex of which occupies
a vertical plane outward of the longitudinal line of the track rails 20 and 3, as
shown at 5. This angle may be more clearly seen if the drawing be held in the
plane of, and with the rail in longitudinal alignment with, the eye.
6 designates the rail which connects the switch rail 21 at the opposite side
of. the track with the other single track rail 3, and owing to the fact that said
rails are not in longitudinal alignment the rail 6 is bent to properly connect
them.
To accomplish this, the said rail, a short distance from the end of the rail 21,
is bent as shown at 7, and at a suitable point is bent in the opposite direction,

page_text: 88 800wn at 8. It is also bent as at 9, at a point about two-thirds of the distance
between the bends 7 and 8, but this bend 9 is simply a more abrupt continua-
tion of the bend 7. The rail is arranged so that the apex of the bend 7
occupies a plane slightly outward of the right-hand track-rail 1, while that
portion between the bend 8 and the track-rail 3 with which said portion connects
extends parallel to that portion of the rail 4 between the reference numeral 5 and
the connected track-rail 3, and consequently the rail 6, at the point 8, is inward of
the longitudinal line of the connected single track rail 3, and the switch-rail 20 in
alignment with said rail 3, as may be clearly seen by viewing it in the manner
herein before described with reference to the rail 4, or by placing a straight edge
or ruler upon it.
10 designates a short pointed rail. Said rail forms a continuation of the adjacent
movable switch-rail 21 (see Figure 3), and extends from said rail to a point opposite
the apex 5 of the rail 4. It is beveled at both sides, and its inner margin extends
approximately parallel to the inwardly slanting portion of the rail 6, lying between
the bends 7 and 9, while its outer margin extends approximately parallel with the
outwardly slanting portion of the rail 4, lying between the connecting rail 20 and
the apex of the bend 5. The general disposition of the rail 10, therefore, is an
outward angle from the connecting rail 21.
. Said rail at its outer side is beveled to a point as shown at 11, the inclination
of said bevel being toward the single track and the opposite or right-hand track-
rails, in other words, said bevel extends divergently from that portion of the rail 4
lying between the connected switch rail 20 and the apex 5 of the said bent rail.
.12 designates the long pointed rail, which forms a continuation of the other switch
rail 20. The general disposition of this rail is inward from such switch rail, so that
its inner beveled margin extends approximately parallel with the inuer margin of
that portion of the track rail 4 lying between the connected switch rail 20 and the
bend 5, while its outer beveled margin extends approximately parallel with the
inclined portion of the rail 6 lying between the reference numerals 7 and 9. This
pointed rail projects some distance beyond the end of the pointed rail 10, and at
its inner side is beveled abruptly to a point as shown at 13; such bevel extending
approximately parallel with the beveled surface 11 of the rail 10, so that the
extreme point of said rail 12 shall lie slightly outward of the plane of the apex of
the bend 8 of the rail 6. The point of said rail may be also slightly rounded at its
opposite side, and the same is true of the pointed end of the rail 10.
14 designates a guard-rail, which is arranged inward of the rails 4 and 10, and
extends preferably from a point adjacent to the left-hand switch-rail 21 to the
track-rail 3, and at its opposite ends is bent or curved away from the adjacent rails,
as shown at 15. Said rail extends approximately parallel with the portion of
the rail 6 lying between the numerals 7 and 9, and just beyond. the end of the
short rail 10 is bent as at 16 to increase the abruptness of the slant, and said
portion 16 is also made slightly more abrupt than the portion of the rail 6 lying
between the reference numerals 8 and 9, in order that the flange of the wheel,
by coming in contact with said bent portion 16, will change the direction of
movement, and will. relieve the bent portion of the rail 6 lying between the
numerals 8 and 9 of any forcible contact with the flange of the opposite wheel.
Adjacent to the rail 4 said rail 14 is bent in the opposite direction, as shown
at 17, and from the numeral 17 extends parallel to that portion of the rail 4
lying between the reference numerals 3 and 5.
It will be observed in this connection that the bend is forward of the long rail 12,
but that when a truck is traveling in the direction indicated by the arrow A' the
flange of the left-hand wheel overlaps the beveled end 13 of said pointed rail before
the flange of the companion wheel escapes from the controlling influence of the
guard-rail 14 forward of the bend 17. In other words, the right-hand wheels of
the truck, when traveling in the direction indicated by the arrow A', are caused
to move parallel with that portion of the guard-rail between the bend 17 and its
front end, and this movement is continued positively and reliably in the same

page_text: direction until the flange of the left-hand wheel of the same axle overlaps the inner
side of the pointed rail 12, so that it is absolutely impossible, as long as the rails
maintain their relative positions, for a train moving in the direction indicated to
take the side track. It will be noted in this connection that the distance between
the bend 17 and the point of the rail 12 may be varied considerably, but such
distance must never be so great as to permit the right-hand wheel to pass beyond
the controlling influence of the guard-rail before the corresponding left-hand wheel
overlaps the beveled end 13 of said rail. It is to be understood that by "controlling
influence" we do not mean that the flanges of said wheels shall synchronously contact
with or overlap the points mentioned of said rails, but that such points must be
sufficiently near together to insure that any swerve of the wheels cannot possibly
take place before the left-hand wheel shall actually overlap the pointed rail 12. In
other words, we mean that at whatever speed the car or train be moving, it will be
too great for a swerve of the wheels to take place after leaving the guard-rail and
before reaching the pointed rail.
Immediately the left-hand flange has overlapped the heveled end of the long pointed
rail, said pointed rail becomes the controlling influence which determines the direction
of the movement of the train, and guides the train until the right-hand wheel has
passed or overlapped the beveled end of the short pointed rail 10 and has come into
frictional contact with the inner side of the rail 4 at a point between the switch-
rail 20 and the apex 5. Immediately this contact takes place, said portion of the
rail becomes the controlling influence, in turn, aud causes the train to imperceptibly
swerve and follow the inclination of the rails 4 and 12 until it has cleared the
switch and passed upon the main track switch rails 20, as will be readily understood.
By this arrangement it will be seen that a train passing in the direction indicated
by the arrow A swerves imperceptibly outward upon the rails 4 and 6 until it has
cleared the ends of the pointed rails, and then reverses such movement until it passes
upon the switch rails 20, and it will also be noted that by having that portion of
the guard-rail between the numeral 17 and its front curved end of greater length
than the distance between the front and rear wheels of the truck, the latter is
positively and reliably aligned or lined up, so that it will without fail pass the points
of the rails 12 and 10, successively, at their inner and outer sides, respectively, this
movement being made still more positive and reliable by reason of the fact that
the left-hand wheel over-laps the point of the rail 12 before the right-hand corre-
sponding wheel can change its position, as hereinbefore pointed out. The movement
or direction of the truck when passing said point is indicated clearly by dotted'
lines a.
When the train travels in the direction indicated by the arrow A, the flange of
the left-hand wheel, after the truck leaves the switch-rails 21, comes in contact
with the guard-rail 14, as at b, and changes its movement slightly to correspond
approximately to the inclination of said guard-rail. This slight shift or pivotal
movement is accommodated at the opposite side by reason of the fact that the
rail 6 is bent outwardly, as shown at 7, which increases slightly the distance.
between said rail and the pointed rail 12 at the point &; this increased space
being desirable to permit the right-hand wheel to swing slightly in the line of its
new direction of travel.
The truck then continues until the flange of the left-hand wheel clears the point
of the short rail, and comes in contact with the bend 16 of the guard-rail, as at c,
which, of course, again slightly changes the direction of movement of the truck..
At the same time, however, that this change in movement takes place, the weight
of the car is shifted from the narrow or pointed end of the rail 10 to the
undiminished rail 4, as indicated clearly in dotted lines. The truck, of course,
follows this new direction until the flange of the left-hand wheel comes in contact
with the rail 4, when its movement is again slightly changed, and it follows the
direction indicated by the broken lines a until it passes upon the single track
rails 3.
By.bending or disposing the left-hand rails outward, that is, rails 4 and 10,-and

page_text: the right-hand rails inward, namely, rails 12 and 6,-from their points of con-
nection with the switch-rails 20 and 21, respectively, it will be apparent that the
train, in a length of five feet, more or less, gains or creeps about an inch to the left
without any perceptible jar or jolt or swerve, which is just about half the swerve or
lateral movement that must take place when the train shifts from the right-hand
double to the single track, and the remaining portion or other half of the
necessary lateral movement or swerve of the train takes, place between points
represented by the letter e and the bend 17 of the guard-rail,-a distance of about
two or three feet.
It will be noted that the extreme point of the rail 10, by reason of beveling it
as shown as at 11, is inward of the vertical plane represented by the outer margin
of the inclined portion of the rail 14, extending from the numeral 17 forward, so
that, irrespective of the beveled end of the rail 12, the tendency of said pointed
rail 10 will be to deflect the car to the right when traveling in the direction
indicated by the arrow A¹. If said rail were not so beveled it would be possible,
though not probable, for the flange of the right-hand wheel traveling in the
direction named to strike the point of said rail aud possibly wreck both the switch
and the train.
From the above description, it will be apparent that by inclining or bending
the rails 4, 10, 12 and 6 to the left when looking toward the rails 3, from a point
adjacent to rails 1 and 2, and by inclining or bending said rails 4 and 6 to the right
when viewing them from their opposite ends, and of course in the opposite
direction, the train is caused to pass the switch with but little lateral movement
or swerve. In other words, by bending the rails 4 and 6 as shown, and disposing
the remaining rails at the angles shown, the train is caused to swerve slightly in
traveling in either direction upon the switch, but so slightly, particularly. when
traveling in the direction indicated by the arrow A', as to be almost imperceptible
to the occupants thereof. When passing from the double to the single track the
swerve is hardly noticeable, but when passing from the single to the double tracks
there is also, as above explained, a slight deflection from the true course, which,
however, being so gradual, is not perceptible to the occupants of the train.
Owing to the fact that the rails 10 and 12 are beveled to a comparatively sharp
point, it is obvious that trains passing over them would, by continuous pounding,
soon spread or flatten them, so that they would, in a short time, become unfit for
service. To obviate this, we have beveled them downwardly at their upper sides
and toward their pointed ends, as illustrated by transverse shade-lines in Figure 1.
It is obvious, from the relative positions of the rails, that a wheel, when passing in
the direction indicated by the arrow A, upon the pointed rail 10, will, owing to the
width of its tread surface, bridge the point of said rail for some distance, and will,
as it reaches such beveled end, rest fully and squarely upon the rail 4, as shown in
dotted lines, Figure 1. The same is true at the opposite side, where the wheel
passing in the direction indicated by the arrow A¹ continues upon the rail 6 until it
passes the beveled portion of the rail 12. Consequently, the pointed ends of said rails
are relieved of a constant pounding, which would soon render them functionless and
dangerous. The various rails may be secured in the customary manner by chair-
plates, separating blocks, etc., so as to always maintain them in their proper
relative positions.
From the foregoing, it is obvious that a train may safely aad reliably cross the
intersecting points of the main track with the side.track without danger of getting
onto the latter, or that it may pass from the side track freely and reliably onto the
main track when going in the opposite direction, without requiring the manipulation
of switches, or requiring any attention from those in charge of the train, and it is
also obvious that this construction is applicable to street-car service, as well as
railway train service.
When it is desired to switch the train from the main track to the side track, it is
only necessary to throw the switch rails from the position shown in Figure 3 until
the rails 20 connect with the side track rails 2, and when it is desired to permit a

page_text: train on the main track to pass in the opposite direction these switch rails must be
moved back to their original position. The principal object in arranging the
switch rails 20 and 21 so closely together is to get close to the depot or station
where such switch is located. In moving said rails 20 and 21, we may employ the
ordinary switch-stand mechanism, or any other mechanism suitable for the purpose,..
the precise means for accomplishing this being immaterial in this connection. By
duplicating the construction hereinbefore described, that is, the pointed and guard-
rail construction, at a suitable distance along the track and connecting it with tho
opposite end of the side track, it is obvious that the passage of trains may be
rendered much safer and be accomplished more quickly than by the methods of
switching at present in use.
For example, it is clear, by duplicating this improved switch or track structure
at suitable distances apart, and by connecting them by a side track at both ends in
the manner indicated in the drawings at one side only, that two trains traveling
toward each other at any speed, and reaching the switches at the same time, will
pass each other without the necessity of throwing any switches, or requiring any
attention on the part of the train men at all, as one will continue on the main
track, while the other will be deflected to the side track; the latter train after the
passage of the other pulling out upon the main track via the other switch auto-
matically, and continuing its journey thereon. Or, in case the train traveling in
the direction indicated by the arrow A¹ reaches the switch first, it waits until the
other has been deflected upon the side track, and then continues its journey. In
case the other train arrives first, it passes outo and remains upon the side track
until the one upon the main track passes.
Again, in case a freight in advance and an express are traveling in the direction
indicated by the arrow A', the freight passes along the main track beyond the
second switch, and then backs upon the side track, until the express passes. The
freight then pulls out upon the main track and follows the express.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner. the same is to be performed, we declure that what we
claim is :-
1. A railway switch, comprising a pair of main track rails, single track rails in
alignment with the main track rails, a bent rail connecting one of the main track
rails with one of the single track rails, and having the bent portion or apex thereof
disposed outwardly of the longitudinal line of said connected rails, a pointed
rail 12 forming a continuation of the main track rail and inclining outwardly
thereof, and a rail connecting with the other single track rail and inclining
inwardly toward the free end of the pointed rail, substantially as described.
2. A railway switch, comprising a pair of main track rails, single track rails in
alignment with the main track rails, a bent rail connecting one of the main track
rails with one of the single track rails, and having the bent portion or apex thereof
disposed outwardly of the longitudinal line of said connected rails, a rail con-
necting with the other side track rail and inclining inwardly to a point inward of
the longitudinal line of said single and the aligned main track rail, and a pointed
rail 12, forming a continuation of said aligued main track rail and inclining
inwardly thereof, and having its inner side and end beveled outwardly so as to
dispose the extreme point of said rail outward of the vertical plane represented by
the inuer margin of the rail which inclines inwardly from the last-named single
track rail, substantially as described.
3. A railway switch, comprising a pair of main track rails, single track rails in
alignment with the main track rails, a bent rail connecting one of the main track
rails with one of the single track rails, and having the bent portion or apex thereof
disposed outwardly of the longitudinal line of said connected rails, a rail connecting
with the other single track rail and inclining inwardly to a point inward of the
longitudinal line of the other single and main track rails, a pointed rail 12, forming
a continuation of said. other main track rail, and inclining inwardly thereof, and

page_text: having its inner side and end beveled outwardly so as to dispose the extreme point
of said rail outward of the vertical plane represented by the inner margin of the
rail which inclines inwardly from the last-named single track rail, and a guard rail
arranged at the inner side of and parallel with that portion of the bent rail con-
nected to the first-named single track rail, and of such length that the flange of
one wheel will overlap the beveled end of the pointed rail 12 before the flange of
the companion wheel passes from the controlling influence of said guard-rail,
substantially as described.
4. A railway switch, comprising a pair of main track rails, single track rails in
alignment with the main track rails, a bent rail connecting one of the main track
rails with one of the single track rails, and having the bent portion or apex thereof
disposed outwardly of the longitudinal line of said connected rails, a rail connecting
with the other single track rail and inclining inwardly to a point inward of the
longitudinal line of the other single and main track rails, a pointed rail 12, forming
a continuation of said other main track rail, and inclining inwardly thereof, and
having its inner side and end beveled outwardly so as to dispose the extreme point
of said rail outward of the vertical plane represented by the inner margin of the
inclined rail connected to said other single track rail, a guard-rail arranged at the
inner side of and parallel with that portion of the bent rail connected to the first-
named single track rail and of such length that the flange of one wheel will overlap
the beveled end of the pointed rail 12 before the flange of the companion wheel
passes from the.controlling influence of said guard-rail, and a short pointed rail
arranged at the inner side of and parallel with the oppositely bent portion of said
bent rail, and heveled at its outer side as at 11, so as to dispose its extreme point
inward of the vertical plane of the outer margin of said guard-rail, substantially as
described.
5. A railway switch, comprising main and side track rails, single track rails in
longitudinal alignment with one set of said main track rails, a bent rail connecting
one of the single track rails with the longitudinally aligned main track rail, and
having the bent portion or apex thereof disposed outwardly of the longitudinal
line of said connected rails, a short pointed rail forming a continuation of one of
said side track rails and arranged parallel with and at the inner side of said bent
rail, but extending only about to the apex of said bent rail, and beveled divergently
away from said bent rail at its outer side, as at 11, a second pointed rail, of greater
length than the first, and forming a continuation of the other main track rail, and
extending inwardly of the longitudinal line represented by said main track rail and
the other single track rail, and beveled forwardly and outwardly at its inner
margin, as shown at 13, a rail connecting said last-named single track rail with the
remaining side track rail, and bent, as at 7 to provide an outwardly extending
portion which connects directly with said last-named side-track rail, and an
inwardly extending portion which extends approximately parallel with the short
pointed rails, and bent also as at 8 to provide a portion which connects directly
with the last-named single track rail, and extends inwardly therefrom to a point
inward of the pointed end of the pointed rail 12, and to provide the oppositely
extending portion 9, which connects the two inwardly extending portions, and a
guard-rail, which is bent inwardly at its opposite ends and to extend approximately
paralled with the short pointed rail 10 and that portion of the first-named bent
rail leading directly to the first-named single track rail, and to produce a more
abruptly inclined connecting portion 16, substantially as shown, and for the purpose
described.
6. A railway switch, comprising main and side track rails, single track rails in
- longitudinal alignment with one set of said main track rails, a bent rail connecting
one of the single track rails with the longitudinally aligned main track rail, and
having the bent portion or apex thereof disposed outwardly of the longitudinal
line of said connected rails, a short pointed rail forming a continuation of one of
said side track rails, and arranged parallel with and at the inner side of said bent
rail, but extending only about to the apex of said bent rail, and beveled divergently

page_text: away from said bent rail at its outer side, as at 11, a second pointed rail, of greater
length than the first, and forming a continuation of the other main track rail, and
extending inwardly of the longitudinal line represented by said main track rail and
the other single track rail, and beveled forwardly and outwardly at its inner
margin, as shown at 13, a rail connecting said last-named single track rail with the
remaining side track rail, and bent as at 7 to provide an outwardly extending
portion which connects directly with said last-named side track rail, and an
inwardly extending portion which extends approximately parallel with the short
pointed rails, and bent also as at 8 to provide a portion which connects directly
with the last-named single track rail, and extends inwardly therefrom to a point
inward of the pointed end of the pointed rail 12, and to provide the oppositely
extending portion 9 which connects the two inwardly extending portions, a guard-
rail, which is bent inwardly at its opposite ends and to extend approximately
parallel with the short pointed rail 10 and that portion of the first-named bent rail
leading directly to the first-named single track rail, and to produce a more abruptly
inclined connecting portion 16, and movable switch rails connected together, and
forming sections or continuations of the main and side track rails, substantially as.
and for the purpose set forth.
Dated this Eleventh day of August 1896.
MOSES SAMUEL PITTMAN.
JOHN WILLIAM WOOD.