A Pivoted Switch for Suspended Tramways.
Year: 1898

page_text: A Pivoted Switch for Suspended Tramways.
I, CHARLES DENTON ABEL, of Birkbeck Bank Chambers, Southampton Buildings,
in the County of London, Consulting Engineer and Chartered Patent Agent,
do hereby declare the nature of this invention (as communicated to me from
abroad by Adolf Bleichert & Co., of Leipzig-Gohlis, Germany), to be as follows:-
--
This invention has reference to a pivoted switch for suspended tramways,
which turns sideways, when opened and shut, and which after having been
opened, closes itself automatically either by gravity or by a counter-weight or
spring-power.
This switch can be designed either as a tongue-switch or as a full rail-switch,
and it may be combined with a special arrangement by which it will be locked
in its open position.
The accompanying drawings shew the switch in its simplest construction,
acting exclusively by gravity.
Figs.
to 5 shew one arrangement thereof as a tongue switch; Figs. 1, 2
and 3 shew a front view, sectional side view and sectional plan of the hanger
carrying the pivot of the switch; Fig. 4 shews a plan and Fig. 5 a front view of
the complete switch to a smaller scale; Figs. 6, 7 and 8 shew front view, plan
and end view of another arrangement of the tongue switch; Fig. 9 shews a
detached detail; Fig. 10 shews a plan and Fig. 11 a front view of an arrange-
ment with full rail-switch; Figs. 12, 13 and 14 shew cross sections.
The essential parts of this switch consist of the rail a, the one end of which
is shaped into a tongue and which is provided with an inclined pivot 6 supported
by the hanger c.
The rail d d (Fig. 4) forms the continuous suspended track, with which another
track e is to be connected by means of the switch a.
The switch is usually closed, resting with its tongue on the continuous track
(Fig. 4).
If a tramway car is moved along on the rail in the direction of the arrow
(Fig. 4) the car-hanger will strike against the switch and push it sideways into
a position as indicated by dotted lines, after which the switch will close auto-
matically again as soon as the car has passed.
Owing to the inclined pivot b the switch does not swing horizontally, but the
plane in which it swings is inclined to the horizontal to such an extent that in
opening the switch, its centre of gravity is raised sufficiently to cause it to close
again safely and automatically by dropping when released, the tongue descending
sideways to the continuous track and placing itself on the head of the rail as
shewn at Fig. 5.
If a ropeway-car has to be transferred from the rail e to the rail the switch
remains closed and therefore the simple type of the self-acting switch is suffi-
cient for connecting two lines. If however the cars move in the opposite direc-
tion to the arrow (Fig. 4) the attendant, must open the switch, if the car is to
remain on the rail d d. The switch is in this case continued backward beyond

page_text: the hanger c by means of a flat tail piece f, riveted to it (Fig. 6 and 7) and con-
nected to a cord pull g which is carried over rollers to beyond the entrance of the
switch.
If now the attendant wants to push the car on the rail from the point X to Z
(Figs. 6 and 7) he has, when a car is passing by, only to pull at the handle of
the cord g, whereby the switch a is placed in the position indicated by dotted
lines in Fig. 7 and thus opens the rail d d, for the free passage of the car.
In order to keep the switch a in its open position a stop lever i, is fixed to the
railee (Figs. 6-9) being pivoted at k
The centre of gravity of this lever is located on that part which is towards the
switch and which, owing to the weight of the lever rests upon the extension of
switch f.
As long as the switch is closed, the stop-lever i takes the position as indicated
in Fig. 8, but if the switch is opened by pulling at the cord g or by the passing
of a car, the switch tail f turns in the direction of the arrow (Fig. 8) assuming
a position as indicated by dotted lines.
The stop lever i is then by its own weight placed in the position as indicated
by dotted lines in Fig. 6, and in full lines at Fig. 9, whereby f engages in the
slot of and therefore prevents the closing of the switch.
The switch a must now remain in its open position, thus opening the passage
on the rail dd while the rail e e is closed to the cars coming from X.
If now a car is moved along on the rail e e from Y to the switch a, the car
wheel-flanges press upon that part of the catch-lever i which is extended to Y
and turn the same downwards, whereby the opposite part leaning upon f is
lifted up as shown at Fig. 6.
The tail of the switch is now released and the switch a closes automatically
by its own weight, before the car approaches the car coming from Y consequently
automatically closes the switch a, and thus run along its way safely without
requiring any assistance of the attendant.
In order to be able to close the open switch as well against a car coming
from X, the lever is connected with a cord h, which similar to the cord g,
leads over rollers to the entrance end of the switch a.
If the attendant in passing by, pulls at the cord, the stop lever is raised
and the switch a closes itself immediately, opening the way of the rail e c.
This combination has the following advantages.
Each car, arriving on the rail d d from Z opens automatically the switch a,
which now remains in its open position as long as the cars run regularly on the
line d d.
Each car arriving from Y and to be transferred from the rail line cc to X,
automatically closes the switch a, which remains in the position as long as the
cars are running this way.
If the cars run in the opposite direction, from X to Z and Y respectively, the
attendant has to pull at the cord g or h, whereby the switch is at once placed in
its proper position, in which it remains until a change of direction is required.
The cords g and h are arranged respectively on the right and left hand side
of the rail din such a manner that it is quite impossible for the attendant to
make any mistake in the steering.
With the arrangement specified as above, the switches are to be tongue-
switches, in order that track d d may be continued without interruption; the
tongue switch a has in this case to be raised sufficiently above the rail d so that
the flanges of the wheels can not strike against the rail d at the turn-outs.
Figs. 10 to 14 shew a self-acting switch of the same type, but constructed as a
full rail-switch.
At the turn-out of the switch n, a casting m is inserted in the interrupted
rail, for the purpose of serving as a rail for the wheels of the cars which
pass from to ', while the switch is open.
As will be seen from Fig. 14, one of the wheel-flanges of the cars passing

page_text: from to is caught in a small groove p of the intermediate piece m, insuring
the safe passage of the cars.
As illustrated in Figs. 12 and 13, the end of the switch n does not form a
tongue, but only some of the lower part of the rail switch is removed so that
it can lean upon the intermediate piece m and thus connect with o.
The rail switch n needs to be raised only to such an extent that the flanges
of the wheels can pass over the small projecting groove-collars of the casting m,
without touching them, for which purpose a raising of only a few millimetres
will be sufficient.
The construction of this rail-switch is otherwise the same as that of the
tongue-switch as specified above.
In case it should be preferred for any reason, not to use the switch with an
inclined pivot, almost the same effect can be obtained with a switch swinging
horizontally by providing it with a counter-weight, which operates directly upon
the switch or a, or on the tail thereof; or in lieu of the counter-weight,
springs may be used which act on the switch or its tail, or the switch may be
shut automatically by means of a helical spring acting in torsion mounted on the
pivot b and acting directly upon it.
Dated this 20th day of December 1898
ABEL & IMRAY,
Agents for the Applicant.
A Pivoted Switch for Suspended Tramways.
I, CHARLES DENTON ABEL, of Birkbeck Bank Chambers, Southampton Buildings,
in the County of London, Consulting Engineer and Chartered Patent Agent,
do hereby declare the nature of this invention (as communicated to me from
abroad by Adolf Bleichert & Co., of Leipzig-Gohlis, Germany), and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:-
This invention has reference to a pivoted switch for a suspended tramway,
having a continuous main rail which switch turns sideways, when opened and
shut and which after having been opened, closes itself automatically either by
gravity or by a counter-weight or spring power.
This switch can be designed either as a tongue-switch or as a full rail-switch,
and it may be combined with a special arrangement by which it will be locked
in its open position.
The drawings accompanying my Provisional Specification shew the switch in
its simplest construction, acting exclusively by gravity.
Figs. 1 to 5 shew one arrangement thereof as a tongue switch: Figs. 1 2
and 3 shew a front view, sectional side view and sectional plan of the hanger
carrying the pivot of the switch. Fig. 4 shews a plan and Fig. 5 a front view of
the complete switch to a smaller scale; Figs. 6, 7 and 8 shew front view, plan
and end view of another arrangement of the tongue switch; Fig. 9 shews a
detached detail; Fig. 10 shews a plan and Fig. 11 a front view of an arrange-
ment with full rail-switch; Figs. 12, 13 and 14 shew cross sections.
The essential parts of this switch consist of the rail a, the one end of which
is shaped into a tongue and which is provided with an inclined pivot b supported
by the hanger c.
The rail d d (Fig. 4) forms the continuous suspended track, with which another
track e is to be connected by means of the switch a.

page_text: The switch is usually closed, resting with its tongue on the continuous track
(Fig. 4).
If a tramway car is moved along on the rail in the direction of the arrow
(Fig. 4) the car-hanger will strike against the switch and push it sideways into
a position as indicated by dotted lines, after which the switch will close auto-
matically again as soon as the car has passed.
Owing to the inclined pivot b, the switch does not swing horizontally, but the
plane in which it swings is inclined to the horizontal to such an extent that in
opening the switch, its centre of gravity is raised sufficiently to cause it to close
again safely and automatically by dropping when released, the tongue descending
sideways to the continuous track and placing itself on the head of the rail as
shewn at Fig. 5.
If a ropeway-car has to be transferred from the rail e to the rail d the switch
remains closed and therefore the simple type of the self acting switch is suffi-
cient for connecting two lines. If however the cars move in the opposite direc-
tion to the arrow (Fig. 4) the attendant must open the switch, if the car is to
remain on the rail d d. The switch is in this case continued backward beyond
the hanger c by means of a flat tail piece f, riveted to it (Fig. 6 and 7) and con-
nected to a cord pull g which is carried over rollers to beyond the entrance of the
switch.
If now the attendant wants to push the car on the rail from the point X to Z
(Figs. and 7) he has, when a car is passing by, only to pull at the handle of
the cord g, whereby the switch a is placed in the position indicated by dotted
lines in Fig. 7, and thus opens the rail d d, for the free passage of the car.
In order to keep the switch a in its open position a stop lever i, is fixed to the
railee (Figs. 6-9) being pivoted at k.
The centre of gravity of this lever is located on that part which is towards the
switch and which, owing to the weight of the lever rests upon the extension of
switch f.
As long as the switch is closed, the stop-lever i takes the position indicated
in Fig. 8, but if the switch is opened by pulling at the cord y or by the passing
of a car, the switch tail f turns in the direction of the arrow (Fig. 8) assuming
a position indicated by dotted lines.
The stop lever i is then by its own weight placed in the position indicated
by dotted lines in Fig. 6, and in full lines at Fig. 9, whereby f engages in the
slot of and therefore prevents the closing of the switch.
The switch a must now remain in its open position, thus opening the passage
on the rail d d while the rail e e is closed to the cars coming from X.
If now a car is moved along on the rail e e from Y to the switch a, the car
wheel-flanges press upon that part of the catch-lever i which is extended to Y
and turn the same downwards, whereby the opposite part leaning upon f is
lifted up as shewn at Fig. 6.
The tail of the switch is now released and the switch a closes automatically
by its own weight, before the car approaches; the car coming from Y consequently
automatically closes the switch a, and thus runs along its way safely without
requiring any assistance of the attendant.
In order to be able to close the open switch as well against a car coming
from X, the lever i is connected with a cord h, which similar to the cord g,
leads over rollers to the entrance end of the switch a.
If the attendant in passing by pulls at the cord h, the stop lever i is raised
and the switch a closes itself immediately, opening the way of the rail e c.
This combination has the following advantages.
Each car, arriving on the rail d d from Z opens automatically the switch a,
which now remains in its open position as long as the cars.run regularly on the
line d d.
Each car arriving from Y and to be transferred from the rail line e e to X,

page_text: automatically closes the switch a, which remains in the position as long as the
cars are running this way.
If the cars run in the opposite direction, from X to Z and Y respectively, the
attendant has to pull at the cord g or h, whereby the switch is at once placed in
its proper position, in which it remains until a change of direction is required.
The cords and are arranged respectively on the right and left hand side
of the rail in such a manner that it is quite impossible for the attendant to
make any mistake in the steering.
With the arrangement specified as above, the switches are to be tongue
switches, in order that track d d may be continued without interruption; the
tongue switch a has in this case to be raised sufficiently above the rail d so that
the flanges of the wheels can not strike against the rail d at the turn-outs.
Figs. 10 to 14 shew a self acting switch of the same type, but constructed as a
full rail-switch.
At the turn out of the switch n, a casting m is inserted in the interrupted
rail, for the purpose of serving as a rail for the wheels of the cars which
pass from to , while the switch is open.
As will be seen from Fig. 14, one of the wheel flanges of the cars passing
from to is caught in a small groove p of the intermediate piece m, insuring
the safe passage of the cars.
As illustrated in Figs. 12 and 13, the end of the switch n does not form a
tongue, but only some of the lower part of the rail switch n is removed so that
it can lean upon the intermediate piece m and thus connect with o.
The rail switch n needs to be raised only to such an extent that the flanges
of the wheels can pass over the small projecting groove collars of the casting m,
without touching them, for which purpose a raising of only a few millimetres
will be sufficient.
The construction of this rail-switch is otherwise the same as that of the
tongue-switch as specified above.
In case it should be preferred for any reason not to use the switch with an
inclined pivot, almost the same effect can be obtained with a switch swinging
horizontally by providing it with a counterweight, which operates directly upon
the switch or n, or on the tail thereof; or in lieu of the counterweight,
springs may be used which act on the switch or its tail, or the switch may be
shut automatically by means of a helical spring acting in torsion mounted on the
pivot 6 and acting directly upon it.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:-
1. For suspended tramways having a continuous main rail an automatic
pivotted switch opening and closing sideways in such a manner that the switch
after it has been opened closes itself automatically either by gravity or by a
counterweight or spring.
2. For locking the switch in its open position a stop lever i which has one
arm slotted and which bears by its weight upon the extension f of the switch,
thus keeping it open so that the lifting of the stop lever i and the consequent
closing of the switch is effected automatically by every car coming from Y,
whereas this has to be done by hand for every car arriving from X.
3. A switch such as is referred to in Claims 1 and 2 having a piece of rail m
supplied with a guiding groove p inserted in the line at the turnout of the switch
and where a full rail-switch n is substituted for the tongue-switch.
ABEL & IMRAY,
Agents for the Applicant.