IMPROVEMENTS IN ACTUATING AND LOCKING RAILWAY SWITCHES, AND INTER- LOCKING THEM WITH THEIR SIGNALS
Year: 1878

page_text: LETTERS PATENT to Edward Waller Stoney, M.I.C.E., Civil Engineer, of the
Madras Railway Company, of Pothanore, in the Presidency of Madras, British
India, and George Kift Winter, F.R.A.S., Telegraph Engineer, of the Madras
Railway Company, of Arconum, in the same Presidency, for the Invention of
"IMPROVEMENTS IN ACTUATING AND LOCKING RAILWAY SWITCHES, AND INTER-
LOCKING THEM WITH THEIR SIGNALS."
Sealed the 10th December 1878, and dated the 25th June 1878.
PROVISIONAL SPECIFICATION left by the said Edward Waller Stoney,
M.I.C.E., at the Office of the Commissioners of Patents on the 25th June 1878.
EDWARD WALLER STONEY, M.I.C.E., Civil Engineer, of the Madras Railway
Company, of Pothanore, in the Presidency of Madras, British India, and GEORGE
KIFT WINTER, F.R.A.S., Telegraph Engineer, of the Madras Railway Company, of
Arconum, in the same Presidency. "IMPROVEMENTS IN ACTUATING AND LOCKING
RAILWAY SWITCHES, AND INTERLOCKING THEM WITH THEIR SIGNALS."
This Invention has for its object improvements in apparatus for working and
controlling railway switches and signals.
For the purpose of working and controlling railway switches we arrange an
horizontal axis to pass beneath the rails at right angles to them, and close up to
the points of the tongue rails. The axis has upon it two cams, one at the inner
side of each of the tongue rails; and the tongue rail has in each case an incline or
wedge fixed upon it.
When it is desired to lock the tongue rail against the stock rail, the axis is
caused partially to rotate, which causes a projection or incline upon the face of the
cam to bear against the corresponding incline or wedge fixed upon the tongue rail.
The cam also has a flange, which bears against the side of the stock rail, so that
when the cam is turned to press the tongue rail up to the stock rail these two rails
become nipped and securely held between the parts of the cam itself.

page_text: One or both of the cams is arranged so that it can slide without turning upon
the axis, and thus the secure locking and holding of the point is not dependent
upon the gauge of the line being accurately kept.
The cam in each case also carries other projections, one serving, when the cam is
rotated, to close the tongue rail towards the stock rail before the locking incline 5
comes into play, and the other acts as a filling piece, entering between the tongue
rail and the stock rail when these are separated the one from the other.
We also arrange a treddle bar to bear upon a pin fixed in one of the cams, so
that when the cam moves round from one position to the other it first raises the
treddle bar, and then again allows it to descend. This treddle bar serves two 1
purposes; it prevents the switches being moved at the time when a train is passing,
for the treddle bar cannot be lifted when the wheels of a passing vehicle are upon
it; and it also, if the gear is left in an intermediate position, causes it to be forced
home to its proper place as soon as the pressure of the wheels comes upon the.
treddle.
1
We also in some cases provide treddles, so that a train approaching the points
from the rear may be able to set them correctly for itself, whether it be running
on the main line or upon the branch or siding. There are for this purpose two
treddles, one for each line, and they carry inclines, which, when the treddle is
depressed, act against a lever mounted upon an upright pin or axis in the middle 2
of the way. The treddles when depressed cause the lever to move around the pin,
and by a connecting rod the movement of the lever is transmitted to the cams, by
which the tongue rails are moved and locked.
As the two treddles operate upon the lever on opposite sides of its centre or axis
the movements to which they give rise are in opposite directions. We mount upon
the same axis with the cams which control the tongue rails another cam, which
acts upon a signal arın, causing it to incline in one direction or the other, according
to the position of the points, and holding it stationary in a position indicating
danger, whilst the tongue rails are in movement or remain unlocked.
In some cases in order to prevent the points being shifted whilst a train is a
passing we fix to the end of the tongue rail a doublo incline or wedge, and upon
the treddle we also form or fix corresponding inclines in such manner that the
tongues can only move when the treddle is free to rise. The treddle also in this
case serves the further purpose that if the tongue rail be not quite homo against
the stock rail the pressure of the wheels upon the treddle at once drives it to its
place.
When it is required to work switches or signals from a distance, in place of
employing moving bars, rods, or wires, as is now usual, we employ the pressure of a
liquid conveyed through pipes to a cylinder placed near the switch or signal to be
operated upon.
If it be desired that the movement in both directions should be produced by the
pressure of the liquid two pipes are provided, but the movement in one direction
inay be obtained by the descent of a weight, or in other similar manner, and in
that case only one pipe is needed.
In cases in which the switches are worked by rods from a distant signal box
we cause the rod to give movement to a lever turning upon an upright pin or axis
fixed in the middle of the way. The lever has studs or projections upon it, which
act against inclines fixed to the extremities of the tongue rails.
According to the direction in which the lever is moved one or other of the studs
operates and forces the corresponding tongue rail up to the stock rail. The stud
having arrived at the end of the incline passes on to a flat, in which the incline
terminates.
The stud, in consequence of the continued movement of the lever, may pass a
greater or less distance along the flat, but no further movement of the tongue rail
results, and throughout its course, and wherever it stops, the stud holds the tongue
rail locked in its position against the stock rail, the exact length of the stroke of
the lever being unimportant.

page_text: In order that the points may not be shifted whilst a train is passing, we connect
with the lever a rocking arm, and provide in connection therewith a treddle, acting
in the manner already described.
If it be desired that the switches should be capable of opening automatically to
allow a train to pass out of the siding or branch this may be effected by connecting
the tongue rails by ties to the lever instead of the one to the other, as is usual; or
the same end may be attained by dispensing with the flat at the top of the inclines
fixed to the tongue rails.
We also work continuous rail switches, or as they are also called "contractors
switches," by means of a lever having studs upon it acting upon inclines fixed upon
the moveable rails, as described; and we also cause the same lever to work bolts
sliding longitudinally upon the moveable rails, and locking them by entering
between the ends of the fixed rails. The bolts also carry blocks entering the open
chair, in which the moveable fail works, and so holding it securely.
We also render points of this construction automatic in their action by providing
treddle rails to be acted on by the wheels of an approaching train.
The treddle levers when pressed upon bear upon arms fixed upon horizontal axes,
one corresponding to each treddle, and other arms upon the same axos are con-
nected by rods or links with the lever having the studs upon it; and so this lever
receives the movement requisite to cause it to work the switches or moveable rails,
and to lock them in place.
For the purpose of controlling the action of a switch or signal lever by electricity
we form upon the lever at its lower end a projection, and we provide a weighted
catch, which by laying hold of this projection renders the lever immoveable, when
the lever is permitted by the electric gear to work, the catch is pushed back out of
the way by the action of the bolt rod upon the lever. The bolt rod gives motion
to a finger, and this finger pushes upon a light rod, which is jointed to the catch,
and so moves the catch away from the projection on the lever.
On the making or the breaking of an electric circuit, and by means of an electro-
magnet, this light rod jointed to the catch can be moved a short distance, and this
slight movement of the rod suffices to bring it within or take it out of the reach of
the finger, and when the finger does not reach the rod the lever is held by the
catch, and cannot be released.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Edward Waller Stoney, M.I.C.E., in the Great Seal Patent Office on
the 24th December 1878.
EDWARD WALLER STONEY, M.I.C.E., Civil Engineer, of the Madras Railway
Company, of Pothanore, in the Presidency of Madras, British India, and CEORGE
KIFT WINTER, F.R.A.S., Telegraph Engineer, of the Madras Railway Company, of
Arconum, in the same Presidency. "IMPROVEMENTS IN ACTUATING AND LOCKING
RAILWAY SWITCHES, AND INTERLOCKING THEM WITH THEIR SIGNALS.”
This Invention has for its object improvements in apparatus for working and
controlling railway switches and signals.
For the purpose of working and controlling railway switches we arrange an hori-
zontal axis to pass beneath the rails at right angles to them, and close up to the
points of the tongue rails. The axis has upon it two cams, one at the inner side of
each of the tonguo rails, and the tongue rail has in each case an incline or wedge
fixed upon it.
When it is desired to lock the tongue rail against the stock rail, the axis is
caused partially to rotate, which causes a projection or incline upon the face of the
cam to bear against the corresponding incline or wedge fixed upon the tongue rail.
The cam also has a flange which bears against the side of the stock rail, so that
when the cam is turned to press the tongue rail up to the stock rail, these two rails
become nipped, and securely held between the parts of the cam itself.
One or both of the cams is arranged so that it can slide without turning upon the
axis, and thus the secure locking and holding of the point is not dependent upon
the gauge of the line being accurately kept.
The cam in each case also carries other projections, one serving when the cam is
rotated to close the tongue rail towards the stock rail before, the locking incline
comes into play, and the other acts as a filling piece, entering between the tongue
rail and the stock rail when these are separated the one from the other.
We also arrange a treddle bar to bear upon a pin fixed in one of the cams, so that
when the can moves round from one position to the other it first raises the treddle
bar, and then again allows it to descend. This treddle bar serves two purposes;
it prevents the switches being moved at the time when a train is passing, for the
treddle bar cannot be lifted when the wheels of a passing vehicle are upon it; and
it also, if the gear is left in an intermediate position, causes it to be forced home to
its proper place as soon as the pressure of the wheels comes upon the treddle.
We also in some cases provide treddles, so that a train approaching the points
from the rear may be able to set them correctly for itself, whether it be running on
the main line or upon the branch or siding. There are for this purpose two
treddles, one for cach line, and they carry inclines which, when the treddle is
depressed, act against a lever mounted upon an upright pin or axis in the middle of
the way. The treddles when depressed cause the lever to move around the pin, and
by a connecting rod the movement of the lever is transmitted to the cains, by which
the tongue rails are moved and locked.
As the two treddles operate upon the lever on opposite sides of its centre or axis,
the movements to which they give rise are in opposite directions. We mount upon
the same axis with the cans which control the tongue rails another cam, which acts
upon a signal arm, causing it to incline in one direction or the other, according to
the position of the points, and 'bolding it stationary in a position indicating danger
whilst the tongue rails are in movement or remain unlocked.
Figures 1 to 5, Drawing No. 1, illustrate the foregoing description.
The following is a description of the apparatus:-Iron wedges W, W, are secured
to the switch rails S, S', respectively; at a short distance from their ends underneath
the stock rails R, R', and switches S, S¹, are placed the cast-iron boxes F, F', which
are secured to the cross sleepers 6, 7, by bolts or other suitable fastenings; in the

page_text: sides of these boxes are fixed bearings 8, 8, through which the shaft A, A, passes,
and on this shaft the revolving iron locking cams J, K, J, K, are fixed, one being
firmly keyed thereto, and the other secured by a feather key, so that it may be free
to slide longitudinally on the shaft A, A, but not be able to rotate thereon. The
inner sides of the outside jaws K, K', of these cams bear always against the outside
edges of the main line and siding stock rails R, R', respectively, while to the inner
jaws are secured the drivers C, C, and wedges D, D'; the wedges E, E', fastened to
the bodics of the cains, serve to wedge open their respective switches whon away
from their stock rails.
To one extremity of the shaft A a handle H is secured, by turning which the
points may be unlocked, moved to either side, and then locked.
L, B, is a locking bar formed of L iron pivotted at Q, and counterbalanced by
the weight X fixed at its extremity; this locking bar is actuated by a triangular
pin P fastened to the jaw K of cam J, K, which when the latter is rotated slides
along a double incline piece a, b, fastened to L, B, as shown in Figure 2.
This locking bar may also be placed, when desired, on the inside of the rail; or a
portion of the outside upper flange of the rail may be planed away to allow it to lie
close.
The action of the apparatus is as follows:-The switches being set, as shown in
Figure 1 for the siding switch S, will be securely locked against its stock rail R,
and held as in a vice between the outside jaw J of cam J, K, pressing against out-
side of stock rail R, and the wedge D pressing against the wedge W, while the
opposite switch S₁ is prevented from moving by the piece E', which is interposed
between the inner edges of the siding stock rail R¹ and switch rail S'. If the
handle H be now turned from 1 to 3, Figure 2, the cams will have been turned far
enough to allow E' to move below the bottom of switch S¹, and D below S, while
the driver C has cleared the straight portion of wedge W, and C¹ has just come in
contact with the slope of wedge W₁; by turning H from 3 to 2, the driver C' as it
turns advances along the sloped face of the wedge W₁, thus moving the switch S¹
before it till it comes home against its stock rail R₁; by still further turning H from.
2 to 1 the wedge-shape follower D¹ comes up, and wedges S' home, while on the
other side the piece E turns up between the stock rail R and switch rail S, now
open. Similarly turning back H from 1 to 2 unlocks the switches, the movement
from 2 to 3 moves them, and that from 3 to 4 relocks them.
It now remains to describe the action of the locking bar L, B, while H. moves
from 4 towards 1. The bar L, B, is gradually lifted by the pin P revolving with
its cam till it reaches its highest, when H is vertical, as shown by dotted lines in
Figure 2; it then gradually falls until H reaches 1, when the top of L, B, again
becomes level with top of rails.
It will be thus seen that so long as the wheels of any passing train or vehicle
remain on L, B, this cannot be lifted, and consequently neither the handle H nor
points S, S¹, can be moved; and, further, that if this handle be left in any position
between 1 and 4 which would leave the points open or unlocked, the weight of
wheel coming on L, B, would press it down, and thus close and lock the points
before such wheel came on to them.
The above-described apparatus constitutes the locking gear proper. If it be
desired to make it automatic in action, so that vehicles running from behind may
themselves unlock and set the switches right if against them, extra mechanism is
added; this consists of a connecting rod Q, Q, fixed by a pin O to the cam jaw K¹;
this rod moves a cross rod T, T, pivotted at 9. Two angle-iron bars M, N, pivotted
at V, V, and counterbalanced by weights Y, Z, have wedges U, U₁, fixed to them, as
in Figure 2; these are in contact with the cross rod T, T, and L bar, as M, in
Figure 1, is down when its switch S is closed, while the other N is up, as in
Figures 1 and 2. These bars M, N, are so pivotted that when down their tops lie
parallel with rail top, but about 1 inch below, so that the inside of a wheel tire may
touch them.
The action of this apparatus is as follows:- The line being made, as in Figure 1,

page_text: for siding, if a vehicle comes out from the siding the tire of a wheel running on rail.
10 presses on M, which is down, and passes on freely; if however a vehicle were to.
come from the main line, the tire of its wheel running on rail 11 would tend to run
up along N, which is raised, as in Figure 2, and would thus press it down, and in
doing so turn the rod T, T, into position T¹, T', by means of the wedge U. In
moving from T to T the points would be unlocked, turned over, and set for main
line, and locked in proper position for the outcoming vehicle. Similarly for the
other side.
It will be thus seen that a vehicle coming from either the siding or main line, if
the switches be made against it, will turn them over and lock them in proper posi-
tion for its passage; so that, no matter in what position the points are left, a train
coming on to them from any side sets them safely for its passage, and securely locks
them.
..When points are worked under the protection of signals, the automatic unlocking
portion, as above described, is unnecessary. They may also be made automatic by.
altering the shape of the wedges W, W', so that they may be without a straight end,
and modifying the cams acting on them to correspond.
A modification of the apparatus above described may also be applied to moving
and locking the form of points known as "contractors."
'
The above-described apparatus may be worked from a distant signal box by rods,
and when so used requires but one line of rods.
The advantages of these arrangements are,
1st. The switches are moved and both locked in place simultaneously by one.
movement, so that one line of rods suffice to work the apparatus from a distant
signal box.
2nd. There is a distinct position of the handle H for each rod for which the
switches are made, thus in the drawing position 4 is for siding rod position, 1 for
main line.
"
3rd. The entire strain of the locking is thrown on the stock rails; the
strongest part, the switches, are held in a vice grip, and wedged against their
stock rails.
4th. The apparatus adapts itself to change of gauge, as, if that alters, the cams
follow after the stock rails, and so always lock the switches closely in contact there-
with.
5th. Any wear in the apparatus is self-adjusting, as the wedge followers D, D¹,
always close home the wedges W, W
-6th. If the points are left unlocked, or in any position of danger, they are put
right by the first wheel that comes on the locking bar L, B, or M and N when used,
so that if worked from a distance slight variations in the length of rods will not be
of any consequence.
7th. So long as a wheel remains on the lock bar L, B, the points cannot bo moved,
and will be held firmly locked.
8th. The apparatus may be used along with any desired system of interlocked
signals.
Figure 6 shows the safety point indicator signal; it consists of an iron quadrant
5, 7, in which a slot O of the form shown is made; the portion between lines 6, 6,
being circular, a rod 9 fixed to a crank 10 gives motion to the signal arm 6, 8, and
lamp glasses. The rod 9 is connected with the quadrant by a pin 1, which passes
through the slot O.
The action is as follows:-The quadrant 5, 7, is fixed on the shaft A, Figure 1, pro-
longed to any convenient length. The position of the indicator, shown in Figure 6,
is that it would have during the movement of the handle H, Figures 1 and 2, from
2 to 3 or 3 to 2; being thus locked at danger while the points are moving, when
His at 4, Figure 2, the line 5 is about vertical, and the arm 6, 8, is then lowered
to the position 5, 5. If I be now moved from 4 to 3, which unlocks the points, the
quadrant will have moved through the arc 5, 6, and in doing so will move the sema-
phore.arm from, the position 5,5, to danger 6,8; here it will remain locked by the

page_text: pin 1 held in the slot O; while the handle H moves through 3, 2, shifting the
points, the quadrant travels through the are 6, 6, without moving the arm 6, 8; the
further movement of the handle H from 2 to 1 lowers the signal 6, 8, from danger
to the position 7,7. If H be moved from 1 to 4 the same movements reversed are
performed.
It will thus be seen that the movement of the handle H from 1 to 2 or 3 to 4 in
locking or unlocking the points sets the indicator to danger, where it remains locked
during the movement of H from 3 to 2, or vice versa, and consequent travel of
points, and that the arm 6, 8, is lowered only after the points are home and while
they are being locked. It indicates to an approaching train for which line the
points are made, and also if the points are half open or otherwise dangerous.
.
A lamp fitted with red and green glasses worked by the rod 9 may be used at
night; a red light will then indicate danger, while a white or green light will show .
that the points are set for the main line and siding respectively.
In some cases in order to prevent the points being shifted whilst a train is
passing, we fix to the end of the tongue rail a double incline or wedge, and upon
the treddle we also form or fix corresponding inclines, in such manner that the
tongues can only move when the treddle is free to rise. The treddle also in this
case serves the further purpose, that if the tongue rail be not quite home against
the stock rail, the pressure of the wheels upon the treddle at once drives it to its
place.
This arrangement is illustrated by Drawing No. 2.
•
Drawing No.2 shows. an arrangement of switch lock of very simple construction,
which consists of an iron piece I bolted or rivetted to the end of the switch S, the
end of this piece which projects beyond the end of the switch S is formed into a
double incline or wedge I, Figures 3 and 4. On this works a corresponding wedge
W fixed to the angle-iron locking bar L, L. This locking bar which is counter-
balanced by the weight X fixed at its end, is pivotted on a pin V supported in the
chair K, so that its top may be about 1" below the top of the rail Z, Z.
The slide chair N is cast with a jaw T which guides and confines the motion of
the locking bar L, L, between it and the adjoining fish plate.
The action of the apparatus is as follows:-The points being made for the siding,
as shown-in plan Figure 1, the top of the locking bar L, L, will be parallel with the
top of the rail Z, Z, and just enough below Z, Z, to allow a wheel tire to touch and
press it; the inner edge of the wedge W will be, as shown in Figure 3, pressed on
the outside edge of wedge 1, which it will be seen cannot move without lifting L, L;
so that as long as the wheel of a passing vehicle remains on L, L, the wedge 1 is
immovably fixed, and the switches S and A consequently locked, the weight on a
passing wheel pressing on L, L, and its wedge W keeps the switch S, S, tightly in
contact with its stock rail R, R; when however the bar L, L, is clear of wheels, the
switches S, S, and A, A, may be moved by the handle Q in the usual manner, and
as they with the wedge 1 move to the left, it raises W and L till at the mid-travel
of the switches, the apex of W rests on that of 1 and the bar L, L, is at its highest,
as shewn by dotted lines, Figure 2; as the motion of S and 1 is continued W
gradually falls until the switch A comes home against its stock rail Y, Y, when the
outside edge of wedge W coincides with and presses on the inside edge of wedge 1,
as shewn in Figure 4, locking the switches for the main line as long as a wheel
remains on the bar L, L.
The switch handle may either be loaded or not, as desired, so that the points shall
in the former case always when free return to the side (inain line or siding) for
which they are loaded, and in the latter remain at whichever side they were last
put.
Vehicles coming back through the points from C to B, can, it will be seen, set the
switches if against them right, and the first wheel which comes on to L locks the
points for the next, and similarly each succeeding wheel locks them for itself and
follower.
If the switches should happen not to be closed to either side, the locking bar will

page_text: be raised above its normal position and will be pressed down by the wheels of
any vehicle approaching the points, when so pressed down it closes and locks
the switches, thus rendering them perfectly secure before the vehicle comes on to
them.
The advantages of this switch lock are that,―
1st. It is simple and may be fitted to any points.
2nd. It allows vehicles when coming back to make the points for themselves if
against them.
3rd. The points may be loaded to always fly back to either main line or siding.
4th. It makes perfectly secure facing points and prevents the possibility of their
being left open, as they are always closed by the locking bar before the first wheel
of a train or wagon comes on them.
If desired two locking bars with wedges, one for each switch, may be used, and
these locking bars may be rigidly connected so as to move simultaneously.
When it is required to work switches or signals from a distance in place of
employing moving bars, rods, or wires, as is now usual, we employ the pressure of
a liquid conveyed through pipes to a cylinder placed near the switch or signal to he
operated upon.
If it be desired that the movement in both directions should be produced by the
pressure of the liquid, two pipes are provided, but the movement in one direction
may be obtained by tho descent of a weight or in other similar manner, and in that
case only one pipe is needed.
Drawing No. 3 illustrates a hydraulic system of working points, signals, &c., at a
distance.
Figure 1 illustrates the single action system in which the points are caused to
move in one direction by hydraulic power, and the return motion is caused by
means of a weight or spring
L, L, is a switch lever handle of the ordinary description used in signal houses,
which may be interlocked in any convenient way with others; to this is connected
by a slotted bead the piston rod C, which moves in suitable guides G, and the
water-tight piston P working in the cylinder H made of cast iron or brass.
The cylinder H is connected with a similar cylinder O placed close to the points
to be worked by means of W, J, gas tubing suitably laid, which may be carried in
any direction to M, but preferably in the shortest way.
In the cylinder O the water-tight piston N works, and to it the piston rod M is
fixed, which slides in suitable guides, and moves the lever K, K, to which the point
rod L is connected.
T is a tank placed at such a height that the head due to this will give a greater
pressure on the piston N than the weight W does. This tank is connected with
the pipe F by the pipe E, on which is a cock D actuated by the spring catch rod of
the lever L.
The action of the apparatus is as follows:-Supposing the position shown in
Figure 1 to be the normal one, points set for main line, where they will remain held
by the weight W acting on suitable locking gear, &c., the piston N will be at the
bottom of its cylinder, and P at top of its cylinder 1, the communication between
tank T and pipe F will be shut by the closed cock D, and the pipes will be con-
sequently almost entirely free from pressure, so that there will be no tendency to
leakage from them.
To put the points over for the siding, move the lever L, L, from 1 to 2; in doing
this the spring catch rod A is first grasped and raised, and when the movement
of L is completed this is released and lowered; on the end of this a wedge-shaped
tappet X is placed, which as A is lowered engages in a slot in the bar B and draws
it back, and so opens the cock D with which B is connected, thus putting the
tank T in communication with the pipe F, and its cylinder H and O; when L is
moved from 1 to 2 the piston P is forced to the bottom of its cylinder, as shown by i
dotted lines, and held there by the catch rod attached to L, L, and so raises the
piston N with its rod M, lever K, and point rod L'.

page_text: If from leakage the piston N has not been raised fully, as soon as the cock D is
opened the fluid under pressure from the tank T completes the motion of the
piston N, and also supplies any leakage which may have occurred.
To move the points back the process is reversed, the lifting of the catch rod A
pushes B forward and closes the cock D', so that as L is moved from 2 to 1 and the
piston Pascends, the piston M descends, drawing the points with it.
The cylinders H and O may be of the same diameter and stroke, or they may
have any desired ratio of diameter provided their voluines are the same.
By means of the above system the following advantagos would be gained, points
could be worked with almost equal ease at any distance; all the friction of cranks,
&c., used with rods would be avoided, there would be no necessity for compensating
levers for changes of length due to temperature, as that would be got rid of.
"
Pipes could be laid in any direction with facility, any amount of force could be
used within the limits necessary. The same fluid would be used over and over as
there would only be the waste due to leakage.
There would be no derangement caused by frost, as a mixture of crude glycerine
and water or other cheap non-freezing fluid would be used.
Figure 2 illustrates the double-acting system; L, L, is a switch lever connected
to the piston D in a cylinder F; at the points is placed the cylinder O, with its
piston P, connected by a rod R and lever Q to the point rod S.
The cylinders O and F are connected by two lines of gas pipe U and V, and
these pipes are connected by branches J, K, H, to the tank T.
At the junction of the pipes J, K, and El is placed a piston or other suitable
valve E, actuated either by the lever L or spring catch rod of the same; this valve
when open places the tank Tand pipes U and V in free communication, and when
closed cuts the pipes U and V off from cach other as well as from the tank T.
The tank T is placed at a small height, such as 10 feet, and is filled with a non-
freezing mixture of crude glycerine and water; the use of this tank is to keep the
pipes and cylinder always full and to supply any leakage there may be.
The action of the apparatus is as follows:-If the rod B is actuated by the
spring catch rod the raising of this closes the valve E, which will remain closed
while the lever L moves from 1 to 2, and will be opened only when L has completed
its movement and the catch is lowered. If attached to L the first portion of the
motion of L closes E and the last portion opens it again.
The movement of L from 1 to 2 forces down the piston D, which transmits by
means of the fluid below it and in the pipe V pressure to the piston P, and raisos
it together with the lever Q connected therewith, thus moving the points, as P
rises the fluid above it is forced through the pipe U, and runs into the space left
above D as it descends; as soon as the motion to 2 is completed the pipes are put
in communication with T, and so always kept full.
The movement of L from 2 to 1 raises the piston D and forces down P, in a
manner precisely similar to that already described. In this system two lines of
pipes would be required, but there would be little liability to leakage in the pipes,
as they would be practically free from pressure at all times except while the lever
and points were actually being moved.
Either of the systems described may be used for working distant signals as well
as points.
"
In cases in which the switches are worked by rods from a distant signal box we
cause the rod to give movement to a lever turning upon an upright pin or axis
fixed in the middle of the way; the lever has studs or projections upon it which act
against inclines fixed to the extremities of the tongue rails. According to the
direction in which the lever is moved one or other of the studs operates, and forces
the corresponding tongue rail up to the stock rail. The stud having arrived at the
end of the incline passes on to a flat, in which the incline, terminates. The stud,
in consequence of the continued movement of the lever may pass a greater or less
distance along the flat, but no further movement of the tongue rail results, and
throughout its course and wherever it stops the stud holds the tongue rail locked.
•
"

page_text: in its position against the stock ran, the exact lengun or
being unimportant.
In order that the points may not be shifted whilst a train is passing we connect
with the lever a rocking arm, and provide in connection therewith a treddle, acting
in the manner already described.
Figures 1 to 3, Drawing No. 4, illustrate this arrangement of locking apparatus
applied to an ordinary pair of points. This arrangement is specially applicable
when the points are worked from a distant signal box.
Figure 1 shows a general plan of the arrangement, in which A is a rocking lever
pivoted at B; C, CI, are two bent iron plates attached to the tongue rails; and
D, D', are two blocks attached to the rocking lever, which, acting on the inclined
surfaces of the plates C, C', cause the motion of the tongue rails, and when acting
against the flat portions of the plates securely lock the tongue rails against their
respective-stock rails. The rod E is a tie rod, connecting one end of the rocking
lever with a tumbler F, which is acted upon by a locking bar G.
The mode of action of this portion of the apparatus will be better understood by
reference to the two elevations, Figures 2 and 3, which are respectively the outsido
and inside elevation of the apparatus attached to the rails. In those elevations the
anme letters represent the same parts as those in the plan Figure 1.
In the plan, Figure 1, the points are shown set and locked for the main line.
The block D is bearing against the flat portion of the plate C, and securely locks
the tongue rail H, H, against the stock rail J, J.
In order to set the points for the siding the rocking lever A must move into the
position shown by the dotted line, the tongue rails will then be as shown by the
dotted lines, and the points will be set and blocked for the siding.
The action may be thus described :-As the rocking lever A revolves about the
pivot B the block D first slides off the flat portion of the plate C, and thus unlocks
the tongue rail H, H. Immediately this is unlocked the block D' begins to act on
the inclined surface of the plate C¹. This moves the tongue rail H', H', against
the stock rail J, J₁, while the tongue rail H, H, is drawn away from the stock
rail J, J, by the tic bars L, L. As the block D' slides on to the flat portion of the
plate C it securely locks the tongue rail H¹, H', against the stock rail J', J', and
the operation is complete.
It will be seen, however, that as the rocking lever A is connected with the
tumbler F by the tie rod E, the tumbler F must during the above operation turn
into the position shown by the dotted lines. In passing from one position to the
other the tumbler raises the locking bar G, until the tumbler passes through its
central or vertical position when the locking bar begins to descend, and on the
completion of the operation described above, the locking bar is again in its normal
position just free of the flange of the wheel of a vehicle passing over the rail to
which it is attached. Owing to the shape of the steel piece underneath the locking
bar and that of the opposed part of the tumbler, which can be readily seen in
Figure 3, the action of pressing down the locking bar from either side of the central
position is to close and lock the points on the side to which they are nearest.
Hence, when a vehicle is approaching the points as facing points, the flange of the
wheel pressing on the locking bar insures the proper locking of the points before
the points are reached, as well as preventing their being moved during the passage.
of a train over them. The locking bar G turns on the pivot M, but is continued
brick beyond this point. The weight N is fixed to this portion of the bar, in order
to partly counterpoise the portion acting on the tumbler.
As a means of adjusting for slight changes in gauge the blocks D, D', may be
fastened to the rocking lever by an eccentric bolt, so that the four faces of the
block may be all at different distances from the bolt; or the block may be made
in the shape of a snail. In either case a steady pin to fit into different holes is
required.
The points--above described are intended to be worked by means of the rod K,
and-in-connection with interlocking apparatus connecting them with signals, other.

page_text: points, &c., so that no arrangement is required for making them self-acting when.
a train is coming through them as following points when the points are set wrongly.
Should it, however, be required to make them self-acting in such a case as when.
the points are worked locally, &c., this may be effected by connecting the tongues
rails by ties to the lever, instead of the one to the other, as is usual.
Figure 1, Drawing 5, is a plan of the apparatus. It will be seen that in this
case the ordinary tio bars are dispensed with, and in lieu of them two distinct tie
bars 0, 0, are used, each one connecting one of the tongue rails direct to the
locking gear instead of to each other. This being the case, if a vehicle should pass
over the points, say, coming out of the siding when the points were set to the main
line, the flange of the wheel pressing against the free tongue rail would cause the.
frée tongue rail to close against its stock rail, and in doing so.it would act by
means of its tie rod on the locking gear, which would revolve, unlocking in this.
way the opposite tongue rail, and the vehicle would pass through without difficulty..
It is so arranged that this action of the free tongue rail on the locking gear shall
draw the gear past the central position, consequently when the flange of the wheel
oncounters the locking bar G it will complete the locking on the proper side. Tho
Drawing needs no further explanation.
Another way of doing the same thing is to abandon the flat portions of the
plates C, C, Figure 1, giving the plates instead a continuous slope. The points
would then of course only be rigidly locked while a vehicle is passing over the
locking bar, and the points would be self-acting without any further complication.
This is shewn in Figure 2, Drawing 5. Either of these arrangements may of
course be worked from a signal box, if required, by connecting the rods direct to.
the rocking lever, as in Figure 1, Drawing 4.
The next part of the Invention is an improved form of continuous rail switch.
We work continuous rail switches, or as they are also called "contractor switches"
by means of a lever having studs upon it, acting upon inclines fixed upon the
moveable rails as described, and we also cause the same lever to work bolts sliding
longitudinally upon the moveable rails, and locking them by entering between the
ends of the fixed rails. The bolts also carry blocks entering the open chair in
which the moveable rail works, and so holding it securely.
We also render points of this construction automatic in their action by providing
treddle rails to be acted on by the wheels of an approaching train.
The treddle levers when pressod. upon bear upon arms fixed upon horizontal axes,
one corresponding to cacli treddle, and other arms upon the same axes are
connected by rods or links with the lever having the studs upon it, and so this
lever receives the movement requisite to cause it to work the switches or moveable
rails, and to lock them in place.
The arrangement is shewn in plan in Figures 1 and 2, Drawing No. 6.
Figure 1 shews the switch set for the main line. The rails A, A, B, B, C, C, and
D, D, are fixed in position, as are likewise the guard rails E and E'. The rails
F, F, and G, G, with their attached guard rails f and g, are capable of moving
radially from their position, as shewn in Figure 1, to that shewn in Figure 2, in
which the switch is shewn set for the siding. The use of the guard rails f and g
and E, E, in Figure 1, is as follows:-The rail f prevents the flange of a wheel
approaching the switch striking against the end of the rail B, B. While the rail g
prevents the flange of the other wheel striking against the end of the rail E'.
When the switch is set as in Figure 2, the rail protects the end of E, and the
rail protects the end of C, C, in the case of a wheel approaching the switch.
For a vehicle running out of the switch on the main line, the rail E protects the
end of the rail g; while for a vehicle running out of the siding, the rail E protects
the end of the rail f
The rails F, F, and .G, G, are connected together by tie bars, and are moved from
one position to the other, and locked in position by means of blocks on the rocking
lever H; H, acting upon bent plates fixed to the guard rails in exactly the same
way as the tongue rails are.moved and locked in. Drawing 4, so that a description

page_text: of the action is superfluous. In addition to this action however, the outside sliding
cams N and L are used, which act as sliding keys, and wedge the rail tightly on
the outside, where otherwise it would be unsupported laterally, except by the tie rods.
These sliding cams are moved longitudinally by means of pins M, M', in the
rocking lever H. These pins pass through slots of peculiar form in the cams, and
the action is as follows:-Suppose the switch to be as shewn in Figure 1, and it is
desired to shift it into the position shewn in Figure 2, the rocking lever in moving
first simultaneously unlocks the rails F and G, by drawing the block O, p, off
the flat portion of the plate P, and at the same time moving the sliding cain L
laterally, so that the two key-like portions and are drawn out of their re-
spective chairs.
The block q then begins to act on the inclined surface of the plate r, and in
consequence the rails F and G are moved into the position shewn in Figure 2, and
are thus set for the siding. Finially, they are locked in that position by the block 7
sliding on to the flat portion of the plate r, and by the sliding cam N being pushed
forward by the pin M, so that the key portions k, k', slide into their respective
chairs. Both rails are therefore firmly locked in position.
Before and after the pins M, M¹, perform their work of sliding the cams in and
out of their chairs, the pins move in the grooves without affecting the cams. This
form of switch may have applied to it the following safety appliances, to insure the
rails being properly set and locked for a train passing in either direction.
1. A locking bar Z and tumbler z, similar in form and action to those described
in reference to Drawing 4, but placed as shewn in Figures 1 and 2, Drawing No. 6,
beyond the moveable rail.
2. An arrangement for automatically placing the rails correctly for a train
running out of the switch, in case the switch rails are placed wrongly. This is
shewn in plan in Figures 1 and 2, and in elevation in Figures 3 and 4.
Two locking bars R, R, and R', R, Figures 1 and 2, are placed close to the inside
of each of the inner rails, that is, the rails leading to the crossing. These locking
bars are pivotted at W, and have a projecting piece x, Figures 3 and 4, fixed under-
neath. The projecting pieces rest on projecting arms y fixed to two revolving
shafts T, T¹, which are capable of revolving in bearings u, u, and u', u¹. To tho
same shafts are attached two other arms v, v, which are connected by tie rods with
the rocking lever H, H.
The action of the apparatus is as follows:-Suppose the switch is set for the
main line, as in Figure 1, and that a train were coming out of the siding, the
locking bar R, R, would be raised by the arm y into the position shown in Figure 4.
But when the flange of the wheel of the approaching train pressed on this bar, it
would be depressed into the position shewn in Figure 3. In being depressed, it
would depress the arm y, and thus cause the shaft T to revolve, carrying the arm v
with it. This arm would act through the connecting rod on the rocking lever H, H,
causing it to revolve on its pivot, and consequently the rails F, G, would be turned
to the siding and locked there in readiness to receive the train. If the switch were
set for the main line, and a train were coming out of the siding, the locking bar
R¹, R', would be acted on by the flange of the wheel, and a similar action of the
apparatus connected with it would cause the rails to turn to and be locked for the
siding.
For the purpose of controlling the action of a switch or signal lover by electricity,
we form upon the lever at its lower end a projection, and we provide a weighted
catch which, by laying hold of this projection, renders the lever immoveable when
the lever is permitted by the electric gear to work; the catch is pushed back out of
the way by the action of the bolt rod upon the lever. The bolt rod gives motion
to a finger, and this finger pushes upon a light rod which is jointed to the catch,
and so moves the catch away from the projection on the lever.
On the making or the breaking of an electric circuit, and by means of an electro-
magnet, this light rod jointed to the catch can be moved a short distance, and this
Blight movement of the rod suffices to bring it within or take it out of the reach of

page_text: the finger, and when the finger does not reach the rod the lover is held by the
catch and cannot be released.
It is
This electric signal lock is represented on Sheet 8 of the Drawings.
intended to be used in connection with distant points worked from a signal box, so
that the points themselves may signal back the fact that they have been placed in
correct position for an approaching train by unlocking the appropriate signal, but
the lock is capable of more general application, and may be used in connection
with block instruments, or generally in cases in which, by reason of the distance
between the moving parts or other cause, mechanical interlocking is inapplicable or
undesirable.
c, c¹, is a bont
In Figure 1 A is the signal or other lever working on a pin B.
cam also pivotted at B, and connected with the spring catch rod D. Closing the
spring catch, handle E causes the catch rod D to rise, drawing with it the arm c of
the cam to which it is attached. The cam therefore revolves on the pivot B, and
the lower armn c of the cam moves to the left. The lever A is bent at right angles
below the pin B, and normally this bent portion is caught by the catch F. This
catch is pivotted at G, and below G is bent at right angles, and has a weight W
attached to the end of the bent portion. To the catch F is pivotted a rod H, with
a projecting part i.
Underneath the rod H plays one end of a rod K pivotted at 7, and carrying at
its other end an armature m near to the poles of an electro-magnet n. When this
is magnetized by a current, the armature m is attracted down, drawing with it the
end of the rod K, K, to which it is attached. The other end of K, K, raises the
rod H into the position shown in Figure 1.
If now the handle E be closed against A, the cam c, c¹, in revolving, pushes
against the projection i, and consequently the rod H and the catch F are pushed to
the left, and the bent portion of the lever A is liberated; but if no current is
circulating the magnet coils, the armature m rises, and the rod K, K, allows the rod
H to fall until the projection i is no longer in a position to be caught by cam c, c¹,
and the lever A cannot be unlocked by the action of the spring catch. This is
shewn in Figure 2.
The particular advantage claimed for this form of electric lock is, that no strain
whatever is thrown upon the delicate electrical parts of the apparatus.
The means of causing the notion of the rails to complete an electric circuit when
fully home on one side, and another circuit when fully home on the other, are
familiar to electricians, as also are the arrangements by which, by means of a com-
mutator, a current in one direction may be sent in the one case, and a current in
the other direction in the other case, and of causing a polarized relay to turn a
local current on to the proper apparatus in each case, so as to unlock the appro-
priate signal.
In place of using the electric locking apparatus above described for enabling the
points themselves to control the signal, the mechanical or electric slot signals may
be used, the signals being so arranged that the points themselves take the place of
one of the signalmen generally employed for actuating the signals. Or the points
may simply signal back their position on an indicator. For this purpose the points
may, by means of a commutator, send a copper current when fixed in one position,
a zinc current when fixed in the other, and no current during the passage from one
position to the other. An ordinary needle indicator in the signal box will then
indicate not only that the switches have been properly worked, but also on which
side they have been placed. Danger will be indicated by the needle being upright,
that is, by not being deflected to either side. This indicator may have a bell to
give audible notice of the proper action of the points.
In place of using locking or treddle bars, as before described, to force the points
home and prevent their being moved during the passage of a train, we may make
use of one of the rails leading to the points. For this purpose we pivot the rail at
the extremity remote from the points in a suitable joint chair, and at the places
where the rail is supported by chairs; when the rail is cither double-headed or flat-

page_text: bottomed, we remove the portions of the bottom head or flange on each side of and
flush with the web, so as to allow the free vertical motion of the rail between the
jaws of the chairs, which jaws have vertical inner faces fitting against the web of
the rail.
When used with the gear illustrated in Drawing No. 1 we prolong the rail for a
short distance, say three feet, beyond and to the rear of the points, in order that it
may pass over and bear upon a pin or projection of suitable form fixed on the cam,
so that when the cam is turned from one position to the other the end of the rail
resting on the pin is first raised and then allowed to descend again into its place.
In this way the cams cannot be made to unlock or move the points without first
raising the locking rail, so that as long as a portion of a train is on any portion of
the locking rail the points cannot be moved.
The free end of the locking rail and the end of the adjoining stock rail are
steadied and kept in position by a suitably forined joint chair, which, while holding
the end of the stock rail firmly in its place, allows of the vertical but not lateral
motion of the locking rail supporting and guiding the latter.
The locking rail may be counterpoised in the same way as the locking or treddle
bars before described, by a weighted lever fastened to it, and continued to a suitable
distance behind the pivot.
The locking rail, when used to act directly on the tongue rail, as in Drawing
No. 2, is pivotted, as before described, in a joint chair at the extremity remote from
the switch point; and instead of fixing the inverted wedge, which in Drawing No. 2
is attached to the locking bar, we fix it direct to the extremity of the locking rail
next the tongue rail, and cause it to act on the wedge attached to the tongue rail or
to a bar connected with it in a way similar to that described in reference to the
locking bar illustrated in Drawing No. 2.
In applying the locking rail to the gear described in reference to Drawing 4, wo
may prolong the rail to the chair beyond the points; in this case we fix to the
under side of the rail an inverted wedge, and on the upper surface of the rocking
lever we fix another wodgo facing upwards, or make the section of the rocking
lever triangular under the rail, so that as the lever passes from one position into the
other it raises the rail until the lover arrives at the middle of its inotion, when it
allows the rail to descend again as it passes to the other side. Attached to the
under side of the rail and underneath the wedge we fix a bent rod of such a shape
that the locking lever rests upon it on each side of its motion, and tends to hold
the rail down in its place. Between these two positions the bar is bent into a bay
projecting downwards. This prevents the rail from being jerked too high during
the motion of the rocking lever and points.
In applying the rocking rail to the gear described in reference to Figure 1,
Drawing No. 5, we either use a tumbler underneath the rail similar to that under
the rocking bar already described, joined in the same way to the rocking lever by a
connecting rod, or we use a second rocking lever in front of the points joined to
and working parallel with the rocking lever already described. This second rocking
lever will be acted on by the locking rail by means of opposed wedges in the same
way as we have described in reference to Drawing No. 4. In either case the locking
rail will only extend to the chair A in the Drawing, which chair will of course be
the joint chair.
The application of the locking rail to the gear described in reference to Figure 2,
Drawing 5, will be similar to its application to that already described in reference
to Drawing 4.
In applying the locking rail to the automatic switch-locking gear, as in Drawing
No. 6, locking rails will simply take the place of the locking and treddle bars, and
will act on the gearing in a similar way to that already described in reference to
that Drawing.
Figures 1 to 7, Drawing No. S, illustrate the method of applying the moving &
locking rail to the gear previously described, and figured in Drawing No. 2.
The locking rail L. R. is pivotted as shown in Figures 1 and 2, in a suitably

page_text: formed joint chair 7; this rail is guided and supported by chairs 1, 2, 3, 4, with
jaws having vertical inner faces formed to fit close to the vertical web of the rail,
which, if of double-headed section, has the portions of its lower flange removed at
these chairs, as shown in section, Figure 3. When desired, a rail of single or T head
section may be used.
a
In order to prevent the rail L, R, being lifted too high a slotted hole may be
formed at the chair 3, through which a pin fitting tight in the jaws of chair 3
passes.
The weight of the rail L, R, is counterbalanced by a weight C securely fixed to
it and placed in rear of the pivot O.
The end of the rail R next the points moves in guides formed by the jaws of the
chair 5, and has fixed to it an iron wedge W actuated by a corresponding wedge V
fixed to the cross bar T, Figures 1, 2, 5, 7.
The bar T is securely fixed to the switches and moves with them, and they may
be moved by it direct or by another rod, bell crank, &c., as may be found most
convenient.
For greater security a bar of iron H, H, Figures 1, 2, 5, may be rivetted to the
rail L, R, so as to ensure its being closed down if raised by the wheels of a vehicle
coming from the rear, pressing gradually on it.
In moving the switches from one side to the other the rail L, R, is first raised till
the apex of the wedge W rests on that of V, and is then again lowered into its
normal position, so that no movement of the switches can occur so long as the
rail L, R, is pressed down by the wheels of vehicles running over it, it therefore
effectually locks the points during the passage of a train over them.
Further, if the switches should happen to be left partially open they will bo
closed by the first wheel of an approaching vehicle pressing on L, R, or its con-
tinuation H, H.
The stock rail X is firmly secured in suitable jaws formed on the chair 5, as
shown in Figure 7.
The apparatus illustrated in Figures 1 to 7 may be also arranged in such a
manner as to allow of the locking rail L, R; being locked when home. When so
fitted the rod and crank actuating the switches acts on a slotted plate, which first
withdraws a bolt that locks L, R, down, then moves the switches over, and finally
shoots in the bolt which locks L, R, down. This bolt, when added, shows whether
the rail L, R, is properly down in place or not.
Figures 8 to 11, Drawing No. 8, show how the locking rail may be applied to the
gear described and illustrated in Drawing No. 1.
The locking rail L, R, is supported in chairs and counterbalanced in the same
manner as already described, and shown in Figures 1, 2, 3, &c., Drawing No. 8, but
is continued a short distance beyond and to the rear of the switch points, as shown
in Figures 8 & 9. On its bottom immediately over the cam shaft A an iron
wedge is secured, while to the cam K a corresponding wedge pin P is fixed so as
to be immediately below Q.
The outside jaw K of the cam K is formed with slots at either end, as shown,
which, when the points are locked to either side, embrace the stud X fixed in the
locking rail L, R, and so hold the rail down steadily. For greater security the
bar Z, Z, may be secured to L, R.
The action of the apparatus is as follows:-When the handle H is turned through
the arc 4, 3, the points are unlocked, and the slot in K clears the pin X and unlocks
the rail L, R; the pin P now first comes in contact with wedge Q, and if the cam k
be turned to 2 the points will be moved from one side to the other, and the
rail L, R, will be fully raised, as shown in Figure 10, and again lowered, as in
Figure 9, while the further motion of the cam to 1 locks the points and also the
rail L, R, by means of X. In moving from 1 to 4 the reverse of what has been
described takes place.
It will be at once seen that so long as the rail L, R, is loaded with passing vehicles

page_text: it cannot be raised, and that consequently the points cannot be moved and are
securely locked. The rail L, R, will also close the points if they happen to be
partially open as soon as the wheel of a vehicle comes on it.
If the rail L, R, is from any cause prevented from going down to its normal
position, Figure 9, the cam K cannot be fully turned home, as the pin X will not
come opposite the slots formed in K to receive it, hence if worked from a distance
by an interlocked lever and rods it will be at once seen if L, R, is not home because
the cam K and its actuating lever cannot move through their full and proper arcs,
and signals interlocked with the lever actuating the cams and points could not be
lowered in consequence.
Drawing No. 9 shows in plan, elevation, and principal sections the application of
the locking rail instead of the locking bar to the method of actuating the points
figured in Drawing No. 4.
Figure 1 shows the plan of the rails, &c., on one side. L, R, is the locking rail,
which is pivotted at the joint chair No. 1. One-half of this joint chair holds the
end C of the ordinary rail, while the other half allows the pivotting of the end L
of the locking rail L, R, by means of a bolt O passing through the rail and the jaws
of the chair. The arrangement at the chairs 2, 3, 4, and 5 will be understood by
the general section on A, B, Figure No. 3. The chair No. 6 has the curved portion
of its jaw on the inner side cut away so that the end of the tongue rail may come
up flat against it. The bed on the inner side is prolonged as in ordinary point
chairs to allow of the notion of the tongue rail. This will be understood from the
section on C, D, Figure 4. The arrangement of the joint chair No. 7 will be best
understood by the sections on E, F, and G, H, of Figures 5 and 6.
The action of the locking rail on the rocking lover will be best understood from
the clevation Figure 2, which shows the triangular section U of the rocking lever
with its apex upwards, and the wedge V attached to the rail with its apex down-
wards. The position of the rail and locking bar when the latter is in the centre of
its motion is shown in dotted lines.
The bent rod g which is fastened to the under side of the rail serves,―
1st. To cause the rocking lever to lock the locking rail when the points are
home.
2nd. To act as a detector when the rails are not home and the locking rail not in
its place.
3rd. To prevent the rail being jerked too high by the action of the wedges in
actuating the points.
W is the counterpoise; it is attached by means of a strong rod / to the locking
rail.
For greater security a bar of iron M, M, Figures 1, 2, 5, 6, may be rivetted to
the rail L, R, and be continued along the outside of the stock rail X, so as to be
acted on by the flange of the wheel of a vehicle coming from the rear, and thus
ensure the locking rail being in its place and the points closed during the passage
of the vehicle.
The above detailed description of the application of the locking rail to the
gearing in Drawings 1, 2, and 4 will render unnecessary the detailed description of
its application to the other forms of gearing figured in Drawings 5 and 6. The
nature of this application we have already described.
When working from a distance it may be thought desirable to connect the locking
rail with the electric signal lock or the repeater, so as to show whether the rail is
home or not, and in the first case to lock the semaphore at danger unless the rail is
down, and consequently the points properly closed and locked. This, however, is
not very important, as in any case the first wheel of an approaching train would
complete the action by pressing down the rail and closing and locking the points.
In Drawing No. 6, though desirable, it is not absolutely necessary to use the
sliding keys, especially if the moving rails be firmly joined together by four or
more tie rods.

page_text: Having now described our said Invention we would have it understood that we
claim,-
1. The method of actuating and locking points and switches by means of plates
or blocks fixed to revolving shafts or levers acting on plates of appropriate form
fixed to the moving switches or rails, substantially as described.
2. The method of locking the points in position and closing them automatically
if out of position by means of a wedge on the locking bar acting on a wedge fixed
to the tongue rail, the tongue rails being actuated in the ordinary or any desired
way, substantially as described.
3. The connection of the tongue rails direct to the locking gear instead of to each
other, so as to make the points self-acting, substantially as described.
4. Though not claiming the locking or treddle bars as a new Invention, we claim
their combination in the form and manner herein set forth with the locking gear
described.
5. We claim the locking rail generally for closing and locking facing points and
switches, also for making switchos automatic for trains running out of following
points and switches during and by means of the passage of a train, and particularly
in its combination with the forms of locking gear herein set forth.
6. The action of the locking rail on the tongue rails by means of opposed wedges,
one wedge being fixed underneath the rail, and the other being connected either
direct to the tongue rail or to the gearing by which the tongue rails are actuated,
substantially as described.
7. The use of the sliding keys for wedging the continuous rail switch securely in
position, substantially as described.
8. The application of electricity to interlocking gear in the manner described,
that is to say, by making the action of the spring catch in unlocking the gear
dependent upon the prior action of the current in placing the unlocking gear in or
out of position to be acted on by the spring catch.
9. The self-acting indicator having the special feature of showing danger at all
times the switches are not securely locked in position, and also showing to which
side they are set, substantially as described.
10. The extra or detector lock, which secures the locking rail in place when down,
and shows whether it be home or not.
11. The arrangements of apparatus for working and controlling railway switches,
substantially as described, and represented in the annexed Drawings.
In witness whereof, we, the said Edward Waller Stoney & Goorge Kift Winter,
have hereunto set our hands and seals, this 31st day of October, in the year
of our Lord One thousand eight hundred and seventy-eight.
EDWP W. STONEY. M.I.C.E. (L.S.)