IMPROVEMENTS IN APPARATUS RELATING TO RAILWAY SWITCHES, SIGNALS, AND STOP BLOCKS
Year: 1866

page_text: LETTERS PATENT to James Deas, of Glasgow, Civil Engineer, and.
Richard Christopher Rapier, of Victoria Street, Westminster, Engineer,
for the Invention of "IMPROVEMENTS IN APPARATUS RELATING TO RAILWAY
SWITCHES, SIGNALS, AND STOP BLOCKS."
PROVISIONAL SPECIFICATION left by the said James Deas and
Richard Christopher Rapier at the Office of the Commissioners of
Patents, with their Petition, on the 1st November 1866.
We, JAMES DEAS, of Glasgow, Civil Engineer, and RICHARD CHRISTOPHER
RAPIER,. of 17, Victoria Street, Westminster, Engineer, do hereby declare
the nature of the said Invention for "IMPROVEMENTS IN APPARATUS RELATING TO
RAILWAY SWITCHES, SIGNALS, AND STOP BLOCKS," to be as follows:-
This. Invention has for its object improvements in apparatus relating to
railway switches, signals, and stóp blocks. We place the switch handle and
closing weight in such relative positions that each shall be most effective when
most wanted.
The fulcrum pin for the switch lever may be supported in a bracket or
double eye, which may be either bolted to sleepers or fixed in the ballast-as
described in the Specification of a Patent granted to one of us, namely, the
[Price 8d1

page_text: said James Deas, and dated the 14th day of March 1865, No. 709, or in any
other sufficient manner. On this fulcrum pin works a lever with one long
arm furnished with a handle at the top, and one short arm on the other
side of the fulcrum with either an eye or a hook at the bottom from which
the switches are worked, and also a third arm carrying the closing weight at
right angles or nearly so with the long lever, and so arranged that when the
switches are right for the main line the centre of gravity of the closing weight
is nearly in a line horizontally with the fulcrum, and therefore most effective
for keeping the switches right, and similarly when the switches have to be
held over the weight is brought almost perpendicularly above the fulcrum
where it offers but little resistance to the pointsman, and the handle is brought
into a position almost horizontal so that the pointsman can throw his whole
weight upon it, thus giving him the greatest power over the switches at the
time such power is most wanted; or in place of using a fulcrum pin the
fulcrum may be obtained by making the end of the lever hemispherical, and
placing it in a socket cast on the foundation plate, bracket, or box; the
fulcrum in this case is below instead of above the connection with the switch
rod. In cases where the switch box can only be placed "parallel to the
road," a boss or eye is formed on the switch box or bracket nearly under or
over the fulcrum of the switch, and a bell crank has its centre pin passed
through the said boss, and is jointed at one extremity with the switch lever
by a hook and eye connection or otherwise, and the other arm of the bell
crank is attached to the rod which moves the switches; thus when the
switch lever is moved in a direction parallel with the railway the switch
rod moves in the direction required, viz., at right angles to the railway.
By this arrangement but one foundation is required, whereas heretofore two
have been necessary, the one to carry the hand lever and the other the
bell crank. In some cases it is desirable to arrange the switch levers and
weights in such manner that the switches may be weighted either open or
shut; for this purpose a handle called by the Patentees a "turn-over handle "
is employed. This handle works free or independent of the switch through a
certain angle, so that by simply turning over the handle with the weight to
the one side or the other the switches are weighted either open or shut as
may be desired. The handle is jointed either at or above the fulcrum pin.
We combine with the switches indicators such as are described under the
Patent before referred to, but so arranged that the indicator arm when the
switches are right for the main line may be hanging perpendicular, and when
the switches are set for the siding may be at right angles to the upright
signal post, and we employ a sliding joint in the rod which works the signal

page_text: in such manner that, the first part of the motion of the switch produces the
full motion of the signal, so that the signal may be "full on" if the switches
are moved as much as would endanger the safety of an approaching train.
For siding stop blocks, for closing over the rails of sidings so as to prevent
vehicles running out on to the main line unawares instead of the high square
blocks now used we employ a sole plate working on a hinge joint at one end,
and at the end which closes over the rail the sole plate is depressed sufficiently
to allow the flanges of the wheels to take on to it, and mounted gradually and
immediately beyond this depression we place on the sole plate an angle piece
or inclined guide, so that in the event of a vehicle attempting to leave the
siding without the removal of the block the wheels of such vehicle mount up
the stop block and come in contact with the said angle piece or inclined
guide which in a gradual manner gently guides the vehicle off the rail and so
prevents its travelling towards the main line.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Deas and Richard Christopher Rapier in the Great
Şeal Patent Office on the 1st May 1867.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JAMES
DEAS, of Glasgow, Civil Engineer, and RICHARD CHRISTOPHER RAPIER, of
17, Victoria Street, Westminster, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the First day of November, in the year of our Lord
One thousand eight hundred and sixty-six, in the thirtieth year of Her
reign, did, for Herself, Her heirs and successors. give and grant unto us, the
said James Deas and Richard Christopher Rapier. Her special licence
that we, the said James Deas and Richard Christopher Rapier, our
executors, administrators, and assigns, or such others as we, the said James
Deas and Richard Christopher Rapier, 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 "IMPROVEMENTS IN APPARATUS REIATING TO RAILWAY SWITCHES, SIGNALS,
STOP BLOCKS," upon the condition (amongst others) that we, the said
James Deas and Richard Christopher Rapier, our executors or administrators,
by an instrument in writing under our or their hands and seals, or under the
hand and seal of one of us or them, should particularly describe and ascertain

page_text: the nature of the said Invention, and in what manner the same 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 I, the said Richard Christopher Rapier, on behalf
of myself and the said James. Deas, do hereby declare the nature of the
said Invention, and in what manner the same is to be performed, to
be particularly described and ascertained in and by the following statement
thereof, that is to say:-
This Invention has for its object improvements in apparatus relating to
railway switches, signals, and stop blocks. We place the switch handle and
closing weight in such relative positions that cach shall be most effective
when most wanted. The fulcrum pin for the switch lever may be supported
in a bracket or double eye, which may be either bolted to sleepers or fixed in
the ballast, as described in the Specification of a Patent granted to one of us,
namely, the said James Deas, and dated the 14th day of March 1865,
No. 709, or in any other sufficient manner. On this fulcrum pin works a lever
with one long arm, furnished with a handle at the top and one short arm on
the other side of the fulcrum with either an eye or a hook at the bottom from
which the switches are worked, and also a third arm carrying..the closing
weight at right angles or nearly so with the long lever, .and so arranged that
when the switches are right for the main line the centre of gravity of the
closing weight is nearly in a line horizontally with the fulcrum, and therefore
most effective for keeping the switches right and similarly when the switches
have to be held over the weight is brought almost perpendicularly above the
fulcrum, where it offers but little resistance to the pointsman, and the handle
is brought into a position almost horizontal, so that the pointsman can throw
his whole weight upon it, thus giving him the greatest power over the switches
at the time such power is most' wanted; or in place of using a fulcrum pin
the fulcrum may be obtained by making the end of the lever hemispherical,
and placing it in a socket cast on the foundation plate, bracket, or box; the
fulcrum in this case is below instead of above the connection with the switch
rod. In cases where the switch box can only be placed "parallel to the road"
a boss or eye is formed on the switch box or bracket nearly under or over the
fulcrum of the switch, and a bell crank has its centre pin passed through the
said boss, and is jointed at one extremity with the switch lever by a hook and
eye connexion, or otherwise, and the other arm of the bell crank is attached to
the rod which moves the switches; thus when the switch lever is moved in a
direction parallel with the railway the switch rod moves in the direction

page_text: required, viz., at right angles to the railway. By this arrangement but one
foundation is required, whereas heretofore two have been necessary, the one
to carry the hand lever and the other the bell crank. In some cases it is
desirable to arrange the switch levers and weights in such manner that the
switches may be weighted either open or shut; for this purpose a handle called
by the Patentecs "a turn over handle" is employed; this handle works
free or independent of the switch through a certain angle, so that by simply
turning over the handle with the weight to the one side or the other the
switches are weighted either open or shut as may be desired. The handle is
jointed either at or above the fulcrum pin, and the arrangement is such that
the position of the handle is not changed by the passage of a train, the switches
returning to their former position immediately the train has passed. We
combine with these switches indicators such as are described under the Patent
before referred to, so arranged that the indicator arm when the switches are
right for the main line may be hanging perpendicular, and when the switches
are set for the siding or in any other position may be at right angles to the
upright signal post, and we employ a sliding joint in the rod which works the
signal in such manner that the first part of the motion of the switch produces
the full motion of the signal, so that the signal may be "full on" if the
switches are moved as much as would endanger the safety of an approaching
train.
For siding stop blocks, for closing over the rails of sidings so as to prevent
vehicles running out on to the main line unawares, instead of the high square
blocks now used we employ a sole plate on a hinge joint at one end, and at
the end which closes over the rail the sole plate is depressed sufficiently to
allow the flanges of the wheels to take on to it, and mounted gradually and
immediately beyond this depression we place on the sole plate an angle piece
or inclined guide, so that in the event of a vehicle attempting to leave the
siding without the removal of the block the wheels of such vehicle mount up
the stop block and come in contact with the said angle piece or inclined
guide, which in a gradual manner gently guides the vehicle off the rail and
so prevent its travelling towards the main line.
And in order that our said improvements may be most fully understood,
and readily carried into effect, we will proceed to describe the Drawings
hereunto annexed.

page_text: support and other parts: it is arranged so as to be suitable to work parallel
to the road, and has combined with it a switch indicator or signal. In the
Drawings the switches are shown slightly opened. a is the standard or support
for the lever; it is bedded firmly in the ballast; b is a fulcrum pin, by which
a casting is jointed to it; in this casting there is formed in one piece the
balance weight c with its arm c¹, the socket for the handle, and the short
lever arm beneath the fulcrum pin; d is the handle fixed in the socket c.
In the arm can eye is formed, and this receives one end of the bell-crank
lever e, which turns on a centre pin fixed in a boss or lump a¹ on the standard
or support a; or the bell crank may be made with an eye at each end, and
the boss or lump for carrying it may be placed a little to one side (instead of
in the centre) of the box or bracket, and the eye of the bell-crank lever may
be connected to the short lever arm by a short link of iron with a hook at
each end, one hook engaging into the short arm e, and the other into one eye
of the bell crank. At the other end of the lever e an eye is formed, by which
it is connected with the rod which actuates the switch rail; is the indicator
or signal post; it is secured by bolts or by a key to the standard or support a;
it carries at its upper end a signal arm g, turning on an axis and furnished
with a counterpoise weight g', which brings it when free to a horizontal
position, as it is shown in Figure 2. The signal arm is also furnished with
colored glass screens, to be used at night in connection with a lamp as is
usual. The signal arm has two studs h and h¹,
distance from the axis on either side; the stud
at the end of the rod i, the other end of the rod
eye cast on or attached to the balance weight c.
enough (either in itself or by the addition of a small balance weight) to over-
balance the balance weight of the signal arm. The length of the rod i
should be adjusted by the screw so as to hang freely, but with the. bolt i', i',
touching or nearly touching the eye on the balance weight; thus when
the switch balance weight is down the rod i hangs freely and keeps the
signal down; but if the switch handle be moved and the balance weight
lifted, as shewn in the Drawings, the signal rod is also lifted, and thus
the balance weight of the signal g¹ is released and brings the signal up to
danger. The dimensions may all be so adjusted that the signal goes up. to
full danger for very little movement of the switch tongues; also a little play
in all the joints of the apparatus quickens the action of the signal. The long
eye or hook at the top of the rod is made of sufficient length to suit the
opening of the switches, and the long eye on the balance weight c is made
long enough to prevent the balance weight of the switches hitting a blow on
connected with it at a short
receives a long eye or hook
i being connected to a long
The rod is made heavy

page_text: the signal apparatus when the switch handle is suddenly let go, hitherto a
serious defect in switch indicators. The hook is used in cases where both
roads through the switches are main line roads, and is so adjusted that when
the switches are almost fully open the hook pushes the stud h¹, and so
brings the signal down by the time the switches are fully over; thus it will
he seen that when the switches are fully over on one side or the other the
signal is down to safety, and at any intermediate position which would
endanger the safety of an approaching train the signal is up to full danger.
Figure 4 shows on a larger scale a side view. partly in section, of an
arrangement in which the fulcrum is obtained by making the lower end of the
lever hemispherical and placing it in a socket cast on the foundation plate;
in this case the connection by which the motion is communicated to the switch
rail is intermediate of the handle and fulcrum.
Figure 5 is a plan partly in section, and Figure 6 a vertical section of
Figure 4. The letters of reference refer to the description already given of
Figures, 1, 2, and 3. The casting on which the fulcrum is formed drops into
its place in the standard, or through a guide slot at the top of the said standard
or support a. and this guide slot is enlarged at one end to allow the hemispherical
fulcrum to enter.
Figures are several views of a lever and other parts suitable for use
when it is desired from time to time to weight the switches either open or
shut. The general arrangement is similar to that shown at Figure 1, but
in place of the handle d being received into a socket in the casting of which
the short lever arm c forms part it is made to turn separately on the fulcrum
pin b, and it has the balance weight upon it.
The short lever arm c³ has
shoulders,, upon it, and there are corresponding shoulders d on the
handle d, and one or other of these shoulders bears on one or other of the
shoulders 3 according as the lever is placed so as to overhang the fulcrum pin
on the one side or the other, and the tendency of the weight c will vary accord-
ingly; in one position it will tend to keep the switch closed, and in the other
position to keep it open.
Figure 8 is a plan of a stop block constructed according to our Invention,
together with a portion of the line of rails to which it is applied, and
Figure 9 is a transverse section of the same.
a, a, are portions of the rails; b, a plate bolted to one of the sleepers, and
carrying the pin c on which the block d is able to turn so as either to cover the
rail to which it is applied or to leave it clear for the vehicles to pass over. The
groove d' in the block receives the flange of the wheel, and is so inclined and
formed that if the vehicle is driven over the block it gradually raises the wheel

page_text: and gently puts it off the rails in a direction away from the main line. I
this way the injury to the vehicles which results from violently, forcing ther
against stop blocks such as are now used is avoided.
What we claim is the arranging switch boxes with a bell-crank leve
connected to the switch lever as described.
We also claim the arranging signal apparatus for switches as described.
We also claim the turn-over switch handle or lever constructed as
described.
We also claim the stop block for putting vehicles gently off the rails as
described.
In witness whereof, I, the said Richard Christopher Rapier, have here-
unto set my hand and seal, this First day of May, in the year of our
Lord One thousand eight hundred and sixty-seven.
RICHP. C. RAPIER. (...)