Improvements in Railway Switches and Crossings.
Year: 1892

page_text: Date of Application, 25th Feb., 1892-Accepted, 13th Aug., 1892
COMPLETE SPECIFICATION.
Improvements in Railway Switches and Crossings.
I, DUNCAN MACPHERSON, of No. 1410 Notre Dame Street, in the City of
Montreal, Dominion of Canada, Gentleman, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement
My invention has relation to improvements in safety switch frogs, and the novelty
consists in the combination of devices and peculiar construction and arrangement of
parts which will be hereinafter fully described and claimed.
To enable others to fully understand my invention I have illustrated the same
in the accompanying drawings forming a part of this Specification, in which:
Fig. is a plan view of my improved safety switch illustrating the switch and
frog adjusted or set to allow trains travelling in the direction indicated by the
arrow to pass on to the turnout rails and thence onto the siding.
Fig. 2 is a similar view illustrating the switch and frog as set for a clear main
line.
Fig. 3 is a transverse section of the main track and the switch rails set for a clear
main track, together with the switch stand and operating devices, which are
illustrated in elevation.
Fig. 4 is a transverse section taken in the plane indicated by the line 3-3 on
Fig. 1, the switch being set for siding.
Fig. 5 is a transverse section taken in the same plane as Fig. 4, car-wheels being
shown to illustrate how the wheels travelling on the main line in the direction
opposite to that indicated by the arrow in Fig. 1 pass through the switch.
Fig. 6 is a transverse section taken in the plane indicated by the line 4-4 on
Fig. 1 illustrating the frog set over the main track rail and a truck passing onto
the turnout or siding rails.
Fig. 7 is a transverse section taken in the plane indicated by the line 5-5 on
Fig. 1, illustrating car wheels travelling on the main line in a direction opposite to
the arrow in Fig. 1, as passing over the frog which has been set for siding.
Fig. 8 is a section taken in the same plane as Fig. 7, illustrating the frog as set
for main line in either direction.
Fig. 9 is a side elevation of the frog together with a portion of one main track
rail and the turnout rail to which said frog is connected.
Fig. 10 is a plan view of the same.
.
Fig. 11 is a vertical transverse section illustrating the manner of connecting
the bearings of the frog actuating chain-wheel to the ties.
Fig. 12 is an enlarged sectional detail view of the angle plate, connecting rod,
and spring with attachments.
Fig. 13 is a cross section through the frog of the heel to show the metal on one
side flush with the head in order to strengthen the same.
Fig. 14 is a cross section taken in the plane indicated on the line - of
Fig. 1.
Referring by letter to said drawings:
A indicates the main track rails which may be of the ordinary or any approved
form, and are fixed upon the ties in any suitable manner, and B indicates the fixed
turnout rails, to the inner one of which the frog is connected, as will be presently
pointed out.
CC indicate the switch rails, the outer one C of which may be of the ordinary
or any approved form and is adapted to abut at its heel against one end of the
outer turnout rail. The outer switch rail C¹ rests against the ball of the main
track rail when the switch has been set for siding, whereby the tread of the wheel
"

page_text: entering the siding will project over said rail, and by reason of the inclination on
the switch rail, as will be presently described, the flange of the wheel will clear
the main track rail: As better-illustrated in Fig 4 of the drawings; the inner
switch rail C has the inner edge of its ball and part, of its, web planed off at and
adjacent to its toe end, whereby when the switch is set for siding the outer portion
of its ball will project over and rest upon the main- line rail A, the guard rail D
(a portion of which is shown in Fig. 1) preventing the flange of the wheels, from
striking the point of the switch rail.
I also provide the inner switch rail C with a guard rail D! and in this instance
I secure or connect the guard rail D¹ to the switch rail C so that the guard
rail partakes of the movement or adjustment of the switch rail C. This guard
rail D' is arranged laterally of the switch rail at a proper and suitable distance
therefrom, and the connection of such guard rail D¹ to such switch rail is effected
in any suitable manner.
The switch rails C Care connected together by the bars c, which rails rest
upon the blocks d,, preferably formed of wrought iron and affording a solid bed
for said rails, which are provided with an inclined plane extending upwardly from
their toes, the under sides of the switch rails occupying a horizontal position parallel
to the plane of the main track rails as shown in Fig. 3; the upper surface of the
head of the switch rails being above the plane of the main line rails so that when
the switch is set for the siding, the wheel Hanges will clear the main track rails and
travel upon the turnout or siding rails. The object of the short guard rail D¹
connected to and movable with the switch rail C is to guide the wheels onto the
main line rails when the cars come out of the siding.
The wrought iron plates d, below the switch rails and the similar: plates below.
the frog are extended under the adjacent main line rails, as shown in the drawings,
which serves to keep the switch rails, and the frog, always in the proper, surface
relative to the main line rails.
The inner turnout rail B which abuts against the heel of the inner, switch, rail C
is elevated, above the plane of the main track. rails between the switch: rail, C
and the frog, beyond which said rail rests in the same, plane, as the, main.
track.rails...
The outer turnout rail which abuts against the heel of the switch rail C is
inclined downwardly from said switch rail, preferably by means of blocks of various
sizes placed beneath it at intervals, until it rests in, the, same, plane as, the main
track rails.
Eindicates the frog which is connected. in.a liinged manner, at, one end, to: one
end of the inner turnout rail B, and is of a width at.its free end sufficient, to enable,
it to cover the main track and turnout rails. This frog, E, from its connected end
to a point when gauge line of frog has passed main line rail when, set. for turnout
is of a corresponding height to the end of the turnout rail, to which it is connected,.
and from thence said :frog is inclined downwardly as indicated at f.to its free,, end,
which is of a normal height, and is designed and adapted, to lead, the wheel. from.
the elevated end of the broken turnout rail to the continuation of, said rail, which
latter rests in a normal plane..
In addition to the incline, the, frog Eis, provided, with an auxiliary incliner e,
which is preferably of a greater pitch than the incline, whereby when the frog
has been set for siding for trains travelling in the direction of the arrow.. in Fig 1,
trains travelling in the opposite direction on the main track will pass, over, the; frog
as shown in Fig. 7, the guard,rail Q, in such case serving to keep the whole in their.
proper gauge line.
The frog is further provided with an inclined depression or cavity h, on,,the,,side.
or face thereof adjacent to the main line rail, and; at a point, where, the gauge
lines intersect, when the switch and frog are set to direct the wheels upon,the siding.
or forward rails as indicated. in. Eigs. 1, 9, and 10. This inclined, depression, or.
cavity is provided in order to avoid the thrust. and slack. from the wheel flanges,
against the frog-connecting rod F and thereby obviate the sudden drop of the

page_text: vheel flanges when passing over the frog towards the switch on the main mine when
by mistake the switch has been left closed or set for the turnout or siding, thus
nsuring greater safety.
The clip or extension K is provided at the inner end of the frog-connecting rod
and it is extended beyond said end of the rod so that it will come under the base
of the main line rail, as indicated in Figs. 7 and 8 which insures the frog having
the proper bearing on the main line rail when the switch is set for the turnout or
siding.
The heel of the frog is increased in thickness so that one side thereof is flush
with the head and base of the frog as indicated in Fig. 13, which adds to the
strength and wearing qualities of the frog.
Suitably connected as by bolts to the ends of the transverse switch-connecting
rods C, is an angle iron M to which is connected one of the straight threaded ends
of a coil spring P; the other straight and threaded end of which takes loosely
through a plate n, adjustably fixed on a connecting rod S, and is provided at its
end with an adjusting nut V whereby the tension of the spring P may be regulated.
This spring P which surrounds the connecting rod S between the plates M and n,
is of such a tension as to allow the switch rails to be readily adjusted through the
medium of the rod S and also to give sufficiently to allow the flange of a wheel
travelling in a direction opposite to that indicated by the arrow in Fig. 1 to push
the switch rail C away from the main track rail as better shown in Fig. 5 of the
drawings. As illustrated in Fig. 3 of the drawings the end of the bar S is pivotally
or loosely connected to the crank-portion R of a rocking shaft T which is provided
at a suitable point with a crank branch U or other suitable device whereby it
may be readily turned and the switch adjusted.
Fixed upon the rocking shaft T and preferably adjacent to the lower end
thereof is a sprocket wheel W to receive a sprocket chain for a purpose presently
pointed out. Connected in a suitable manner to the frog E and preferably at a
point adjacent to the free end thereof, is a rod F which is connected at its opposite
end to the crank portion G of a rocking shaft T' which is journaled in suitable
bearings and is provided adjacent to its lower end with a sprocket wheel H. Taking
around the sprocket wheel W of the rocking shaft T and around the sprocket
wheel HL of the shaft T are chains I, the ends of which are connected by rods
as L, whereby when the shaft T is operated to adjust the switch rails motion
will be transmitted to the shaft T and the switch and frog will be adjusted
simultaneously and conjunctively.
In some instances it is obvious that the rods L might be dispensed with and a
continuous chain belt employed to transmit motion from the switch-operating shaft
to the frog-operating shaft.
It is further obvious that plain pulleys might be employed instead of the sprocket
wheels W and H in which case wire ropes or the like would be substituted for
the chains I and the rods I, said ropes being connected by suitable clips to one
point of each pulley and provided with suitable turn-buckles, whereby slack may
be taken up when necessary. By the construction described it will be readily
perceived that the main track rails are not broken or opened and they may
be as securely spiked to the rails adjacent to the switch and frog as at
other points.
By the special construction and arrangement described it will be further seen
that trains travelling upon the main line tracks will inflict no blows upon the switch
or frog and it will be further seen that trains may pass at maximum speed over the
switch and frog with perfect safety.
By reason of there being no open spaces between the ends of rails at the switch
or frog, the great evils of expansion are entirely obviated.
A great objection to split switches has been that snow and cinders may get
between them and cause them to foul when set for nain line, which objection is
obviated by my construction in which the switch rails and frog rest clear of the
main track rails when they are set for a clear main track:

page_text: '
Although I have specifically described the construction and relative arrangement
of the several elements of my invention, yet I do not desire to be confined to such
precise construction and arrangement as such modifications may be made in práctice
as fairly fall within the scope of my invention.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, 1 declare that what I
claim is
1. In a safety switch frog, the combination with the main line rails, of the
movable switch rails, and a guard rail arranged laterally to one of the switch rails
and connected thereto to partake of the movements of the same, as and for the
purpose described.
2. In a safety switch frog, the combination of the main line rails, the movable
switch rails, and a movable frog, of the bearing plates fixed beneath the switch
rails and frog and extended beneath the adjacent main line rails, for the purpose
described, substantially as set forth.
3. In a safety switch frog, the combination with the main line rails, a movable
frog, and means for actuating said frog, of a connecting rod between the actuating
means and the frog, and an extension at the inner end of the connecting rod, below
or in line with the same, which is adapted to take beneath one main line rail, when
the frog is adjusted against the same, substantially as specified.
4. In a safety switch frog, the combination with the main line rails, a movable
frog and actuating means for said frog, of the connecting rod between the actuating
means and the frog and the clip K rigid with the inner end of the connecting rod
and arranged below or in line with the same and adapted to fit beneath one of the
main line rails when the frog is adjusted toward or against the same, substantially
as specified.
5. In a safety switch frog, the combination with the main line rails, of the
frog provided with the depression or cavity on its inner side or face adjacent
to one of the main line rails, for the purpose described, substantially as set forth.
6. In a safety switch frog, the combination with the main line rails, of a movable
frog having the two inclines e, f, and a third incline h, forming a depression or cavity
on the inner side or face of said frog adjacent to one of the main line rails, and at
the point where the gauge lines intersect when the switch is set for the turnout or
siding, for the purpose described, substantially as set forth.
7. In a safety switch frog, the combination with the main line rails and the
movable switch rails C C' of the movable guard rail D' attached or connected to
the switch rail C at or near the free end thereof and movable with the same to be
in position to guide the wheel-flanges onto the main line rails when the car travels
from the siding to the main line, as set forth.
8. In a railway track turnout, the combination with the fixed and unbroken máin
track rails, of the inner, broken turnout rail, the outer turnout rail, the adjustable
switch rails provided with upwardly inclined planes from their toe ends and adapted
to abut against the ends of the turnout rails, the frog of a form as shown being
from its connected end to a point adjacent to its middle of a height corresponding
to the turnout rail to which it is hinged, its opposite end being of a width corre-
sponding to the combined width of one of the main rails and turnout rails and also
inclined downwardly to its free end as indicated at f, and further inclined at a
greater pitch as shown at e, and also having the depression or cavity on its inner
side or face, and connected in a binged manner to the end of the inner turnout
rail, and a suitable means for adjusting the switch rails and frog, substantially as
specified.
9. In a railway, track turnout, the combination with the adjustable switch rails,
the transverse rods connecting the same and the guard railD'secured to the switch
rail C, of the angular plate M, connecting the ends of the connecting rods of the
connecting rod S the plate n, fixed thereon, the coiled spring surrounding the rod S
between the plates M and n, and having its threaded ends taking loosely. through

page_text: said plates, nuts mounted on the threaded ends of the coiled springs, and a suitable
means for adjusting and adjustably fixing the rod S, substantially as and for the
purpose set forth.
10. In railway track turnouts, the combination with the main rails, of the turnout
rails inclined as described and one of said rails being pivoted to the frog, the frog E
of a form as shown, being from its connected end to a point adjacent to its middle
of a height corresponding to the turnout rail to which it is hinged, its opposite end
being of a width corresponding to the combined width of one of the main rails and
turnout rails, and also inclined downwardly to its free end as indicated at f, and
further inclined at a greater pitch as shown at e, and also having the depression
or cavity on its inner side or face, the switch rails raised above the main rails
and adapted to partly overhang the same, and suitable means for moving said
frog and switch rails, substantially as specified.
11. In a railway track turnout the combination with the main track rails and
turnout rails, of the frog E constructed as shown and described, the switch rails C C₁,
the rods connecting the switch rails at one end, the angle plate M, the spring P,
having its opposite ends straight and threaded and one end attached to said angle.
plate, the hinged frog, the rod F connected therewith, the rod S adjustably connected
with the spring P at one end the rock shafts T and T' the sprocket wheels secured
to said rock shafts, the rods and chains connecting the sprocket wheels, and the
rod connected with the switch lever, and the rod connected with the frog being
secured to the respective rock shafts, substantially as specified.
Dated this 25th day of February 1892.
W. P. THOMPSON & BOULT,
Agents for the Applicant.