IMPROVE- MENTS IN THE MODE OF SECURING THE JOINTS OF RAILS AND IN APPARATUS FOR GUIDING AND PROVIDING FOR THE SAFETY OF ENGINES AND TRAINS PASSING OVER POINTS OR SWITCHES ON RAILWAYS
Year: 1868

page_text: LETTERS PATENT to Thomas Frederick Cashin, of Sheffield, in the
County of York, Civil Engineer, for the Invention of "IMPROVE-
MENTS IN THE MODE OF SECURING THE JOINTS OF RAILS AND IN APPARATUS
FOR GUIDING AND PROVIDING FOR THE SAFETY OF ENGINES AND TRAINS
PASSING OVER POINTS OR SWITCHES ON RAILWAYS."
Sealed the 9th April 1869, and dated the 13th October 1868.
PROVISIONAL SPECIFICATION left by the said Thomas Frederick
Cashin at the Office of the Commissioners of Patents, with his
Petition, on the 13th October 1868.
I, THOMAS FREDERICK CASHIN, of Sheffield, in the County of York,
Civil Engineer, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN THE MODE OF SECURING THE JOINTS OF RAILS, AND IN APPARATUS
FOR GUIDING AND PROVIDING FOR THE SAFETY OF ENGINES AND TRAINS PASSING OVER
POINTS OR SWITCHES ON RAILWAYS," to be as follows:-
The Invention consists,-
Firstly. Of switch levers for working single sets of points on sidings of
on for shunting

page_text: Secondly. Of combined levers and appliances for working the points
and signals of junctions or stations.
Thirdly. Of a self-acting arrangement for catch sidings on inclines, and
for permitting trains to run behind the points at junctions and stations
without deranging the locking gear.
Fourthly. Of a contrivance for forcing the points home close and crush-
ing any compressible matter that may lie between them and the rails when
a train is passing over them.
And, fifthly. Of a method for preventing the abutting ends of fish-
jointed rails from being depressed below one another or the connecting
bolts from being turned loose.
In substitution of "switch boxes" I propose to use "switch levers"
with standards, cranks, and all accessories in combination. For main
lines, where the points should never be "set" in the abnormal position
I affix the balance weight above the fulcrum to a curved arm
projecting from the vertical lever or on the lever itself placed horizon-
tally. For general shunting I use a lever with a "tumbler" movement
on the fulcrum, the lower part of which is jointed to a jaw, which
connects it with a crank working on the base plate of the standard; at
the top this tumbler is segmental in form, and at each extremity of the
curve which is described from the centre of the fulcrum is formed a
cushion or projecting ear to sustain the lever in such a position that
when placed almost horizontally on either side it falls into indentations
or jaws in the segment. These jaws prevent the lever, which works on
the fulcrum with slotted cheeks on each side of the tumbler, from being
thrown back or reversed by a train running behind the points, but the
slots admit of its being drawn on the fulcrum, so as to clear the jaws
and pass over the segmental part of the tumbler; and in this manner by
moving the lever with balance weight affixed to it from one extremity of
the segment to the other the tumbler is borne down and the points set
for an advancing engine or train at pleasure, a train passing behind the
points opens them, but they reclose in the way in which they may have
been set by the lever. The bottom line or seat of the jaw on either side
is parallel with a fine radiating through the middle of the handle from
the centre of the fulcrum, but the line of the top of each jaw itself
radiates from the centre, and to this line the tongue portion of the lever
which falls. into the jaw and acts as a stop is fitted. The balance
weight is placed between the handle of the lever and the fulcrum at

page_text: such distance as to close the points without straining them. Both the main
line and shunting levers work parallel with the rails, and are complete with
standard crank and connection on one base plate; they can however be
used at right angles to the rails by dispensing with the crank and jaw. An
indicator or signal can be worked in connection with the levers by forming
an attachment on the opposite side to the crank.
For junctions and stations I propose to use compound levers with
standards on which both top and bottom levers work. In each of these
standards is formed a curved opening (either above or below the lower
fulcrum) radiating from the centre of the fulcrum so that from the
lower levers lateral projections may be formed in such manner as to lock
and interlock each other. These levers have a slit on the top of the
lower one (which moves the points) in which a pin fixed in the top lever
between the fulcrum and the handle works and locks it on either side of
the centre when the two levers incline towards each other from the
fulcrum at a right or an obtuse angle. The throw of the levers is
adjusted to the throw of the points by securing the pressure pin in a slot
in the top lever by a screw nut or otherwise at such distance from the
fulcrum as may be necessary.
For more important junctions and large stations I propose to use
suitable frames in which rods are fixed to act as fulcra for the levers.
The upper levers have two radial arms which act within an eccentric
curve or fork in the top of the lower levers, and when moved cause
them to oscillate in the manner and to the extent desired for acting
upon the points or signals with which they are connected for ease of
motion. The arms of the upper levers are provided with friction rollers.
The lower levers lock and interlock so that one can hold one or many
or be held by one or as many as may be necessary.
For this purpose
from projections at a proper point of the controlling lever a horizontal
connecting link is jointed to a vertical projection from a horizontal rod
which turns in its bearings and causes projections from the rod to act on
links parallel with the link imparting the first motion. When the
controlling lever is moved the links on the same side of the rod as the
moving link move in the same direction as the moving link and those on
the opposite side of the rod in the opposite direction and lock the levers
on which they operate in the corresponding positions by slots in the links
holding projecting pins. It is obvious that this arrangement may be
applied either before or behind the levers, and is susceptible of being

page_text: adapted to the requirements of any situation; for simple junctions it can
be used in combination with the projecting stops described in the
preceding paragraph. The signals I propose to balance in the middle
on a projecting bracket (instead of having the whole strain thrown on
a crank at the end) and lift by a rope passing over a pulley and
attached to the end of a curved rod projecting from the lower edge of
the signal. For lifting the signal a rod with friction rollers can be sub-
stituted, but in either case a crank or pulley at the bottom is necessary.
The spectacles to indicate safety or danger can be attached to the signal
on either side of the post. On the top of the signal a regulating
weight is so adjusted as to secure its falling into the normal position
of danger on the withdrawal of the lifting power. The apparatus for
permitting trains to run behind the points at junctions without derange-
ment to the locking gear consists of a spring to hold the points in the
normal position in which they may be used as facing points. This spring
works on the outside of the rail towards which the points nominally
close, and its pressure is regulated by a nut screwed outside the spring on
the end of a bolt passing through the nearest fixed rail and attached to
the nearest moveable rail. The box for the spring is formed with a base
plate and flange with projections to fit the outside of the rail, and a cover
with flange which can be secured through the base plate to sleepers or to
a piece of timber fixed for the purpose. When it is necessary to set
points with this arrangement in the abnormal position they are opened
by a crank pulled from the signal box, and when set free are again drawn
back by the operation of the spring. When used as trailing points the
flange of the wheel touches a spring affixed to the outer side of the
moveable rail before it strikes the rail itself and thus opens the points
without injuring them on the side opposite to the spring; the draw bolt
by which the points are pulled into the abnormal position can pass freely
through the jaw which connects it with the crank. By the adoption of
this arrangement rods can be dispensed with and wire ropes used for
moving the points. For catch sidings on the inclines of main lines 1
use a similar spring and draw bolt with jaw attached either to a switch
lever without a weight or to a bent handle secured to one eye which forms
a fulcrum below the level of the rod. For closing the points I propose
to use in front of them outside the rail on the side on which the point is
normally open a strong horizontal bar corresponding in length with the
greatest distance between two wheels on a train and having an inclined
plane at each end; this bar rests on crank bearings, and is borne on

page_text: At the end
next the tongue of the points the bar is formed with a strong bolt,
which when the bar is depressed by the weight of a train running over
it shoots through an opening in an iron box into a groove in a bolt pro-
jecting from the point and draws or pushes as the case may be it close
home; when the train is clear of the bar the spring or springs or weights
or both raise the bar and set the points free. To give uniform rigidity to
the fish joints and solid rails between the sleepers I increase the
thickness of the fish plates in the middle or form them with a shoulder
through which I pass a square bolt having an equal bearing in the end
of each rail; or in old rails I insert in holes formed across each joint a
round, rectangular, or other shaped plug or tongue having an equal
bearing on each rail and corresponding in length with the thickness of
the rails; these plugs are kept in position by the fish plates, the nuts of
which are prevented from turning by having wire twisted round and
bending them in such manner that the motion of loosening one reacts
upon and tightens the others, and vice versa; or each nut may be
prevented from turning by being fastened with wire to its respective bolt.
The same result may be secured by having a strip of steel or other metal
of sufficient elasticity and strength to admit of being bent under the
middle nuts and over the two end ones, or vice versa, and holding them
so that the vibration set up by the passage of the train cannot
turn them. The bolts are prevented from turning by being formed with
square shoulders.
springs or weighted to keep it normally above the rails.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Thomas Frederick Cashin in the Great Seal Patent
Office on the 13th April 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
FREDERICK CASHIN, of Sheffield, in the County of York, Civil Engineer,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirteenth day of October, in the
year of our Lord One thousand eight hundred and sixty-eight, in the
thirty-second year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said Thomas Frederick Cashin,
Her special licence that I, the said Thomas Frederick Cashin, my

page_text: executors, administrators, and assigns, or such others as I, the said
Thomas Frederick Cashin, my 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 THE MODE OF SECURING THE
JOINTS OF RAILS, AND IN APPARATUS FOR GUIDING AND PROVIDING FOR THE
SAFETY OF ENGINES AND TRAINS AND PASSING OVER POINTS OR SWITCHES ON RAIL-
WAYS," upon the condition (amongst others) that I, the said Thomas
Frederick Cashin, my executors or administrators, by an instrument in
writing under my, or their, or one of their hands and seals, should par-
ticularly describe and ascertain 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 Thomas Frederick Cashin, do hereby
declare the nature of my 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, that is to say:-
The Invention consists,-
Firstly. Of switch levers for working single sets of points on sidings of
main lines, branch lines, or for shunting.
Secondly. Of combined levers and appliances for working the points
and signals of junctions or stations.
Thirdly. Of a self-acting arrangement for catch sidings on inclines and
for permitting trains to run behind the points at junctions and stations
without deranging the locking gear.
Fourthly. Of a contrivance for forcing the points home close and
crushing any compressible matter that may lie between them and the
rails when a train is passing over them.
And, fifthly. Of a method for preventing the abutting ends of fish.
jointed rails from being depressed below one another or the connecting
bolts from being turned loose.
In substitution of "switch boxes" I propose to use "switch levers"
with standards, cranks, and all accessories in combination. For main

page_text: lines where the points should never be set in the abnormal position
I affix the balance weight above the fulcrum to a curved arm projecting
from the vertical lever, or on the lever itself placed horizontally.
For general shunting I use a lever with a "tumbler" movement on
the fulcrum, the lower part of which is jointed to a jaw which connects
it with a crank working on the base plate of the standard; at the top
this tumbler is segmental in form, and at each extremity of the curve
which is described from the centre of the fulcrum is formed a cushion
or projecting ear to sustain the lever in such a position that when
placed almost horizontally on either side it falls into indentations or jaws
in the segment.
These jaws prevent the lever which works on the
fulcrum with slotted cheeks on each side of the tumbler from being
thrown back or reversed by a train running behind the points; but
the slots admit of its being drawn on the fulcrum so as to clear the
jaws and pass over the segmental part of the tumbler, and in this manner
by moving the lever with balance weight affixed to it from one extremity
of the segment to the other the tumbler is borne down and the points
set for an advancing engine or train at pleasure. To a train passing
behind the points they yield, but always reclose in the way in which
they may have been set by the lever. The bottom line or seat of the
jaw on either side is parallel with a line radiating through the middle
of the handle from the centre of the fulcrum, but the line of the top
of each jaw instead of radiating from the centre is sufficiently under-cut
to allow the tongue portion of the lever B to drop freely into the
jaw and act as a wedge-stop, thereby preventing a train passing through
the points at a high speed from throwing them out of set. The balance
weight is placed between the handle of the lever and the fulcrum at
such distance as so close the points without straining them. Both the
main line and shunting levers work parallel with the rails and arc
complete with standard, crank and connection on one base plate; they
can however be used at right angles to the rails by dispensing with the
crank and jaw. An indicator or signal can be worked in connection with
these levers.
For junctions and stations I propose to use compound levers with
standards on which both top and bottom levers work. In each of these
standards is formed a curved opening (either above or below the lower
fulcrum) radiating from the centre of the fulcrum, so that from the lower
levers lateral projections may be formed in such manner as to lock and
interlock with each other. These levers have a slit in the top of the

page_text: lower one (which moves the points) in which a pin, fixed in the top
lever between the fulcrum and the handle, works and locks it on either
side of the centre, when the two levers incline towards each other
from the fulcra at a right or an obtuse angle. The throw of the levers
is adjusted to the throw of the points by securing the pressure pin in a
slot in the top lever by a screw nut or otherwise at such distance from
the fulcrum as may be necessary.
For more important junctions and large stations I propose to use
suitable frames in which rods are fixed to act as fulcra for the levers.
The upper levers have two radial arms which act within an eccentric
curve or fork in the top of the lower levers, and when moved cause them
to oscillate in the manner and to the extent desired for acting.upon
the points or signals with which they are connected. For ease of motion
the arms of the upper levers are provided with friction rollers. The
lower levers lock and interlock so that one can hold one or many, or be
held by one or as many as may be necessary. For this purpose from
projections at a proper point of the controlling lever a horizontal
connecting link is jointed to a vertical projection from a horizontal rod
which turns in its bearings and causes projections from the rod to act
on links parallel with the link imparting the first motion; when the
controlling lever is moved the links on the same side of the rod as the
moving link move in the same direction as the moving link, and those
on the opposite side of the rod in the opposite direction and lock the
levers on which they operate in the corresponding positions by slots in
the links holding projecting pins. It is obvious that this arrangement
may be applied either before or behind the levers, and is susceptible of
being adapted to the requirements of any situation. The signals I
propose to balance in the middle or a projecting bracket (instead of
having the whole strain thrown on a crank at the end) and lift by a
rope passing over a pulley and attached to the end of a curved rod
projecting from the lower edge of the signal. For lifting the signal a
rod with friction rollers can be substituted, but in either case a crank
or pulley at the bottom is necessary. The spectacles to indicate safety
or danger can be attached to the signal on either side of the post. On
the top of the signal a regulating weight is so adjusted as to secure its
falling into the normal position of danger on the withdrawal of the
lifting power. The apparatus for permitting trains to run behind the
points at junctions without derangement to the locking gear consists of
a spring to hold the points in the normal position in which they may

page_text: be used as facing points; this spring works on the outside of the rail,
towards which the points normally close, and its pressure is regulated by
a nut screwed outside the spring on the end of a bolt passing through
the nearest fixed rail and attached to the nearest moveable rail. The
box for the spring is formed with a base plate and flange, with
projections to fit the outside of the rail, and a cover with flange
which can be secured through the base plate to sleepers or to a piece of
timber fixed for the purpose. When it is necessary to set points with
this arrangement in the abnormal position they are opened by a crank
pulled from the signal box, and when set free are again drawn back by
the operation of the spring. When used as trailing points the flange of
the wheel touches a spring affixed to the outer side of the moveable rail
before it strikes the rail itself, and thus opens the points without injuring
them; on the side opposite to the spring the draw bolt by which the
points are pulled into the abnormal position can pass freely through the
jaw which connects it with the crank. By the adoption of this arrange-
ment rods can be dispensed with and wire ropes used for moving the
points. For catch sidings on the inclines of main lines I use a similar
spring and draw bolt with jaw attached to a switch lever without a
weight, or to a bent handle secured to an eye which forms a fulcrum
below the level of the rod. For closing the points I propose to use in
front of them outside the rail on the side on which the point is normally
open a strong horizontal bar corresponding in length with the greatest
distance between two wheels on a train, and having an inclined plane
at each end; this bar rests on crank bearings, and is borne on springs
or weighted to keep it normally above the rails. At the end next the
tongue of the points the bar is formed with a strong bolt, which when
the bar is depressed by the weight of a train running over it shoots
through an opening in an iron box into a groove in a bolt projecting
from the point and draws or pushes, as the case may be, it close home;
when the train is clear of the bar the spring or springs or weights or
both raise the bar and set the points free. To give uniform rigidity to
the fish joints and solid rails between the sleepers I increase the thick-
ness of the fish plates in the middle or form them with a shoulder,
through which I pass a square bolt having an equal bearing in the end
of each rail; or in old rails I insert in holes formed across each joint a
round, rectangular, or other shaped plug or tongue, having an equal
bearing on each rail and corresponding in length with the thickness of
the rails; these plugs are kept in position by the fish plates, the nuts

page_text: of which are prevented from turning by having wire twisted round and
binding them in such manner that the motion of loosening one reacts
upon and tightens the others, and vice versa; or each nut may be pre-
vented from turning by being fastened with wire to its respective bolt.
The same result may be secured by having a strip of steel or other metal
of sufficient elasticity and strength to admit of being bent under the
middle nuts and over the two end ones, or vice versa, and holding them
so that the vibration set up the passage of a train cannot turn them.
The bolts are prevented from turning by being formed with square
shoulders.
In order that the several parts of my Invention may be more easily
understood and carried into effect I will now proceed to describe the same
more particularly by reference to the accompanying Drawings and to the
letters and figures marked thereon. The Drawings exhibit all the
essential details, and similar letters or figures of reference on each sheet
refer to similar parts.
Sheet No. 1.-Fig. 1 is a perspective view of the shunting lever with
tumbler complete. A is the standard with base plate; B, the handle or
lever proper; C, the balance weight; D, the tumbler; E the connecting
jaw, and F the crank by which the points are worked; Fig. 2 is an
enlarged view of the tumbler, and Fig. 3 a section thereof; Fig. 4 is a side
view shewing the slot in the handle of the shunting lever, and Fig. 5 a
section on the line a, b, Fig. 4; Figs. 6 and 7 are side views of the handles
for main line levers; Fig. 8 is a vertical section through Fig. 6, and Fig. 9
a vertical section through Fig. 7. The crank can be fixed on either side
of the base plate at c, as shewn, or at d, as may be desirable for working
the points. The connecting rod may be attached on either side, but
I prefer that it should work from and not across the lever. The
weighted lever B holds the points firmly set for a train running in front
of them on the line of rails nearest the lever. When it is desired to set
the points for the other siding the handle B is pulled in the direction
shewn by the arrow until as the slots slide on the fulcrum the
central tongue of the handle is drawn clear of the jaw at i, Fig. 2,
when it is thrown over the jaw of the tumbler at k and falls into
the position shewn by the dotted lines at g, carrying with it the crank
and points. These levers remain as they are set for facing, but however
set always admit of trains running out from behind them; when
set at ca train running out would raise the lever to. f, and when set at

page_text: g to h, but in both cases when the train cleared the points the lever
would fall back into the position in which it had been set. It is
manifest that the handle may work as a tongue within the upper part
of the tumber in the same way that the tumbler is shewn in the
Drawing to work between the cheeks of the handle and projections
be formed to drop into the jaws, or a spring catch be used, but I prefer
the arrangement shewn. For sidings connected with main lines I
dispense with the tumbler and slotted handle, substituting either the
handle shown by Fig. 6, which stands vertically in its normal position,
or that shewn by Fig. 7, which in its normal position is horizontal or
nearly so. These handles work on the fulcrum in the standard, and the
lower part is attached to the connecting jaw.
Sheet No. 2.-Fig. 1 is a plan, and Fig. 2 a front elevation of three
levers for working one set of points and two signals; Fig. 3 is an end
elevation shewing the lever C locked at danger, and Fig. 4 n section
on the line a, b, Fig. 1. The standard E is formed with to fulcra, on
the upper of which the first mover or lever A is fixed; in this lever is
a pressure pin d which can be screwed up and fixed at any desired point
in the slot and adjusted to the required throw for the lower lever B.
This lever B which works on the lower fulcrum is formed with a slot
in the top in which the pressure pin of the lever A works, and has a stop
pin c projecting from it in front of the lever D; there is also another
pin below the slot in the lever B, to which is attached a slotted link e,
connected with an arm which is keyed and fastened by ordinary
well-known means on the revolving shaft F; on the other end of
this shaft is fixed a lower arm g connected with a slotted link /
which works on a pin in the lever C. The lever A when set in the
position shewn by the Drawings locks also in the position shown the
lever C at danger; the lever D is also shewn at danger, but is at
liberty to be moved to safety; before however the points can be changed
or the lever B reversed the lever D must in consequence of the stop
pin c be thrown back to danger, the lever A can then be turned over,
the pin h working in the slot carrying the lever B with it and locking
the lever D at danger. When the pin in the lever B reaches the
end of the slotted link it causes the shaft F to revolve and pulls the
link h in the direction shewn by the arrow, Fig. 3, setting the lever C
at liberty to be moved to safety by releasing the pink and allowing
it to travel in the slotted link h. Until the lever C be thrown back
to danger the lever B which actuates the points cannot be again moved:

page_text: The signal levers are shewn off the same length below the fulcrum as the
point's lever, but they can be made of any required lengths. Three levers
are only shewn, but the system of locking can be applied to a considerable
number of levers. I prefer the arrangement shewn for country stations
and small junctions, but when deemed desirable the lever A can be
dispensed with and the lever B with a handle only used.
Sheet No. 3. Fig. 1 is a plan, Fig. 2 a front elevation, and Fig. 3
a vertical section on the line a, b, (Fig. 1) shewing the arrangement of
compound locking levers for large junctions and stations. A, A, are
standards which can be made of any required height and fixed to frames
or beds of wood or iron, as may be deemed desired; B, is a rod passing
through the standards which forms a fulcrum on which the top
levers C, C, work; D is a similar rod on which the lower levers E, E,
work; F is a shaft running through the standards which is actuated by
the lever 2 and the levers 3, 4, 5, and 7 which it controls; G is a similar
shaft actuated by the lever 7 and the levers 1, 2, 6, and 8 which it con-
trols; H is another shaft passing through three standards only, which is
actuated by the lever 8 and the levers 6 and 7 which it controls; and I
a similar shaft actuated by the lever 4 and the levers 1, 2, and 5 con-
trolled by it; 5 and 6 are the point's levers, the others are sigual levers.
The top levers C, C, are formed with radial arms c, c, fitted with guide
friction rollers; the lower levers E, E, are formed at the top with an
excentric curve or fork so shaped that when both levers are perpendicular
the radial arms are horizontal and touch both sides of the fork, the
lower curve on either side of the centre in which is struck not from
the centre of the fulcrum, but is determined by the throw required for
the points or signals. The terminal points at the bottom of the curve or
fork must be near the centre of the top fulcrum as may be thus
ascertained to be necessary; this determined, the bottom curves on either
side (below a horizontal line drawn through the centre of the top
fulcrum) should be formed by ordinates, and the upper curves formed to
correspond, so that when one of the radial arms is acting on the lower
curve on one side, the other radial arm can traverse the upper curve on
the opposite side which follows it. To the lower levers 2, 4, 7, and 8 are
attached links d, d, and to the other lower levers, except 9, are attached
slotted links f, f; the slots in these links are in length equal to the travel
of the lower levers at the point where the slots work on pins projecting
from the levers. The arms y, g, keyed and fastened on the revolving
shafts F, G, H, and J are jointed to the links d, d, and the arms h, h,

page_text: also fastened to the revolving shafts are jointed to the links f, f. The
Drawings shew the lever 2 in the abnormal position of safety; in being
moved into this position it causes (by means of the link d and arm g
connected with it) the shaft F to revolve and the arms h, h, mounted on
it to move in the direction shewn by the arrow, i, Fig. 3, causing the
links f, f, to which they are jointed and which ride on pins projecting
from the levers 3, 4, 5, and 7 to press home on the pins and lock the
levers in the normal position. Until the lever 2 be returned to the
normal position of danger neither of the levers 3, 4, 5, or 7 can be
moved into the abnormal position, but when set at liberty and moved
into that position the lever 2 cannot be again moved to safety until
all are returned to the normal position. The lever 7 by means of a link
and arm which actuate the shaft G locks and is locked in the same
manner by levers 1, 2, 6, and 8, the lever 8 by means of the shaft H
which it actuates locks and is locked by levers 6 and 7, and the lever 4
by means of the shaft I is locked by and locks 1, 2, and 5. The radial
arms of the top levers C, C, need not be pressed home to the extremities
of the fork of the lower levers on either side; the peculiarity of this
combination of levers is that at any point the radial arms hold the lower
lever against any strain upon it. The links d, d, all move in the
direction of the double arrows, and the links f, f, all in the direction of
the single arrows. It is obvious that this system of locking with
revolving shafts having arms of unequal length keyed and fastened
thereon, the longer arms being jointed to a link connecting it with the
governing lever, and the shorter arms to as many slotted links as may be
necessary to lock any required number of levers, may be applied indefinitely
without necessitating any previous arrangement at the manufactory, and
may be modified from time to time to suit extensions or fresh com-
binations. This system can also be used with the levers in ordinary
use.
Sheet No. 4. Figures 1 and 2 are elevations of signal posts shewing the
mode of balancing and moving the signals; the upper part of each Figure
shews a side elevation of signal and discs, and the lower part a front
elevation, that at Figure 1 an arrangement for moving the signal into the
position of safety by pulling, and that at Figure 2 by lifting. A is a
bracket slit at the lower part and well fastened to the signal post of suffi-
cient strength to support and balance the signal B which passes through
and works in a groove in the post; to the end of the signal is attached a
curved arm C with safety disc D and danger disc E which cover the lamp

page_text: fixed on a bracket when the signal is in the abnormal position of safety or
the normal position of danger. The balance weight a can be adjusted at
pleasure, and where it may be preferred to raise the signal by pulling with
a light copper rope a curved rod 6 passing through an eye c is used and
the rope passing over the pulley d. The crank arrangement at the bottom
is necessary for either lifting or pulling, but the weight at the bottom is
by no means essential. In Figure 1 when the crank is pulled in the
direction of the arrow the rope c is pulled down over the pulley and lifts
the signal into the position shewn by the dotted lines when the disc also
indicates safety; when released the signal itself falls and remains at rest
in the normal position of danger. In Figure 2 the joints at f and g admit
of the signal being lifted with ease to indicate safety and drawn back
into the normal position of danger when the danger disc also covers the
lamp.
Figure 3 is a plan, and Figure 4 a section on the line a, b, of the
arrangement for catch sidings on inclines and for permitting trains to
run behind the points at junctions. In a cast-iron box A adapted to
the depth of the rails I fix a spring of any suitable form to keep the
points closed on one side and yet yield three inches and a half more
or less according to the throw of the points to a comparatively light pressure,
say a pressure of twenty pounds; the spring is protected. by a cover g
fastened to the box. The hole in the rail B through which the draw
bolt h passes should be made sufficiently large to pass freely over it, or
the bolt at i can work in a slot or a barrel so that the points may be opened
by a train running behind the points without moving anything beyond.
The spring is intended to weaken the effect of a train striking the rail D
when running behind the points at a high speed.
On catch
sidings on inclines a simple handle, as shewn, can be used, and for junc-
tions with this arrangement the points need only be moved from the box
when it is necessary that a train should run in front of the points on the
rails B, C. By this arrangement rods can be dispensed with and wire.
ropes substituted.
Sheet No. 5.-Figure 1 is a plan, and Figure 2 an elevation of the
arrangement for forcing the points close home and preventing them
from being moved until the train is quite clear of them; Figure 3 is
an enlarged plan shewing the compression bolt A in its normal position
above the rails with the points open from the bolt; Figure 4 is a
section on the line a, b; Figure 5 is an enlarged plan shewing the

page_text: compression box and the bolt depressed by a train passing over it
pressing the points from it; and Figure 6 is a plan shewing the com-
pression bolt depressed and the points drawn close towards it. The
bolt A is formed of [-iron with an incline plane at each end and rides
above the rails on the crank bearings c, c, and springs d, d, of any
suitable form in advance of them. A bolt passes through the points
and is fixed to a socket I with a tongue h, which moves with the
points and is forced close home on the proper side of the end, the bolt C
when the points are moved and the bolt is depressed and shot forward
by an engine or carriage passing over the portion of it which normally
stands above the rails.
Sheet No. 6. Figure 1 is a side elevation, and Figure 2 a plan shewing
the improved fish joint with 5 bolts; Figure 3 is a section at a, b,
(Figure 1); Figure 4 is an elevation showing the fish plate with only
three bolts; and Figure 5 a cross section through the centre bolt at c, d ;
Figure 6 is an elevation of an ordinary fish plate shewing in dotted lines a
plug inserted between the ends of the rails; Figure 7 is a plan of the same;
and Figure 8 a section through e, f; Figure 9 is a side elevation, and
Figure 10 a cross section of a common fish plate showing the mode of
fastening the nuts with wire. The enlarged section obtained by increasing
the thickness of the fish plates at g, g, Figures 1, 3, 4, and 5, and the square
bolt passing through corresponding grooves in the ends of the rails, in
which it is accurately fitted, prevent undue vibration at the joints or the
depression of one rail below another. I prefer to use fish plates with only
three bolts, and by placing the sleepers next the joint a little closer than
they are ordinarily placed the rigidity and flexibility of the rails throughout
can be made uniform. At Fig. 6 shews a strip of steel or iron bent over
the nuts to prevent them from turning, and at Figs. 9 and 10 i shews a
piece of wire used for the same purpose; the wire should be turned in the
direction shewn by the arrows, so that one nut cannot be shaken loose
without tightening the others.
Having now described the nature of my Invention, and the manner in
which the same is or may be carried into effect, I declare that what I
claim and desire to have secured to me by the above in part recited
Letters Patent is,-
First. The combination of standard, base plate, crank handle, and
connections for main line and shunting levers, and the slotted handle
and tumbler with jaws or indentations on either side of the centre to

page_text: admit of the effective direct action of the balance weight on the switches,
substantially as herein-before described and illustrated in Sheet: 1. of the
accompanying Drawings.
Second. The apparatus herein-before described and shewn in Sheet II-
of the Drawings for working and locking points and signals.
Third. The compound lever, formed of the parts marked C and E,
and the peculiar mode of locking herein-before described and shewn
in Sheet III. of the Drawings..
Fourth. The mode of mounting and working signals shewn in Sheet IV.
(Figs. 1 and 2).
Fifth. The spring arrangement for catch sidings and junctions also
shewn in Sheet IV. (Figs. 3 and 4).
Sixth. The arrangement shewn in Sheet V. for closing the points and
preventing them from being moved during the passage of trains over
them.
And, seventh. The fish plates enlarged where they cross the joint of
the rails, the square bolt passing through the ends of the rails, and the
means of preventing the nuts from being shaken loose, substantially in
the manner herein-before described and illustrated in Sheet VI. of the
Drawings.
In witness whereof, I, the said Thomas Frederick Cashin, have here-
unto set my hand and seal, this Thirteenth day of April, in the
year of our Lord One thousand eight hundred and sixty-nine.