IMPROVEMENTS IN RAILROAD SWITCHES
Year: 1880

page_text: LETTERS PATENT to John Brown Carey, of Boston, in the County of Suffolk,
State of Massachusetts, United States of America, for an Invention of
"IMPROVEMENTS IN RAILROAD SWITCHES."
COMPLETE SPECIFICATION filed by the said John Brown Carey at the Office
of the Commissioners of Patents on the 24th May 1880.
JOHN BROWN CAREY, of Boston, in the County of Suffolk, State of Massachusetts,
United States of America. " IMPROVEMENTS IN RAILROAD SWITCHES."
My present Invention consists in the employment in combination with a railway
track and turnout of a laterally sliding frog, disposed within a break in one side
of the track and operating with the opposite rail of the main rail, which is always
intact, a flat plate being combined with the latter rail and disposed in front of the
point of the adjacent turnout rail to avoid a bearing of the flange of the wheels
upon one side of the car or locomotive and enable such wheels to pass over such
plate diagonally with respect to the main track, and from one side to the other
of the point of said turnout rail. The sliding frog in one extreme position consti-
tuting a portion or continuation of the main track rail on the adjacent side, and
serving in its other extreme position to open connection between such main rail
and the adjacent rail of the turnout, the whole being substantially as hereinafter
explained.
The sliding frog also carries an intermediate reserve or extra rail or tongue which
is adapted to complete the connection between the two adjacent ends of the broken
main rail, or between one end of such main rail and the turnout rail, the said
tongue to this end being wedge shaped or tapering, with its base of a width equal
to the distance between the outer edges of the broken ends of the main and turnout
rails.
My Invention further consists in the employment in combination with the
sliding frog and the broken track of a vibratory lever connected with the frog, and
of such construction as by its own weight to fall in one or the other direction into a
horizontal position, and in so doing bring either the main track rail or the turnout
rail of the frog into alignment with the respective rail of the main track or turnout;
they preventing possibility of derailment of the locomotive or cars by a misplaced
switch

page_text: The Drawings accompanying this Specification represent in Figure 1 an isometric
elevation of railway switch containing my improvements, while Figure 2 is a
vertical cross section taken through the shipping lever, with the latter upright;
Figure 3 is a plan of the broken rail, with the sliding frog; Figures 4 and 5 are
plans of the frog and the adjacent ends of the main and turnout rails.
In these Drawings the rails of the main line of track are shown at A, A', and
the turnout at B, B₁, the main rail A being intact or unbroken, while the opposite
main rail A¹ is ruputured or broken, as shown by an opening C (Figure 3), which
opening is occupied by a plate D adapted to slide laterally at right angles to the
rails of the main line and in the same horizontal plane of the latter.
This plate is the foundation of the frog, and carries upon its upper surface three
rails, one of which (the inner) is shown at E; another (which is the outer) at F,
and a third, intermediate between the others, at G.
The first, E, is a rail proper, and when in use serves to connect the ends of the
broken rail A¹ and render such rail A' intact, and when not thus connecting the
ends of the main rail is idle. The outer rail F may be of any desirable width,
its inner edge serving when in use to connect the first portion 1 of the main rail
with the rail B¹ of the turnout, and when not in use is like the rail E idle.
The third and intermediate rail is a wedge shaped or tapering tongue, with its
first or narrow end a of a width equal to or somewhat less than that of the main
rail A', while its rear or opposite end b is of a width equal to the distance between
the outer edges of the end of the turnout rail B and of the adjacent end of the
main rail A¹, in order to open communication with both the latter at the same
time.
Opposite the frog plate C and alongside the rail A., I dispose a flat plate H,
having a guard rail or ledge c upon its inner edge, such guard at one end terminating
in a point opposite the centre of the frog or approximating thereto, while its
opposite end vanishes or closes at a point some distance in advance of the narrower
or first end of the frog plate.
The space or enclosure d, bounded by the rail A. on on one side, and the guard c,
is at one end, that is, its outer or advance end e, contracted to a width to allow of
passage of the flange of the wheels or something more, while at its opposite or inner
end fit expands in width to an extent sufficient to allow of the wheels upon one
side of the car or locomotive to pass obliquely over upon the plate H from one side
to the other of the front end or point g of the turnout rail B, and those upon the
other side of such car or locomotive to pass from the main rail A¹ to the turnout
rail B¹, the point g of the rail B being situated or terminating at a short distance
from the widest end of the enclosure H.
I term the end of the frog and of the enclosure H to the left of the Drawing the
advance or outer end for convenience of explanation.
To control the movement of the frog and lock it in any one of its operative
positions, I employ two horizontal parallel rods or beams I, I, which are pivoted
at their inner ends to the outer edge of the frog plate or of the rail F, and at their
outer extremities being pivoted to or enclosing cranks, h, making part of a
horizontal rock shaft i erected upon the ground or a proper platform alongside the
frog, and carrying a central hand-lever or shipper k by which it may be rocked in
its bearings.
To the upper end of the hand lever k I pivot a latch 7, adapted to operate with
the periphery of an arched plate or bar m, which should be the sector of a circle
struck from the centre of the shaft i, and is erected upon the platform j and
straddles the lower part of the said hand lever, the lower end or nose n of such
latch operating with a notch o in the centre or crown of the arched plate m.
The upper end of the band lever is heavily weighted, and the notch o of the
sector m is so situated with respect to such hand-lever and its latch, the frog, and
the rails E, A', and B', that when the latch rests in the notch the inner edge
of the reserve or extra rail G establishes connection between the ends of the

page_text: main rails A¹, A₁, while at its outer edge of the turnout rail B¹ and its opposite
end with that of the main rail A¹.
Furthermore, a short groove p is cut centrally in the end b of the tongue G, the
bottom of such groove vanishing in the upper surface of the tongue, while alongside
the outer edge of the inner or first end 1 of the rail A¹, I place a block or
plate q, having in its inner end a similar groove 7, the upper surface of the block q
being practically or literally flush with that of the said rail A¹.
When the weighted hand lever is lowered, that is, allowed to drop by its own
gravity to a horizontal position in one direction, viz., toward the track, the rock
shaft is rotated and the outer rail or ledge F of the frog is brought into play, the
weight of the lever being ample to prevent its rising, and serving to lock the frog
in this position. When the hand hand-lever is lowered in the opposite direction to
a horizontal position the rail E of the frog is brought into use, and establishes
connection with the ends of the main rail A¹.
The legitimate operation of the switch is as follows, taking for the first example
the position of parts shown in Figure 1 of the Drawings, that is, with both rails
of the main line intact, the frog being at its extreme outward position :-
In this position it is hardly necessary to explain that both rails of the main line
are intact, as much so as if no switch was in existance, but we will suppose that a
car, for instance upon the turnout, is approaching the switch in this position, that
is, with the switch misplaced for the turnout.
The front and hind wheels of such car, in succession upon the side next the frog,
will on leaving the turnout rail B¹ traverse the tongue or reserve rail G until the
end of the rail A¹ is reached, when they will enter the groove or channel 7, ascend
its inclined bottom, and ride upon the top of the block or plate q, and travel along
the latter; the flanges of the wheels upon the opposite side of the car, in the mean
time, wiping against and being guided by the guard rail c in such manner that the
car is compelled to travel obliquely of the main track until the point of convergence
of the guard c and rail A is reached, at which point such guard exerts its function
to lead the wheels upon its own side to and upon the adjacent part of the rail A,
and those upon the opposite side of the car from the block 9 to and upon the
rail A¹, thus switching the car in safety from the turnout to the main track, should
the switchmen neglect to shift bis switch.
When the movement of the hand lever is reversed, and it is lowered in the
opposite direction, as shown in Figure 4 of the Drawings, the switch is set for the
legitimate use of the turnout, and establishes direct connection between the turnout
rail B and the end q of the main rail A¹.
In this instance if a car is approaching the switch from and in the direction of
the arrow 2 (see Figure 1 of the Drawings) the car is switched off legitimately
from the main line to the turnout, for the reason that the front and rear wheels of
the car upon the side nearest the frog travel directly from the rail A¹ along the rail
or fin G of the frog to the turnout rail B¹, being guided or forced in this path by
the outer edge of the intermediate frog rail or tongue G, while at the same time
the wheels of the opposite side of the car travel successively over the surface of the
plate H in an oblique direction with respect to the main track, and immediately
before reaching the tongue g of the adjacent turnout rail B have left the tread of
the main rail A, and taken to that of the said turnout rail B, the flaring portion
or mouth of the enclosure H being of sufficient width to enable this to be
accomplished.
It will be understood that the height of the treads of the rails A and B are uniform
and equal to the space between the periphery of the tread of the car wheels and of
the flanges of the same, in order that the wheels may leave the rails and travel
upon the plate, or vice-versa.
As the car travels in the opposite direction, that is, from the turnout to the main
track, as shown by the arrow 3 in Figure 1 of the Drawings, the result is the
same practically, except that the order of the movements are reversed, while the
wheels of the car nearest the frog travel from the turnout to the main track over

page_text: the frog rail E under the control of the tongue G, the opposite wheels travel
obliquely over the plate H after leaving the rail B. When the switch is devoted
to its legitimate use, as last explained, the guard rail or fin c does not come
into play.
Should the main rail portion E of the frog become worn to such an extent as to
require renewing the tongue G becomes available. In this event the hand lever is
to be turned into a perpendicular position, as shown in Figures 2 and 5 of the
Drawings, with its latch entering the notch in the arc. In this instance the
inner face or edge of the tongue establishes communication between the two ends
of the main rail A', the rail E of the frog being out of use.
With this position of the frog the switch is misplaced for the turnout in both
directions, and should a car upon such turnout accidentally approach the switch its
wheels upon the side next the frog will successively enter the groove p, ascend its
inclined bottom, and ride upon the top of the tongue G, and will traverso the latter
until they drop between such tongue and the outer rail or guard F, and will by
the latter, conjointly with the tongue, be diverted into the groove r, ascend the
inclined bottom of the latter, and ride upon the top of the block q, and traverse
the latter, while at the same time the wheels upon the opposite side of the car in
succession leave the point of the rail B, traverse the plate H until they wipe against
the guard c, and will by the latter be diverted to the main rail A, the opposite
wheels at the same time, and by the same means, leaving the block 2, and taking
to the main rail A', thus safely leading the car from the turnout to the main
track.
It will thus be seen that the continuity of one rail of the main line is never
ruptured or interfered with. It will also be seen that the switch can never be
misplaced accidentally, for should the switchman carelessly leave the hand lever at
either side of its central position to such an extent as to sensibly change the
position of the frog, the weight of such hand lever will cause it to fall to a
horizontal position in one or the other direction, and in so doing establish legitimate
connection between the main rail and turnout, or between the two portions of the
main rail A².
It will also be seen that while the frog may in two of its three positions be
misplaced for the turnout as coming from such turnout to the main line the car
cannot be derailed, but will be guided with certainty and in safety from the
turnout to the main line should it accidentally or willfully be put in motion in
this direction.
Various mechanical devices other than those herein shown may be employed to
direct the movements of the sliding frog, and I do not restrict myself to such
device, for instance, in lieu of the rock shaft and connecting rods before named
an eccentric or cam may be formed upon or secured to the lower end of the hand-
lever, and this concentric or cam operate a rod connected with the frog. Or the
two rods may be connected to opposite ends of a two armed lever or wheel pivoted
vertically to the platform and operated by a bevel gear fixed to the lower end of
the hand lever, and engaging similar bevel gears fixed to or carried by the lever or
wheel.
The latch confines the hand lever securely and rigidly to the are against the
pressure from in front, and serves to confine the lever against pressure in the opposite
direction I employ a vin or kev a¹ passed through the arc in front of the lever.
First. A railway track having one rail of its main line intact with the opposite
rail intermitted and receiving a laterally sliding frog containing two rails are to
establish communication between the two portions of the main rail, and the other
between one portion of such main rail and the adjacent rail of the turnout, a
suitable bearing plate being combined with the continuous rail, and the relative
positions of the movable frog, the turnout, and rails, and the bearing plate, being t

page_text: such that as the wheels of a car are diverted by the frog from the main rail to
the turnout the opposite wheels travel upon their flanges obliquely across the
bearing plate to pass the point of the adjacent turnout rail, the whole being sub-
stantially as described.
Second. In combination with one intact rail of a railway track a laterally moving
frog, having in addition to its main and siding rails an intermediate reserve or
extra rail, substantially as and for purposes stated.
Third. The combination and arrangements of the intact rail A, turnout rail B,
and plate H, the treads of the rails A and B being in the same plane, and at a
height above the face of the plate equal to the distance between the peripheries
of the treads and flanges and of the car or locomotive wheels, substantially as
explained.
Fourth. The rails A and B and plate H arranged as described in combination
with the rails A¹ and B' and the movable frog, the plate H. and rail B being so
arranged that as the wheels upon one side the car partially traverse the tongue G
and approach the adjacent turnout rail, the opposite wheels traverse the plate H.
obliquely, and their flanges pass to the inside of the rail B, substantially as
explained.
Fifth. The plate H in combination with the main rail Aand turnout pail B, and
having the guard rail or fin c, the enclosure between the said fin, and the rail A
being tapering or flaring at its inner end, and so arranged with respect to the
turnout rail B₁, main rail A', and frog tongue G, that in the event of the wheels
upon one side the car riding upon the groove p and upon the said tongue G, or upon
the groove and upon the short rail or block g, the wheels upon the opposite side
of the car will be guided by the guard rail c to and so as to ride upon the main rail A,
and in so doing force the opposite wheels from the rail or block q to the main
rail A, essentially as stated.
Sixth. The sloping groove p in the tongue G by which the flanges of the wheels
upon one side the car ascend from their ordinary plane to the top of said tongue G,
substantially as described.
Seventh. The sloping groove in the short rail or block q by which the wheels
upon the adjacent side of a car ascend from their ordinary plane to the top of said
block, substantially as set forth and described.
Eighth. The combination of the block 7 with its groove r, the rail A¹, and the
frog tongue G, substantially as described, whereby the flange of a car wheel may
ascend from its ordinary plane to the top of the rail A', and drop from the latter to
bring the treads of the wheel upon the rail.
Ninth. In combination with the intact rail A, the frog tongue G, rail A¹, and
rail or block q with its groove r, the plate H with its guard rail c, such guard rail
being obliquely arranged with respect to the rails A', A, and converging outward
toward the latter in order to direct the wheels upon the opposite side of the car
which may be travelling on their flanges upon the top of plate or rail A inward
toward the centre of the track, and precipitate the treads of the wheels upon the
said track A', substantially as explained.
Tenth. In railway tracks an intact rail upon one side the track in combination
with a movable frog, operating as a switch with the opposite rail, substantially as
described.
Eleventh. The hand-lever or shipper in combination with the rock shaft j,
connecting rods I, I, and the movable frog, or the equivalent of such devices,
whereby the vibrations of the hand-lever impart the necessary movements to the
frog plate, essentially as described.
Twelfth. The hand lever as weighted at its upper end to cause it to drop to a
horizontal position, and in so doing force the frog to its proper position in one of its
extremes, substantially as stated.
Thirteenth. The arc m in combination with the hand lever and its latch, and
having a notch to engage the nose of the latch and lock the lever in an upright
position, essentially as stated.

page_text: Fourteenth. The two sided or furcated arc m embracing opposite sides of tho
hand-lever, and serving to guide the latter in its vibrations as well as to provide a
stop to hold such lever in a vertical position, substantially as described.
In witness whereof, I, the said John Brown Carey, have hereunto set my
hand & seal, this 5th day of May, A.D. 1880.
JOHN BROWN CAREY. (L.S.)