IMPROVEMENTS IN AND RELATING TO POINTS FOR TRAMWAYS AND THE MEANS AND APPARATUS EMPLOYED FOR ACTUATING THE SAME "
Year: 1883

page_text: LETTERS PATENT to Henry Scott of Liverpool in the County of Lancaster
for an Invention of "IMPROVEMENTS IN AND RELATING TO POINTS FOR
TRAMWAYS AND THE MEANS AND APPARATUS EMPLOYED FOR ACTUATING
THE SAME
"
PROVISIONAL SPECIFICATION left by the said Henry Scott at the Office
of the Commissioners of Patents on the 10th February 1883.
HENRY SCOTT, of Liverpool, in the County of Lancaster, "IMPROVEMENTS IN
AND RELATING TO POINTS FOR TRAMWAYS AND THE MEANS AND APPARATUS
EMPLOYED FOR ACTUATING THE SAME
"
My Invention relates to certain improvements hereinafter more particularly
mentioned in points for tramways and the means of actuating the same and
setting points, in which are employed facing points and trailing points. These
improvements are designed to be worked automatically and, or by the action of
the car and embody certain additions on former inventions of mine for which I
have obtained Letters Patent N° 3859/82 and 4870/82.
Previous to my Inventions to enable tramcars to take the points of branch and
loop lines, in respect of branch and loop lines moveable feather facing points
worked by means of a pointsman have been mostly used. It has also been
proposed to work such points by means of mechanical contrivances from the car.
In respect of loop lines the practice has also been to use a fixed point and to give
the rail a curved set in front of the point so that the approaching car will naturally
take the point but this plan is objectionable because it necessitates the tramcar
being jerked from one side to the other on taking the point and causes excessive
wear and tear of the plant. The objections to the moveable feather facing points
have been the difficulty experienced in keeping such points free from obstructions
such as street debris also the obligation of having to manually set the points. A
means of keeping the point bed clear of debris has been described in the
Specification of my former Patent N° 3859/82 and a means of moving the point
I Dries 71

page_text: has been described in the Specifications of my former Patents No 3859/82
and 4870/82.
My present Invention consists :-
First In causing the facing points of loop lines to be always correctly set for
the up and down line. What I mean by a loop line is that part where a single
line of tramway diverges into a double line whether it be a mere passing, or the
continuation of a double line, or a siding, and where the up and down tramcars
have to keep on their respective sides, for example in keeping to the left hand.
To effect the correct setting of the point I give the point a normal automatically
recoverable position correct to guide the coming car into the right line. This
normal recoverable position is conveniently obtained by the use of a weight, or
spring in connection with and acting on the point and independent of any
extraneous appliance, such as mechanism on the car, or the action of the car. To
enable this norinal recoverable position of the point to be effectual I set the point
over, or in an open, or gridded receptacle, for example, I construct the point and
receptacle in the manner patented to me in Letters Patent No 3859/82, or in the
improved receptacle and point hereinafter described. In carrying this part of my
Invention into practice it is to be understood that the facing point for the upline
has its normal position to buit such up line and the facing point for the down-line
has its normal position to suit such down line. When the points become trailing
points by the car leaving the point the car wheel naturally opens the point against
the weight, the point automatically resuming its normal position after the car has
_passed.
Second In certain additions to the tramway points for which I obtained Letters
Patent No 3859/82. These additions consist in the form of the open, or gridded
receptacle over which the point works, namely, I construct the receptacle of box
form with a central longitudinal bed diaphragm, the upper part of which bed
diaphragm forms a bearing for the point to work upon, the bed is set down
sufficiently below the sides of the receptacle so that the upper surface of the point
is level with the top of the sides of the receptacle. The receptacle is connected
to the street sewer, drain, or other conduit and the street debris falls, or is swept
by the switching of the point through the open spaces between the point bed and
the sides of the receptacle into the receptacle. This arrangement is alike applicable
to both facing and trailing points. A further addition consists in making the
facing point a double grooved point instead of a tongue feather point. Such
double grooved point is of gridded, or open construction and set over, or in a
drained receptacle.
Third In certain additions relating to the tramway points for which I obtained
Letters Patent No 4870/82. These additions may be thus defined. A I use the
double grooved facing point described under the second part of this Invention in
connection with the rail sectioned trailing point such connected points being
worked by the side draught of the horses, or by the side movement of the car.
I set the points in a normal automatically recoverable position which is con-
veniently obtained by a weight, or spring, thus the points are always kept set for
one line, the side draught of the horses only being requisite when taking the other
line. B Under this part where the tramcars do not return both ways over the
points I substitute for the moveable facing point a fixed facing point and I only
use a trailing point which has a normal automatically recoverable position which
is conveniently obtained by a weight, or spring thus the trailing point is kept
always set for one line. When it is required to switch the point for a branch line
such switching is effected by the side draught of the horses, or side movement of
the car.
It will be understood that this part of my Invention is only applicable
for those tramway systems on which the cars do not return both ways over the
points to prevent the weight back switching the trailing point. during the passing
of the car.
When taking the branch the trailing point is made of greater length
than the wheel base of the car. The sister, or parallel rail has a fixed point which

page_text: commences at a distance past the commencement of the trailing point to allow for
the required amount of lateral movement and in advance of the fixed point of the
switch rail to the full lenght of the wheel base of the car, thus ensuring the correct
passage of the car over the points by preventing the trailing point resuming its
normal position until the whole car has passed over.
Fourth In practice it is found that in use moveable tramways points although
kept down at the ends wear and become loose. As a means of securing adjusting
and taking up the wear of the points I employ eccentric bolts at both ends of the
points, which eccentric bolts pass laterally through the bed and through provisions
on the under side of the points. These provisions are preferably provided with
hard metal blocks through which the bolts pass. The bolts may go through the
sides of the bed, or through bearing pieces which ship into provisions on the bed.
This latter construction enables the points to be easily removed as by taking out
the bolt bearings the whole apparatus can be lifted from the bed. The bolts are
provided with a head and nut so that they can be adjusted and tightened. The
pivot of the point is a simple boss of the full width of the point which ships into
a corresponding recess in the bed.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Henry Scott in the Great Seal Patent Office on the 10th August
1883.
HENRY SCOTT, of Liverpool, in the County of Lancaster IMPROVEMENTS IN
AND RELATING TO POINTS FOR TRAMWAYS AND THE MEANS AND APPARATUS
EMPLOYED FOR ACTUATING THE SAME"
My Invention relates to certain improvements hereinafter more particularly
mentioned in points for tramways and the means of actuating the same and setting
points in which are employed facing points and trailing points. These improve-
ments are designed to be worked automatically and, or, by the action of the car
and embody certain additions on former Inventions of mine for which I have
obtained Letters Patent N° 3859/82 and 4870/82
Previous to my Inventions to enable tram cars to take points of branch and loop
lines, in respect of branch and loop lines, moveable feather facing points worked by
-means of a pointsman have been mostly used. It has also been proposed to work
such points by means of mechanical contrivances from the car. In respect of loop
lines the practice has also been to use a fixed point and to give the rail a curved
set in front of the point so that the approaching car will naturally take the point,
but this plan is objectionable, because it necessitates the tramcar being jerked from
one side to the other on taking the point and causes excessive wear and tear of the
plant. The objections to the-moveable feather facing points have been the difficulty
experienced in keeping such points free from obstructions such as street débris,
also the obligation of having to manually set the points. -A-means of keeping the
point bed clear of débris has been described in the Specification of my former
Patent No 3859/82 and a means of moving the point has been described in the.
Specifications of my former Patents N° 3859/82 and 4870/82.
My present Invention consists
First In causing the facing points of loop lines to be always correctly set for the
up and down line. What I mean by a loop line is that part where a single line of
tramway diverges into a double line whether it be a mere passing, or the con-
tinuation of a double line, or a siding and where the up and down trámcars have
to keep on their respective sides for example in keeping to the left hand. To
effect the correct setting of the point, I give the point a normal and automatically
recoverable position correct to guide the coming car into the right line. This
normal recoverable position is conveniently obtained by the use of a weight, or spring
in connection with and acting on the point and independent of any extraneous
appliance such as mechanism on the car, or the action of the car or manual
mechanism To enable this normal recoverable position of the point to be effectual,
I set the point over or in an open, or gridded receptacle for example I construct
the point and receptacle in the manner patented to me in Letters Patent
No 8859/82, or in the improved receptacle and point hereinafter described. In
carrying this part of my Invention into practice it is to be understood that the
facing point for the upline has its normal position to suit such upline and the
facing point for the down line has its normal position to suit such down line.
When the points become trailing points by the car leaving the point, the car
wheel naturally opens the point against the weight the point automatically
resuming its normal position after the car has passed.
Second In certain additions to the tramway points for which I obtained Letters
Patent No 3859/82. These additions consist in the form of the open or gridded
receptacle over which the point works, namely I construct the receptacle of
box form with a central longitudinal bed diaphragm; the upper part of which
bed diaphragm forms a bearing for the point to work upon the bed is set down
sufficiently below the sides of the receptacle so that the upper surface of the
point is level with the top of the sides of the receptacle. The receptacle is con-

page_text: nected to the street, sewer drain, or other conduit, and the street débris falls, or is
swept by the switching of the point through the open spaces between the point
bed and the sides of the receptacle into the receptacle. This arrangement is alike
applicable to both facing and trailing points. A further addition consists in
making the facing point a double grooved point instead of a tongue feather point.
Such double grooved point is of gridded, or open construction and set over, or in a
drained receptacle.
Third In certain additions relating to the tramway points for which I obtained
Letters Patent N° 4870/82. These additions may be thus defined A I use the
double grooved facing point described under the second part of this Invention in
connection with the rail sectioned trailing point as described in the Specification of
said Patent No 4870/82. Such connected points being worked by the side draught
of the horses or by the side movement of the car. I set the points in a normal and
automatically-recoverable position which is conveniently obtained by a weight, or
spring, thus the points are always kept set for one line, the side draught of the
horses only being requisite when taking the other line. C Under this part I use
a trailing point which has a normal and automatically-recoverable position which
is conveniently obtained by a weight, or spring, thus the trailing point is always
kept set for one line. When it is required to switch the point for a branch line,
such switching is effected by the side draught of the horses, or side movement of
the car.
It will be understood that this part of my Invention is only applicable
for those tramway systems on which the cars do not return both ways over the
points. To prevent the weight back switching the trailing point during the passing
of the car,
when taking the branch, the trailing point is made of greater length
than the wheel base of the car. The sister, or parallel rail has a fixed point
which commences at a distance past the commencement of the trailing point to
allow for the required amount of lateral movement and in advance of the fixed
point of the sister rail to the full length of the wheel base of the car, thus ensuring
the correct passage of the car over the points by preventing the trailing point
resuming its normal position until the whole car has passed over.
Fourth In practice it is found that in use moveable tramway points, although
kept down at the ends wear and become loose. As a means of securing, adjusting
and taking up the wear of the points, I employ eccentric bolts at both ends of the
points, which eccentric bolts pass laterally through the bed and through provisions
on the underside of the points. These provisions are preferably provided with
hard metal blocks through which the bolts pass. The bolts may go through the
sides of the bed, or through bearing pieces which ship into provisions onto the bed.
This latter construction enables the points to be easily removed, as by taking out
the bolt bearings the whole apparatus can be lifted from the bed. The bolts are
provided with a head and nut so that they can be adjusted and tightened. The
pivot of the point is a simple boss of the full width of the point which ships into
a corresponding recess in the bed.
The beforegoing being the nature, object and purposes of my Invention, I will
now proceed to more particularly describe how the same may be carried out into
practical effect and illustrate the construction of points for street tramways
according to my Invention, and describe forms thereof suitable for being employed
in carrying my Invention into practice and for that purpose I have hereunto
attached three sheets of Drawings illustrative thereof, which Drawings are marked
with letters and figures of reference corresponding with those used in the following
explanation. Like letters and figures denoting the same, or corresponding parts
throughout the various views and figures.

page_text: Figure 2. is a diagram illustrating another position where my Invention is
applicable.
Figure 3 is a plan of a tramway point constructed under the first part of my
Invention.
Figure 4 is a longitudinal vertical section of Figure 3.
Figure 5 is a cross section through X X Figure 4
Figure 6 is a cross section through Y Y Figure 4.
Figure 7 is a longitudinal section through a point constructed under the second
part of my Invention.
Figure 8 is a plan of Figure 7.
Figure 9 is a cross section through XX. Figure 7.
Figure 10 is a cross section through Y Y Figure 7.
Figure 11 is a plan illustrating another example under the second part of my
Invention.
Figure 12 is a cross section through X X Figure 11.
Figure 13 is a cross section through Y Y Figure 11.
Figure 14 is a plan of double grooved facing point under the second part of my
Invention
Figure 15-is-a-cross section through X X Figure 14.
Figure 16 is a plan of a tramway point constructed under head C of the third-
part of my Invention
Figure 17 is a plan of sister rail to be used with point shown at Figure 16.
Figure 18 is a longitudinal sectional elevation of Figure 16.
Figure 19 is a cross section through X X Figure 18.
Figure 20 is an end section of holding and adjusting device for tramway points
under the fourth part of my Invention.
Figure 21 is a sectional elevation of Figure 20.
Figure 22 is a plan of Figure 20.
Under the first part of my Invention. To effect the correct setting of a street
tramway facing point, such as the facing point illustrated at Figures 3. 4. 5 and 6,
I give the point B a normal and automatically-recoverable position to guide the
car coming in the direction of the arrow a Figure 1, or arrow a Figure 2 into the
line b. This normal and recoverable position I obtain by the use of the weight J,
which is conveniently applied by the bell crank lever G to the point B in the
manner shown at Figures 3, 4 and 5. In lieu of the weight J, the spring J'
Figure 5 may be used for the same purpose. The point B is supported at its rear
end by the pivot B¹ and at the feather end by the sliding bolt B. To enable the
normal and recoverable position of the point to be effectually performed, it will be
seen that I set the point B in an open receptacle C connected to the street sewer,
or other conduit through the outlet C¹ the point bearing at B' and B' only, this
open receptacle C is constructed as secured to me by Letters Patent N° 3859/82
and it will be seen that the point B is so to speak isolated namely all street dirt, or
debris which may find its way to the point in any direction falls into the open
receptacle C through the openings d (whether coming along the line in either
direction, or across the point) which it will be seen extend beyond the limits of the
point proper B. In carrying this part of my Invention into practice it is to be
understood that the point B for the up line say b has its normal position to suit
such upline band it may be placed at either of the positions 6' (see Figures 1 and 2),
and the point B for the down line c has its normal position to suit such down line o
and it may be placed at either of the points c¹ (see Figure 1.) the car travelling in
the direction of the arrow c', and when the points B become trailing points by the
car leaving the point the car wheel naturally opens the point B against the
weight J, or spring J, the point B automatically resuming its normal position after
the car has passed; for instance a car having passed in the direction of the arrow a
onto the line b, the points B at c¹ become trailing points and are opened by the car
wheel against the weight J, or spring J the point B automatically resuming its
normal position after the car has passed. The points B at 6¹ operate in like manner -