NEW OR IMPROVED MODES OR MEANS FOR CONTROLLING, GUIDING, OR DIRECTING THE ROLLING STOCK ON TRAM OR OTHER WAYS FROM MAIN TO BRANCH LINES, OR VICE VERSA
Year: 1873

page_text: LETTERS PATENT to Austin Joseph Maher, Engineer, and William
Black, both of the County of the City of Dublin, for the Invention
of "NEW OR IMPROVED MODES OR MEANS FOR CONTROLLING, GUIDING, OR
DIRECTING THE ROLLING STOCK ON TRAM OR OTHER WAYS FROM MAIN TO
BRANCH LINES, OR VICE VERSA.”
Scaled the 7th November 1873, and dated the 8th May 1873.
PROVISIONAL SPECIFICATION left by the said Austin Joseph Maher
and William Black at the Office of the Commissioners of Patents,
with their Petition, on the 8th May 1873.'
WC, AUSTIN Josepu Maher, Engineer, and WILLIAM BLACK, both of
the County of the City of Dublin, do hereby declare the nature of the
said Invention for "NEW OR IMPROVED MODES OR MEANS FOR CONTROLLING,
GULDING, OR DIRECTING THE ROLLING STOCK ON TRAM OR OTHER WAYS FROM MAIN
TO BRANCH LINES, OR VICE VERSÂ," to be as follows:-

page_text: points to be done from the tram car or engine itself while in motion, all
as herein-after described. We prefer to attach the appliance or
apparatus for this purpose to the axle or axle box, because these are the
only points which preserve a fixed position relatively to the rail.
One mode of constructing the apparatus is as follows:-We place a
downward projecting rudder like arm on the axle or axle box of the
tram car projecting in front of the tram wheel. This arm when acted on
by the attendant on the car receives a depressing or downward and a
swivelling movement so as to make the lower end of the arm enter the
groove of the rail and press over the point or hinged portion of the
switch. The lower end of the arm may however if preferred be made to
travel in the rail constantly, and receive a swivelling motion only when
required for switching. It may be fitted with a travelling or friction
wheel of a shape resembling a tube cutter wheel, or otherwise formed
with a sharp or narrow edge; this wheel is held from turning crossways
in the rail groove by means of a feather or equivalent means. The
hinged portion of the switch is held in its normal or contral position by
means of a spring on each side, or other equivalent means. Tho motion
of the arm is produced by means of a steep pitched screw on the boss or
lever acted on or by an inclined plane or other well known mechanical
contrivance. This apparatus can be used with a raised rail by having
the groove or recess cut in the side of the rail, and by making provision
for shifting it from side to side to suit right and left hand switch. It
may also be used for switches having the point or middle part made
without a hinge.
According to a modified arrangement the points may be shifted by
dropping or pushing a similar arm with or without friction or travelling
wheel into a groove or raised rail placed outside the line, such rail being
movable and connected to the ordinary points.
To effect the desired movement in the switch for closing one and
opening another line and without the use of the aforesaid springs for
keeping same in its normal position we may also employ another
arrangement, namely, a steep or quick threaded screw or roller with
a suitable groove round it, into which groove a feather or finger on the
central part of the switch enters and works. This roller is placed trans-
versely to the rails, and immediately under the point of the switch. It
works in bearings, and has a star wheel on its axis; this wheel is acted

page_text: on by a trigger projecting from the car, so that when struck or touched,
by the trigger the star wheel acts on the switch by means of the afore-
said feather or finger thereon or connected thereto, thereby closing and
opening the desired lines.
The bottom of the switch block or box we propose to make with per-
forations, and forming the sides of the rails and switch, so that any dirt.
or grit accumulating there will have a tendency to fall into a cavity
beneath the rail or switch box, which will have to be cleaned out
occasionally, which can be done by a suitable trap.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Austin Joseph Maher and William Black in tho
Great Seal Patent Office on the 8th November 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, WC, AUSTIN
JOSEPH MAHER, Engineer, and WILLIAM BLACK, both of the County of
the City of Dublin, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighth day of May, in the year of our Lord
One thousand eight hundred and seventy-three, in the thirty-sixth year
of Her reign, did, for Herself, Her heirs and successors, give and grant.
unto us, the said Austin Joseph Maher and William Black, Her special
licence that, we, the said Austin Joseph Maher and William Black, our
executors, administrators, and assigns, or such others as we, the said
Austin Joseph Maher and William Black, our executors, administrators,
and assigns, should at any time agree with, and no others from time to .
time and at all times thereafter during the term therein expressed,
should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands, and.
Isle of Man, an Invention for "NEW OR IMPROVED MODES OR MEANS FOR
CONTROLLING, GUIDING, OR DIRECTING THE ROLLING STOCK ON TRAM OR OTHER WAYS
FROM MAIN TO BRANCH LINES, OR VICE VERSA," upon the condition (amongst
others) that we, the said Austin Joseph Maher and William Black, our
executors or administrators, by an instrument in writing under our, or
their, or one of their hands and scals, should particularly describe and .
ascertain the nature of the said Invention, and in what manner the same

page_text: was to be performed, and cause the same to be filed in the Great Seal
Patent Office within six calendar months next and immediately after the
date of the said Letters Patent.
NOW KNOW YE, that we, the said Austin Joseph Maher and William
Black, do hereby declare the nature of our said Invention, and in
what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement, reference being had
to the accompanying Drawings, and to the letters of reference marked
thereon, that is to say:
-
The object of this Invention is to supersede the office and labour of
pointsman for tramways or railways by causing the shifting of the points
to be done from the tram car or engine itself while in motion, all as
herein-after described. We prefer to attach the appliance or apparatus
for this purpose to the axle or axle box, because these are the only points
which preserve a fixed position relatively to the rail.
One mode of constructing the apparatus is as follows :—
-We place a
downward projecting rudder-like arm on the axle or axle box of the
tram car projecting in front of the tram wheel. This arm or the lower
part of the same when acted on by the attendant on the car receives a
depressing or downward and a swivelling movement so as to make the
lower end of the arm enter the groove of the rail and press over the
point or hinged portion of the switch. The lower end of the arm may
however, if preferred, be made to travel in the rail constantly and
receive a swivelling motion only when required for switching; it may be
fitted with a travelling or friction wheel of a shape resembling a tube
cutter wheel, or otherwise formed with a sharp or narrow edge; this
wheel is held from turning crossways in the rail groove by means of a
feather or equivalent means. The hinged portion of the switch is held
in its normal or central position by means of a spring on each side, or
other equivalent means. The motion of the arm or the lower part of
the same is produced by means of a steep pitched screw on the boss or
lever, acted on or by an inclined plane or other well known mechanical
contrivance. This apparatus can be used with a raised rail by having
the groove or recess cut in the side of the rail and by making provision
for shifting it from side to side to suit right and left-hand switch. It
may also be used for switches having the point or middle part made
without a hinge.

page_text: According to a modified arrangement the points may be shifted by
dropping or pushing a similar arm, or the lower part of the same, with
or without friction or travelling wheel, into a grooved or raised rail placed
outside the line, such rail being movable and connected to the ordinary.
points.
To effect the desired movement in the switch for closing one and
opening another line, and without the use of the aforesaid springs
for keeping same in its normal position, we may also employ another
arrangement, namely, a steep or quick-threaded screw, or a roller with.
a suitable groove round it, into which groove a feather or finger on
the central part of the switch enters and works. This roller is placed
transversely to the rails and immediately under the point of the switch;
it works in bearings and has a star wheel on its axis; this wheel is
acted on by a trigger projecting from the car, so that when struck or
touched by the trigger the star wheel acts on the switch by means of
the aforesaid feather or finger thereon or connected thereto, thereby
closing and opening the desired lines.
The bottom of the switch block or box we propose to make with per-
forations, and forming the sides of the rails and switch so that any dirt
or grit accumulating there will have a tendency to fall into a cavity
beneath the rail or switch box, which will have to be cleaned out
occasionally, which can be done by a suitable trap.
And in order that our said Invention may be more fully understood
we will now proceed to describe the same with reference to the accom-
panying Drawings.
Fig. 1 is a side elevation, partly in section, of an apparatus constructed
according to one part of our Invention; only part of the carriage to
which it is applied is shewn, and one axle box, to which the arm A is
fixed. K is one of the ordinary rails; H is a switch rail or tongue;
and K, one of the ordinary rails, continued beyond the switches. Under
the switch we form a box, hollow, or receptacle j, which we call the
switch box, and which serves to receive the dirt that accumulates
between the parts of the switch and fall through. The lower part of the
arm is fitted with the "rudder" or guiding or steering apparatus, which
is acted upon by the attendant on the car; this may be done by means
of a handle L on the spindle M, which also is fitted with a pulley N or
a sector shaped lever, from which motion is conveyed to the steering

page_text: ncction.
The steering apparatus at the bottom end of the arm A is represented
in full size by Fig. 2, which is a sectional view. C is a spindle, to the
lowest part of which is fastened the rudder G, which receives a depressing
or downward and a swivelling movement so as to enter the groove of
the rail and press over the point of the hinged switch rail H to onc
side or the other, as desired. The spindle C works in bearings or.
collars B¹, B³, B³. The spindle C can only turn tɔ a limited extent
because the cotter D on the same passes into a slot or cavity formed in
the boss B, as shewn in dotted lines. The slot likewise limits the
amount of downward travel which may be given to the spindle C. The
spiral or other spring E is contained in a chamber formed in the boss B,
and presses against the cotter D and holds the spindle C up, thus.
keeping the rudder G clear of the rails. The spindle C is fitted with a
pulley F, or it might be a sector shaped lever formed suitable for.
receiving an endless chain or chains or other means for connecting to
the pulley N, Fig. 1. The swivelling motion is thus communicated
from the handle L to the rudder G, but the latter receives simultaneously
a downward or upward movement as follows:-The pulley F has a
curved spiral or otherwise slanting feather in its boss or nave, which
feather fits and works in a corresponding groove formed in the spindle C,
when turned one way or the other, or a projecting peg or knob in one;
either the spindle C or the boss of the pulley F, and a corresponding
slanting groove in the other, will accomplish the same purpose, that is,
giving the spindle an up or down movement when the pulley F is turned
by the attendant on the car, turning the wheel or handle L, Fig. 1. If
the pulley F is fixed on the spindle C the latter, and with it the rudder G,
receives swivelling motion only; the rudder should then be made to
travel constantly in the groove of the rail. If it is only desired to give
the rudder a vertical movement it is only necessary to make the slot of
the same width as the cotter D, and when the pulley F is acted upon
as described the rudder G on the bottom of the spindle C would be
pressed down into the groove of the rail, or come in contact with, or
raised out of it, or from it as required.
The rudder may be made in the shape of a travelling or friction wheel
of a shape resembling a tube, cutter wheel, or otherwise formed with a
sharp or narrow edge. The hinged portion of the switch is held in its

page_text: normal or central position by means of a spring on cach side, or other
equivalent means. The motion of the arm A or the lower or steering
portion of the same may be produced in many other ways than the one
here shewn and described, for instance, by means of a steeped pitched
screw on the lever or the parts connected with the boss on same acted
on by an inclined plane or other well-known mechanical contrivances.
This apparatus though here described with reference to a grooved rail
may also be applied to raised rails by having a groove or recess cut in
the side of the rail, and by making provision for shifting the steering-
rudder from side to side to suit right and left hand switch. It may also
be used for switches having the point or middle part made without a
hinge.
Fig. 2 is a front elevation, and Fig. 2b is a side elevation of a modified
arrangement. The rudder G is in this case made like a tube cutter
wheel; the frame B for holding it is provided with two arms or
horns F, F, actuated from a pulley or sector on the car. The spindle C
has an adjustable spring, which tends to hold the rudder G up. The
spindle C has a stud H, which when the frame B and wheel G are
turned runs up one of the inclined planes K and causes the simultaneous
lowering of frame and wheel. D is a collar, which serves to adjust the
spring E, and also limits the side movement of the frame B.
Figure 3 is a longitudinal section of our improved switch box. The
tongue or switch rail is slightly elevated above the regular rail, and the
ordinary rail immediately adjoining the switch box is slightly elevated
above the ordinary road, especially at the entering side. K, K¹, are the
ordinary rails; H is the switch or tongue rail, which is raised slightly
above the ordinary rails K, K', by means of the spring M, which is
fastened to the switch box j at one end, and loosely attached to or
bearing against the switch rail H by a stud N on the bottom of same.
The other end of the switch rail rests on a stud, pivot, or centre Q, but
we do not confine ourselves to this arrangement as it may also, for
instance, be supported on a spring similar to that at the other end; the
switch would then move bodily over when the carriage wheel is passing
through. The spring M answers the double purpose of keeping the
switch rail off its bearings so as to enable it to be easily moved by the
attendant when actuating the point shifting apparatus attached to the
car; and it may also serve to keep the switch rail either in its normal
.

page_text: position or with the main or branch line open as desired. If, for
instance, the main line is kept open by means of the spring M then it
is only necessary to attach point shifters to the engines or cars,
which go
in to the branch line, or vice versa. Or in the case of working the loops
on a single line of rails it will be found most effective as the switch rail
can be kept over to that side which in practice is found most convenient.
o, o, are cross pieces attached to the tongue rail H. These may if
desired be carried up sufficiently high to be acted upon by the flanges of
the carriage wheels. The cross pieces o rest on the cross bearing
bars P, P, which are fixed in the switch box j, and serve as means of
support when a train, engine, or car is passing over this part of the line.
In some cases these bars P may have notches cut in them with corrc-
sponding projection or projections on the switch or cross piece o, which
then lock into each other by the weight of the passing train, engine, or
car, which is more fully shewn on Fig. 4, which is a vertical cross
section of the switch, tongue, and rails at or near the point of the
tongue. K, K, are the ordinary rails; H is the tongue or switch rail;
o, the cross piece on the same; P is one of the cross bearing bars with
notches to lock the point in either position; j is the switch box. In
many cases it is desirable to lock the switch effectually (in order to avoid
the possibility of an accident occuring by the foremost part of the train or
car entering on one side of the points, while the after part of the train
or car passes to the other side of the points, and in order to lock or
secure it) at that side to which it has been shifted by the point shifter
on the car, or by the local pointsman, or by the entry of the first wheel
of the carriage. For these purposes we adopt one of the arrangements
shewn at Figs. 5 and 6.
Fig. 5 is a longitudinal section of our switch locking arrangement.
jis the switch box; H, the tongue or switch rail; and K, K', the
ordinary rails as before; v is a cylinder, which is fastened down to the
bottom of the switch box by means of a flange with bolts, or in any
other well known manner. Between the cylinder flange and the bottom
of the switch box there is a spring or clastic flange S, which forms a
means for keeping the switch rail or tongue H in any convenient
position to be acted upon; it answers the same purpose as the spring M,
Fig. 3. T is a piston rod passing through a stuffing box in the cover of
the cylinder; a piston fitting in the cylinder v. The piston rod T is
connected to the switch rail HI; & is a spiral spring, which acts on and
x

page_text: supports the piston and switch H, keeping them in a raised position; b is
a small valve fitted to the piston and opening upwards; this valve has a
small hole through it, supposing the cylinder is filled with water or other
liquid, the action of this arrangement is then as follows:-When the
point shifter on the car or the local pointsman shifts the tongue rail into
position, then the first wheel passing through the points will lock them
securely because the piston rod T and piston x will be depressed, the
valve 6 will open, thus causing the fluid underneath the piston to flow
through the valve band onto the top of the piston. The spring u will
thereupon begin to operate tending to unlock the switch H, but owing
to the smallness of the hole in the valve b the flow of the liquid through
it will be so far retarded that it will take some time before the
pressuro
becomes equalized. The time which the switch is held locked thus
depends upon the size of the hole left for the return of the liquid to
the bottom or under side of the piston x.
Fig. 6 illustrates another arrangement, constructed substantially on the
same principle as the one just described, except that means are provided for
extending the time or duration of the locked position of switch as desired
or required. The cylinder is here put in a horizontal position, and is
fitted with piston x, piston rod T, spring u, and spring or spring flange S,
as before, but the piston rod is connected to or continued into a locking
plate wo, which has a slot, in which works a pin or projection from the
connecting link h, fastened to the switch tongue H, and serving to keep
it in a locked or unlocked position. y is a lever which turns on a fulcrum
at the bottom of the switch box j, and extends up to or above the level
of the rail. Intermediately between this point and the fulcrum this
lever ย is jointed or otherwise connected to the piston rod T. The lever y
is acted upon by the point shifter, or by the local pointsman, or by the
passage of the wheel of a carriage passing through the points, and so as
to push the lever y in the direction of the cylinder x, thus compressing
the spring u behind the piston, and forcing the liquid out through the
valve b, as described with reference to Fig. 5. Simultaneously the pin
on the connecting link his pushed into the lower outer part of the slot
in the plate wo, whereby the switch rail H is held in the locked position.
The piston then gradually recedes to its original position, but it will be
observed that we obtain a much longer piston stroke than in the former
arrangement, and thus the time the switch rail H is to be held in the
locked position can be regulated by means of the leverage of the lever y,

page_text: in addition to the time required for the liquid to push back through the
hole in the valve b.
In the case of street tramways or other situations where a stored up
liquid power can be conveniently utilized, a modification of the arrange-
ment shewn at Fig. 6 may be employed to shut and open the points, and
to keep them locked for a certain definite time. This may be done by
fitting the connecting link to the sides of plate w, and forming the
latter with a bend, thus moving the points from side to side. The valve b
in the piston x would then be dispensed with, and the lever y would be
made to act on a cock or slido or other valve for admitting tho water
under pressure, and shift the points over. The small hole would in this
case be in the solid piston itself, and the spring would thus return to
its normal position when the liquid pressure from the street main or
reservoir or other sourco is removed.
While carrying our Invention into actual practice, that is, as regards
slow speeds for ordinary tram cars, we found that by adopting any form
of spring switch or an ordinary switch with a spring tongue pin project-
ing above the rail, we could dispense with the use of our improved point
shifter shewn at Figs. 2, 2", and 2, substituting therefor simply a plain
bar fastened to the axle box at one end, the other end extending down
close to the rail.
Fig. 7 shews this arrangement in elevation, and Fig. 8 is a plan of the
same. A is the arm which is fastened to the axle box at its upper end.
The bottom part or foot of this arm is formed so as to form an angle
with the direction of the rails, as shewn, and pointing with its most
forward point towards the direction which the car is to take; thus, in
the plan, Fig. 8, the foot of the arm having its forward point on the right
hand side the points would thereby be so forced over or shifted by tho
said foot coming in contact with the tongue or switch rail that the right
hand or upper line would be opened, while the left-hand or lower line
would be shut. On the other hand, if a tram car is fitted with arms A,
the feet of which are placed in the opposite direction, as shewn in dotted
lines on Fig. 8, then the points would be thereby set or shifted in the
opposite direction, that is, the left-hand or lower line would be opened,
and the right-hand or upper line would be closed. If then such
carriages which are to go on the right-hand line have the foot on the
arm A placed in the direction shewn in full lines, and the cars which are

page_text: to run on the left-hand line have the foot of the arm, as shewn in dotted
lines, then the points are shifted automatically accordingly, and without
any trouble whatever. The switch rail H must project somewhat above
the level of the ordinary rails K, as shown. The other parts of this
arrangement are similar to that shown at Fig. 3. Or the foot on the
arm A may be made to swivel, and be actuated by the driver in a some-
what similar manner to that of the rudder G, as described with reference
to Fig. 1.
•
Another automatic point shifting arrangement is shewn at Figs. 9 and
10, the former being a sectional side clevation, and the latter a cross
section. H is the switch rail or tongue; j, the switch box; and K, tho.
ordinary rails. D is a roller working in bearings, which may conveni-
ently be fastened to the under side of the rails K. The roller D has a
groove, into which works a pin or projecting N from the switch rail H
in such manner that it will shift the point from side to side, as required,
which we prefer to make as shewn in section, that is, tapering down-
wards, in order to facilitate the falling through of stones or grit, so as
not to choke up the working parts in the switch box. If necessary the
car passing over can be made the means of admitting the water for
cleansing purposes. In order to clear the switch box and the mechanism
in or connected with it a sharp stream of water from a hose connected to
the water main may be advantageously applied. The ends of the spindle
of the roller or parts connected therewith have star wheels S, in this
case having four arms fixed on them, which are acted upon by the
trigger or point shifter placed on the axle box or axle. The star wheel.
is so arranged that the point shifter will shift the switch as often as there
are arms on the star wheel for an entire revolution, and the trigger is so
arranged that it only strikes one of the star wheel arms at the time that
the car passes the points. Where the liquid power is used; as described, to
lock and shift the points, or where they are only locked by the approach
of a passing train, in such cases the locking could be effected at some
distance before the train approaches the points by the aid of electricity,
a wheel in the train acting on a trigger, which in turn admits the fluid
pressure to lock the points, and a similar arrangement might be used to.
unlock them after the train had passed the points a certain distance.
In the foregoing there has only been spoken of one switch in each

page_text: And Ninthly. The automatic point shifting apparatus described with
eference to Figs. 9 and 10, all substantially as set forth.
In witness whereof, we, the said Austin Joseph Maher and William
Black, have hereunto set our hands and seals, this Sixth day of
November in the year of our Lord One thousand eight hundred
and seventy-three.
AUSTIN J. MAHER. (L.S.)
WILLIAM BLACK.
(L.S.)