IMPROVEMENTS IN RAILWAY SWITCHES OR POINTS, AND IN THE MODE OF CONNECTING THE SAME WITH THE SIGNALS
Year: 1878

page_text: LETTERS PATENT to Egmont Feldtmann, of the City of London, for the In-
vention of "IMPROVEMENTS IN RAILWAY SWITCHES OR POINTS, AND IN THE
MODE OF CONNECTING THE SAME WITH THE SIGNALS." A communication
from abroad by August Blauel, of Breslau, in the Empire of Germany,
Engineer.
Sealed the 28th January 1879, and dated the 31st July 1878.
1
PROVISIONAL SPECIFICATION left by the said Egmont Feldtmann at the
Office of the Commissioners of Patents on the 31st July 1878.
EGMONT FELDTMANN, of the City of London. " IMPROVEMENTS IN RAILWAY
SWITCHES OR POINTS, AND IN THE MODE OF CONNECTING THE SAME WITH THE
SIGNALS." A communication from abroad by August Blauel, of Breslau, in the
Empire of Germany, Engineer.
This Invention relates to certain peculiar constructions and arrangements of
switches, centre pieces, and switch locks for railways; also in their mode of con-
nection with signals; also to a self-acting apparatus for changing the switches,
whereby the main line is left uninterrupted, the loop line, branch, or siding, as well
as the main line, being open for traffic.
The improved switches are constructed with an inner and an outer switch
tongue. These tongues form the continuation of the side line or branch, and press
on the uninterrupted rails of the main line. If the switch tongues are turned off
and the switches opened for the main line, the latter can be used as if no switch
was there.
To enable the rolling stock to run on the main line rails without interruption
the wheel flanges must pass over the latter. The outer tongue is placed on a
slightly rising gradient, so as to be above the surface of the rails. The inner switch
tongues are also placed on a corresponding rising gradient, in order to avoid the
inclining of the carriage axles towards one another,

page_text: 4
With a view to enable the inner tongue to move outwards sufficiently the gauge
of the main rail on the switch should be slightly increased.
The inner tongues are constructed in the ordinary way, but their connection with
the main rails is peculiar, as in order to prevent overturning shoes are appended
thereto. In addition a short check rail of angle iron is connected with them, which,
when carriages are in the act of passing from the side line, replaces the guide to the
flange of the opposite wheel on passing over the main rails.
For greater safety a short check rail is fixed on to the switch rail in front of the
inner tongue point.
The outer tongue is divided in two parts. The short front piece, namely, the
point, turns the now horizontal piece from off the main line, forming a continuation
of the catch rail herein-after described, whilst the other and longer piece, which is
joined in the usual way with the inner tongue, is shifted from the rails.
The catch rail above referred to constitutes a self-acting safety apparatus for the
outer tongue, that is to say, when the carriages pass over the latter the wheels at
the same time grip the catch rail, which being supported by the joints prevents the
A lateral
tongue from turning off by the wheels, which are thus pressed on to it.
yielding of the front tongue is immediately prevented by supporting joints which
hold the same.
According to another arrangement of switch the entire outer tongue will not be
shifted on sliding blocks, but will be merely turned or folded over from off the
main rail in an almost horizontal joint, in like manner as effected under the previous
arrangement by the tongue point and folding rail.
When the switch is set for the side rail the tongue rests on supports, and its
turning off is prevented by the slanting declivity towards the joints when the trains
pass over.
As regards the section of the tongues I would observe that for the outer tongue
the rail section is the best, but for the inner tongue the section should have a broad
foot or flange and head, somewhat thus
In some cases the check rail, which has otherwise to be attached, may be made
out of one piece with the tongue, and the first rising of the wheels can be effected
by running on the wheel flanges.
The centre pieces are so constructed and arranged that the main line will also be
uninterrupted, the wheel flanges crossing the centre piece in the branch line, being
conducted over the rails of the main line. The branch rails at this point are there-
fore placed slightly higher than those of the main line, and so far set apart that the
wheels running on the main line cannot touch them.
The branch rail running from the side of the switch terminates in a wing rail,
which carries the wheels over the gap, and causes the wheel flange to run up on
to the main rails by means of a level piece of cast steel screwed on to it, which
again with a centre point receives the wheel and conducts it on to the meeting rail.
As the wheels whilst in the gap have no guidance from their flanges, it is
necessary to have a good fitting check rail fastened on to the rail opposite the
centre piece.
The wing rail, centre point, and surface of the cast steel piece on to which the
flanges run up are so inclined towards one another that even should the heights of
the flanges vary all shocks are prevented.
The wing rail can either be produced by bending the track rail, or can be made
by a special casting, to which the ordinary rail of the side track joins.
The self-acting changing apparatus serves to prevent the trains which come from
the branch line (in case the points are set wrong) from leaving the metals.
A movable tongue of angle iron is fixed on the inner side of the branch rails,
and is connected with the draw bar of the point box. This tongue lies against the
track rails when the switch is opened for the main line, and when a carriage comes
from the side line the wheel flanch turns up the turning tongue, and the switch is
thereby opened for the branch line..

page_text: To enable the locomotive driver to see from a distance in a free track whether the
points are set right for passing through, a safety lock is to be applied in connection
with a signal post.
Under the outer tongue there is a lifter or tappet placed at the standard height
of the metals, which lifter can only be turned when the switch is set for the main
line. When turned, this will prevent the tongue from turning back, and will thus
secure the points for the through traffic on the main line. The said lifter or tappet
is fixed on a shaft leading to the signal post carrying two levers, which engage with
the hand levers for setting the signal by means of two slide bars with long slots..
When the slide bars are pushed up, that is to say, when the lifter is pressed down
to permit the setting of the switch for the branch line, the signal levers cannot be
pressed down, and a signal cannot therefore be given.
To allow the signal to be given it is necessary to set and lock the switch for the
main line. The lock can now be re-opened to turn the switch for the side line
until stop signals are given to both lines, and not until then will the hand lever.
permit of the forcing up of the sliding bars and the opening of the switch lock.

page_text: 3.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Egmont Feldtmann in the Great Seal Patent Office on the 29th January
:: 1879.
EGMONT FELDTMANN, of the City of London. "IMPROVEMENTS IN RAILWAY
SWITCHES OR POINTS, AND IN THE MODE OF CONNECTING THE SAME WITH THE
SIGNALS." A communication from abroad by August Blauel, of Breslau, in the
Empire of Germany, Engineer.
This. Invention relates to certain peculiar constructions and arrangements of
switches, centre pieces, and switch locks for railways; also to their mode of con-
nection with the signals; and to a self-acting apparatus for changing the switches,
whereby the main line is left uninterrupted, whilst the loop line, branch, or siding,
as well as the main line, is open for traffic.
And in order that the said Invention may be more clearly understood, I shall
now proceed more particularly to describe the same, and for that purpose shall refer
to the several Figures on the annexed three Sheets of Drawings, which illustrate
the improved construction of switches, centre pieces, and switch locks in connection
with a signal post and self-acting apparatus for changing the switches, by which the
main rails are left uninterrupted. The same letters of reference indicate corre-
sponding parts in all the corresponding Figures.
Figure 1 (Sheet 1) is a plan of the whole arrangement.
Sheets 2 and 3 illustrate on a scale of about one-tenth of the real size two different
constructions of the switch itself, both with an inner tongue A and an outer
tongue B. These tongues A and B form the continuation of the side line, and fit
on the uninterrupted rails C and D of the main line. If the switch tongues be
turned off the switch will be opened for the main line, and the latter can be used
for traffic just as though no switch were there. In this way the so-called half
turning of the switch is obviated.
In order to enable the carriages to shunt without interrupting the rails of the
main line the wheel flanges must be able to pass over the latter. I therefore place
Moreover
the outer tongue B about one inch and an eighth above the rail surface.
the inner tongue A receives a similar rise or acclivity in order to obviate any
inclining of the carriage axles towards each other.
With a view to enable the inner tongue A to move out sufficiently, I give to the
main rail within the switch an additional -guage of about 15/- To the inner
tongue AI fit a short check rail F, which gives to the flange of the opposite
wheels of carriages coming from the side line a guidance in passing over the main
rail D.
The inner tongue I make either out of the steel generally used for making switch
tongues, to which I fasten the necessary check rail F of angle iron, as shown in the
construction on Sheet 2, and in which manner the tongue is secured against tipping
over by the appended peculiar shoes E; or I plane the inner tongue A with the
check rail F out of square block steel, as shown in the second mode of construction
on Sheet 3.
For greater safety a short check rail g is fixed in front of the inner tongue point
on to the switch rail.
In the construction of the switch as shown on Sheet 2 the outer tongue B is
divided into two parts; the short fore piece H as a continuation of the catch rail I,
further described hereafter, turns off round the horizontal hinge joints K from the
main rail D, while the other longer piece B, joined in the usual manner by coupling
or draw bars M with the inner tongue A, is shifted from the rails D by said draw
bars.
The catch rail I mentioned above offers a self-acting safety apparatus for the outer
tongue B, viz., when the carriages pass over the latter the wheels grip the catch
rail I, which rests against the hinge joints K, and prevent the turning off of

page_text: tongue B by the wheels pressing on to the same. A turning off of the fore tongue H
is directly prevented by the supporting hinge joints K, which hold the same.
All details are clearly shown in the Drawings, and require therefore little
description.
Figure 18 (Sheet 2) is the ground plan of the switch.
Figure 19 is an outer view of tongue B with catch rail I.
Figure 17 shows the rising of the inner tongue A.
Figures 20 to 23 are sections of various parts of the switch when placed for side
rails, and Figure 20" when set for the main rail.
Figures 20 and 20% are sections through the tongue points, showing the off-
turning piece H of the outer tongue, and the catch O moved by the point box
draw bars N, by means of which the folding rail I & the connected tongue point H
are turned off.
Figs. 21 and 22 (Sheet 2) are sections at the centre part of the switch, showing
the position of the tongues A & B, their supports P, and catch rail I; the latter I
make of angle iron to reduce the weight.
Figure 23 is a section of the tongue rools.
Second Arrangement.-In the second switch construction, as illustrated on
Sheet III., the whole outer tongue B turns over into the almost horizontal hinges K
off the main rail D, & nearly in the same manner as is done with the tongue
point H & folding rail I of the first construction.
If the switch is set for the side rail the tongue B rests on supports P, and its
turning off is prevented by the slanting declivity towards the joints K when the
train passes over it.
Figure 25 (Sheet 3) shows a ground plan of the switch.
Fig. 26 is a view of the outer tongue B.
Fig. 24 is a view of the inner tongue A.
Figs. 27 & 27 are sections through the tongue points of the switch in the two
positions, & Fig. 36 is a section at the end.
The construction of the centre piece is shown on Sheet 1 in Figs. 2 to 13, by
which the main line will not be interrupted, but the wheel flanges crossing the
centre piece in the branch line will be conducted over the rails of the main line D.
The branch rails R & S at this point are therefore placed about 1/8 inches higher
than those of the main line, and laid so far apart that the wheels running on the
main line cannot touch them.
The branch rail R joining from the side of the switch ends in a wing rail T,
which carries the wheels over the gap, & causes the wheel flange to run up on to
the main line D by means of an equally piece of cast steel U screwed on to it,
which again with a centre point V takes up the wheel & conducts it on to the
adjoining rail S.
In the gap the wheels have no guidance through the flanges; a check rail X
(Fig. 1), Sheet 1, is therefore well fastened on to the rail W opposite the centre
piece.
The wing rail T, centre points V, & surface of the cast piece U, on to which the
flanges run up, are so inclined towards each other that shocks are prevented, even if
the heights of the flanges vary.
The wing rail T can either be produced by bending or working the track rail R
as shown in Figs. 2, 3, and 6 to 11 (Sheet 1), or it may be formed by special cast
piece T, to which the ordinary rail R of the side track joins.
Figs. 4, 5, 12, & 13, as well as Figs. 6, 9, 10, & 11 of the first construction, refer
to this last modification.
The self-acting changing apparatus, as detailed in Figs. 14 & 15 on Sheet 1,
prevents the trains coming from the branch line from leaving the metals in case
the switch be set wrong.
A moveable tongue L, Fig. 1, of angle iron is placed on the inner side of the
branch rail W, & is connected by means of levers and draw bars with the draw
bar N of the point box. This tongue L rests against the track rail W when the

page_text: switch is set for the main line, and when a train comes from the side line then the
wheel flange moves the turning tongue L, & the switch is thereby opened for the
branch line.
To enable the engine driver to see from a distance in a free track whether the
points are set right for passing through, a safety lock a is to be applied in con-
junction with a signal post b, see Figs. 1, 16, 16ª, & 16b, on Sheet 1. The safety
lock itself is drawn in Figs. 25, 26, & 29, on Sheet III.
Under the outer tongue B is placed a lifter or thumb a, placed in the standard
heighth of the metals, which can only be turned in setting the switch for the main
line, as it would otherwise knock under the tongue B in question. When turned
this will prevent the tongue B from turning back, and thereby secure the pointing for
free through passage on the main line. The thumb is fixed on a shaft c leading to
the signal post b, see Figs. 1, 16ª, & 16b, where it supports two small levers d, which
catch into the band levers f by means of two slide bars e with long slits for
setting the signal. When these slide bars e are pushed up, as drawn in Fig. 16ª,
viz., when the shutting thumb a is pressed down to permit the switch being set for
the branch line, then the signal levers ƒ cannot be pressed down, and a signal cannot
therefore be given.
To allow the signal to be given it is necessary first to set the switch for the main
line. The lock is thus fixed by the signal, as shown in Figs. 16 & 16b, & cannot be
re-opened or the switch turned for the side line until stop signals are given both
ways, for not until then will the hand levers f permit the pressing up of the sliding
barse & the opening of the switch lock.
The above described switch constructions will answer well in traffic. They afford
complete safety for changing from the main line into the side line, without in the
least impairing the security of the traffic on the main line. The adoption of the
same is especially recommended for junctions outside the stations, and for all such
switches which are traversed by passenger & fast trains without stopping.
Having now described and particularly ascertained the nature of the said
Invention, and the manner in which the same is or may be used or carried into
effect, I would observe in conclusion that what I consider to be novel & original,
& therefore claim as the Invention secured to me by the herein-before in part
recited Letters Patent is,-
First. The peculiar constructions & arrangements of switches, centre pieces,
& switch locks for railways, & their mode of connection with the signals, sub-
stantially as herein-before described, & illustrated by the Drawings hereunto
annexed.
Second. The peculiar self-acting arrangement for changing the switches, whereby
the main line is left uninterrupted, whilst the branch or siding, as well as the main
line is open for traffic, substantially as herein-before described, & illustrated by the 4
Drawings hereunto annexed.
In witness whereof, I, the said Egmont Feldtmann, have hereunto set my
hand and seal, this Twenty-ninth day of January, in the year of our Lord
One' thousand eight hundred and seventy-nine.
Witness,
EDWIN P. ALEXANDER,
Consulting Engineer & Patent Agent,
14, Southampton Buildings,
Chancery Lane,
.W.C.
EGMONT FELDTMANN. (LS.)