AN AUTOMATIC RAILROAD SWITCH
Year: 1859

page_text: PROVISIONAL SPECIFICATION left by Philo D. Mickles at the Office
of the Commissioners of Patents, with his Petition, on the 27th October
1859. A communication from Danforth Johnson, of Chicago, State of
Illinois, United States.
I, PHILO D. MICKLES, of Syracuse, State of New York, United States
of America, do hereby declare the nature of the said Invention for "AN
AUTOMATIC RAILROAD SWITCH," to be as follows:-
The distinguishing feature of such switch consists in its being so contrived
and arranged that it is moved or worked by the front wheels of an approaching
train without reference to or reliance upon the attention or labor of any one,
and also that the train itself prevents its being displaced. It is also simple of
construction and not liable to be disarranged. To the framework, which
supports and carries the switch A is connected a compound lever composed of
two levers B, B', of the first order, the other end of which compound lever
terminates in a broad or expanded part C, which lies between the inner rails
of two converging tracks, and which is acted upon by the flanges of the wheels,
and thereby the switch operated. The accompanying Drawing shews the
several parts, the head C of the compound lever B, B', is of such a size
compared with the space between the two rails a, b, as to nearly fill such
space, or have lateral motion between such rails just sufficient to carry the
switch A, by means of the action of the levers B, B1, from one track to the
other. The position of the part C as to its distance from the switch A is
such as to secure a sufficiently broad surface for strength, without being so
broad as to render it liable to be broken or to make it cumbersome. The

page_text: relative lengths of the levers B, B', and the positions of their fulcrums b, c
will be so arranged as that the movement of the part C by the flange of the
wheel shall move or carry the switch A, the desired distance. Suppose now
the switch to be in connection with the track a, a', and that a train is
approaching on the track b, b, in the direction of the arrow, unless the switch
is changed and placed in position with such track 6, 6, the train will necessarily
run off. Such change is effected by this Invention by the approaching train
itself, and without reference to any other cause. As soon as the locomotive or
car reaches the point when the part C is placed, the flange of the wheel presses
against the edge I of the part C, and moves it to the position shewn by the
dotted lines, and at the same moment by the action of the levers B', B, moves
the switch to the position shewn by the dotted lines, and in connection with
the track b, b'. If another train approaches on the other track, it in the same
manner changes the position of the switch, and connects it with the track a, a' ;
it is thus wholly impossible for a train to run off the track by reason of the
misplacing of the switch. In order to keep the switch firm, and prevent it
from swinging or sliding from its proper position when a train is approaching
in the direction of the double-headed arrow, and particularly when the switch
may be on a curve, there is underneath the cross bar e, a projection or an
equivalent which fits into recesses in the bar e, so arranged as to allow proper
swing to the switch to connect with each track, but not beyond. When the
switch is moved backward and forward, it will rise a little to pass over such
projection, but whenever a car or train strikes the end of the switch, its
weight will press down such switch, and the projection will enter the recess
referred to and hold the switch from moving.
What is claimed as new is a switch constructed substantially as described,
which is moved by the flanges of the wheel and operated by a combination of
levers substantially as described, and which is held securely in place by the
cars passing over it.