IMPROVEMENTS IN APPARATUS FORMING THE JUNCTIONS WITH RAILWAYS OF BRANCH LINES, SIDINGS, AND CROSSOVER LINES
Year: 1880

page_text: LETTERS PATENT to Richard Price Williams, of 38, Parliament Street, in the
City of Westminster, Civil Engineer, for an Invention of "IMPROVEMENTS IN
APPARATUS FORMING THE JUNCTIONS WITH RAILWAYS OF BRANCH LINES,
SIDINGS, AND CROSSOVER LINES."
PROVISIONAL SPECIFICATION left by the said Richard Price Williams at the
Office of the Commissioners of Patents on the 2nd November 1880.
RICHARD PRICE WILLIAMS, of 38, Parliament Street, in the City of West-
minster, Civil Engineer. "IMPROVEMENTS IN APPARATUS FORMING THE JUNCTIONS
WITH RAILWAYS OF BRANCH LINES, SIDINGS, AND CROSSOVER LINES."
This Invention has for its object improvements in apparatus forming the
junctions with railways of branch lines, sidings, and crossover lines.
I form railway junctions without breaking or interfering with the main line
either at the switch or at the crossing, so that main line trains may pass the
junction at speed which the same security with which they pass over other portions
of the line.
I lay the fixed rails of the branch line where the train enters upon the branch at
a somewhat higher level than the main line, and I provide movable rails or pieces
which can be brought into position to form inclines leading from the main line
rails to the branch. The movable rails forming the junction are each in two
lengths, so that in all there are four movable rails at the point of the junction with
the main line. Two of them constitute the incline above referred to; these are
mounted outside the line, one on each side, and they are laid over the main line
rails when it is required to divert a train on to the branch or to receive a train
therefrom. Their bearing surfaces then overlap the heads of the main line rails and
rest upon them. These two movable rails are coupled together by rods and levers,
and they move simultaneously inwards or outwards as the case may be. They are
carried by levers or links so arranged that the movable rails are lifted in passing
from one position to the other, and they are carried over ridges or elevations
formed upon the chairs. Each section is thus transferred from a bed on one side of
the ridges or elevations to another bed upon the other side, into which it is deposited
securely, so that it cannot move laterally.

page_text: The two other movable rails, or those next to the branch, are arranged
That on the side of the line to
somewhat differently the one from the other.
which the branch diverges is simply pivotted to a chair near where it meets the
branch line rail, whilst its other end is jointed to one of the movable rails
previously described, of which it forms simply the prolongation.
The opposite moveable rail lying inside the main line rails is also jointed to a
chair near where it meets the branch rail; it is connected also across the line with
the corresponding movable rail on the other side, so that these two sections move
simultaneously and in the same direction; whereas the other movable sections or
those adjacent to the point of junction with the main line move simultaneously but
in opposite directions.
When the movable rails are placed to divert a train from the main line to the
branch, the wheels of the train passing from the main line first mount the incline
until the flanges can pass over the main line rails, and then by the curvature of
the moveable rails the train is conducted across and landed on to the rails of the
branch line.
Similarly in passing from the branch to the main line the wheels descend the
incline formed by the movable rails.
Bearing pieces or ramps may be provided for the edges of the wheel flanges to
run upon, as the wheels pass over the points of the moveable rails. If such bearing
pieces bo provided they should be connected across the line with the movable rail
on the other side so as to move simultaneously with it into and out of position.
At the crossing or place where the branch rail crosses the main line rail the
following arrangements are maile :-The branch rail, which is still at a higher lever
than the continuous main line rail, has a gap in it of sufficient length to permit the
main line trains to pass when the gap is open. To carry over trains which are to
pass on to the branch this gap is made good over the top of the main rail bý
ineans of two moveable rails or pieces. These pieces are each at one end jointed or
pivotted to a chair. The joints are adjacent to the ends of the branch rails; the
two movable pieces moving about these joints or pivots can shut together like 'a
pair of gates and complete the branch rail over the top of the main line rail, and
similarly to clear the main line they can be inade to separate (as gates in opening),
and they then leave the gap clear for the wheels of the main line train. The
meeting ends of the gate like pieces are controlled by levers or links, which cause
them in closing together to rise over projections upon the chairs so that, as
already described in respect to the movable switch rails, they are lifted from one
bed to another, and when in place are restrained from lateral movement by the
projections.
These gate pieces are also so formed that in dropping down into their places
they engage with the head of the main rail in such a manner as to render it
impossible for them to shift from their places when the wheels of a train are upon
them.
Where circumstances render it desirable, I provide a tail piece on one of the gate
rails, so that a train aproaching from the branch may by acting against the tail
close the gate pieces together automatically.
The gate pieces and switches are all coupled together, so that in thus closing the
gap over the main line rail the movable inclines are also brought into position for
the safe descent of the train from the branch or siding on to the main line.
The check or guide rails which ordinary crossings are furnished with are not
required with these gate piece crossings, but a check or ramp rail may be provided
and connected with the gate pieces in such manner as to render them immovable
so long as the wheels of the train are bearing upon the check or ramp rail.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Richard Price Williams in the Great Seal Patent Office on the
2nd May 1881.
RICHARD PRICE WILLIAMS, of 3S, Parliament Street, in the City of West-
minster, Civil Engineer. "IMPROVEMENTS IN APPARATUS FORMING THE JUNCTIONS
WITH RAILWAYS OF BRANCH LINES, SIDINGS, AND CROSSOVER LINES."
This Invention has for its object improvements in apparatus forming the
junctions with railways of branch lines, sidings, and cross over lines.
I form railway junctions without breaking or interfering with the main line,
either at the switch or at the crossing, so that main line trains may pass the
junction at speed with the same security with which they pass over other portions
of the line.
I lay the fixed rails of the branch line where the train enters upon the branch at
a somewhat higher level than the main line, and I provide movable rails or pieces
which can be brought into position to form inclines, lending from the main line
rails to the branch.
The moveable rails forming the junction are each in two lengths, so that in all
there are four moveable rails at the point of the junction with the main line. Two
of them constitute the incline above referred to; these are mounted outside the main
line, one on each side, and they are laid over the main line rails when it is required
to divert a train on to the branch or to receive a train therefrom. Their bearing
surfaces then overlap the heads of the main line rails and rest upon them. These
two moveable rails are coupled together by rods and levers, and they move
simultaneously inwards or outwards as the case may be. They are carried by
levers or links so arranged that the moveable rails are lifted in passing from one
position to the other, and they are carried over ridges or elevations formed upon
the chairs. Each section is thus transferred from a bed on one side of the ridges
or clevations to another bed upon the other side, into which it is deposited securely
so that it cannot move laterally.
The two other movable rails or those next to the branch are arranged somewhat
differently the one from the other. That on the side of the main line to which
the branch diverges is simply pivotted to a chair or other fixture near where it
meets the branch line rail, whilst its other end is jointed to one of the moveable
rails previously described, of which it forms simply the prolongation.
The opposite movable rail lying inside the main line rails is also jointed to a
chair rail or other fixed support near where it meets the branch rail; it is connected
also across the line with the corresponding moveable rail on the other side, so that
these two sections move simultaneously, and in the same direction; whereas the
other moveable sections or those adjacent to the point of junction with the main
line move simultaneously, but in opposite directions.
When the moveable rails are placed to divert a train from the main line to the
branch, the wheels of the train passing from the main line first mount the incline
until the flanges can pass over the main line rails, and then by the curvature of the
moveable rails the train is conducted across and landed on to the rails of the
branch line.
Similarly in passing from the branch to the main line the wheels descend the
incline forined by the movable rails.
Bearing pieces or ramps may be provided for the edges of the wheel flanges to
run upon, as the wheels pass over the points of the moveable rails. If such
bearing pieces be provided, they should be connected across the line with the
movable rail on the other side, so as to move simultaneously with it into and out
of position.

page_text: At the crossing or place where the branch rail crosses the main line rail the
following arrangements are made:-The branch rail, which is still at a higher level
than the continuous main line rail, has a gap in it of sufficient length to permit the
main line trains to pass when the gap is open. To carry over trains which are to
pass on to the branch, this gap is made good over the top of the main rail by means
of two moveable rails or pieces. These pieces are each at one end jointed or
pivotted to a chair or other fixture. The joints are adjacent to the ends of the
branch rails; the two moveable pieces moving about these joints or pivots can shut
together like a pair of gates, and complete the branch rail over the top of the main
line rail, and similarly to clear the main line they can be made to separate (as
gates in opening), and they then leave the gap clear for the wheels of the main line
train. The meeting ends of the gate like pieces are controlled by levers or links,
which cause them in closing together to rise over projections upon the chairs, so
that as already described in respect to the moveable switch rails they are lifted
from one bed to another, and when in place are restrained from lateral movement
by the projections.
These gate pieces are also so formed that in dropping down into their places,
they engage with the head of the main rail in such a manner as to render it
impossible for them to shift from their places when the wheels of a train are
upon them.
Where circumstances render it desirable, I provide a tail piece on one of the
gate rails, so that a train approaching from the branch may by acting against the
tail close the gate pieces together automatically. The gate pieces and switches are
all coupled together, so that in thus closing the gap over the main line rail
the moveable inclines are also brought into position for the safe descent of the train
from the branch or siding on to the main line.
The check or guide rails which ordinary crossings are furnished with are not
required with these gate piece crossings, but a check or ramp rail may be pro-
vided and connected with the gate pieces in such manner as to render them
immoveable so long as the wheels of the train are bearing upon the check or
ramp rail.
In order that my said Invention may be most fully understood and readily carried
into effect, I will proceed to describe the Drawings hereunto annexed.
Figure 1 is a plan of the switch portion of a railway junction; the parts are set
for branch line trains to pass.
Figure 2 is an elevation; Figure 3 shows separately the locking arrangements.
Figure 4 is a section taken on the line C, C, in Figure 1 looking towards the
right.
Figure 5 is a section taken on the line D, D, in Figure 1 looking towards the
right.
Figure 6 is a section taken on the line L, L, in Figure 1 looking towards the
right.
Figure 7 is a section taken on the line G, G, in Figure 1 looking towards the
right.
Figure 8 is a section taken on the line K, K, in Figure 1 looking towards the
right.
Figure 9 is a section taken on the line A, A, in Figure 1 looking towards the
right.
Figuro 10 is a section taken on the
right.
Figure 11 is a section taken on the
right.
line B, B, in Figure 1 looking towards the
line E, E, in Figure 1 looking towards the

page_text: right.
Figure 13 is a section taken on the line H, H, in Figure 1 looking towards the
right.
Figure 14 is a section taken on the line I, I, in Figures 1 looking towards the
right.
Figure 15 is a section taken on the line J, J, in Figure 1 looking towards the
right.
The thick dotted lines indicate the positions when the moveable rails are at a
distance from the main rail.
a, a, are the continuous fixed main line rails; b, b, are the fixed rails of the
branch line standing at a higher level than the rails a, a; c, d, e, and f, are the
four moveable rails at the point of the junction; c and d are the moveable rails
which form the incline by which the wheels ascend in passing from the main line
to the branch, or descend if the train be passing from the branch to the main line.
The moveable rails c and d are carried by levers or links g, g, which are pin-jointed
to suitably formed supports, and at their upper ends they are also jointed to pieces
fixed on to the moveable rails. The links g, g, in moving around their fulcra
cause the moveable rails c and d as they pass from one position to another to rise
from the bed in which they lie when in one position to pass over projections upon
the chairs, and to descend again on to the bed they should occupy when in their
other position, which is on the other side of the projection on the chairs. By this
contrivance it is ensured that the moveable rails shall have no tendency to move
from their places when the traffic is taking place over them. It is convenient that
the main line rails should be notched where the moveable rails c and d lie against
them as the Drawing indicates, to admit of greater substance being given to tho'
moveable rails.
The other moveable rails c and f and also the gate pieces o and p, hereinafter
further described, also rise over projections in passing from one position to another.
I is a rod operated by a hand lever or otherwise, and from this rod all the moveable.
parts of the junction are operated simultaneously. It gives motion to two T shaped
levers i, i, and one arm of each of these levers is connected by a rod k with the moveable
rail c, whilst the other arms of these levers by means of other rods L, levers l', and
rods passing underneath the line of railway, give movement to the levers or
liuks g, g, by which the moveable rail d is carried. The moveable rail e is
connected at one extremity by a pin joint to the end of the rail c, and at the other
a fish plate joint connects it with adjacent fixed rail b. The moveable rails c and e
might, but less conveniently, be made in one piece. The moveable rail ƒ is fish
jointed at one end to the adjacent rail b, and at the other is carried by levers or
links m and a rod n passing beneath the fixed rails to corresponding links m in
connection with the moveable rail e on the other side, so that the moveable rail f
moves with the rail e and the two approach to and recede from the main line rails
simultaneously.
Figure 16 is a plan of the crossing part of a railway junction.
Figure 17 is a longitudinal section of the same.
Figure 18 is a transverse section at N, N, Figure 16, looking towards the right.
Figure 19 is a transverse section at M, M, Figure 16, looking towards the right.
Figure 20 is a transverse section at V, V, Figure 16, looking towards the right.
Figure 21 is a transverse section at U, U, Figure 16, looking towards the right.
Figure 22 is a transverse section at Q, Q, Figure 16, looking towards the right.
Figure 23 is a transverse section at P, P, Figure 16, looking towards the right.
Figure 24 is a transverse section at O, O, Figure 16, looking towards the right.
Figure 25 is a transverse section at R, R, Figure 16, looking towards the right.
Figure 26 is a transverse section at S, S, Figure 16, looking towards the right,
and
Figure 27 is a transverse section at T, T, Figure 16, looking towards the right.
At the crossing there is no gap in the main rail a, but in the branch rail b, which

page_text: is at a higher level there is a gap, and o, p, are two moveable rails or gate pieces
by which this gap is made good when branch line trains are to pass. Each of
these gate pieces is at one end fish jointed to the adjacent fixed rail and at the
other is carried by levers or links 8, 8. The gate pieces receive their motion from
the rod through a T form lever q and connecting rods 7, r, levers r¹,
and rods, so that the gate pieces are closed together at the same time that the
moveable rails c, d, e, and f, are closed up against the main line rails. The line is
thus prepared for branch trains. Similarly the gate pieces o and p are separated or
the gates are opened at the same time that the moveable rails c, d, e, and f are
withdrawn from the main line rails. The main line is thus left clear for main
line trains.
t is a bolt rod shooting projections into recesses in the rods k, l, and r, to lock
the switch rails and gate pieces in place either for the main line or branch.
u, u, are counterpoise weights fixed on the under sides of ", n, and r".
These gate pieces admit of the main line being crossed at a more acute angle
than is practicable by the means at present in ordinary use.
Footed rails or other section of rails may be employed instead of the form of rail
shown by the Drawings.
Having thus described the nature of my said Invention and the manner of
performing the same, I would have it understood that I claim,-
First. The method of forming railway junctions by providing at the point of
the junction moveable rails, which when out of use are outside the line of railway and
leave the line free from all interference, and which when made to approach each
other overlie the main line rails, and form inclines by which the wheels of a passing
train are led from the main line to the branch line and vice versa, substantially as
described.
Second. The arrangement of the two moveable rails d and
approaching the
main rail from opposite sides and meeting over the top of the main rail to complete
the connection between the main line and the branch line, substantially as
described.
Third. The arrangement at the crossing of gate pieces o and closing together
to complete the branch rail over the top of the main rail, and opening to leave the
main line free for the passage of main line trains along it, substantially as described.
Fourth. My improvements in apparatus forming the junction with railways
of branch lines, sidings, and cross over lines, without breaking or interfering with
the main line, substantially as described and represented in the annexed Drawings.
In witness whereof, I, the said Richard Price Williams, have hereunto set my
hand and seal, this Twenty-ninth day of April, in the year of our Lord
One thousand eight hundred and eighty one.
DDTA
TTTTTUS
101