AN IMPROVED RAILWAY SWITCH
Year: 1883

page_text: PROVISIONAL SPECIFICATION left by the said Edmond Bivort at the Office
of the Commissioners of Patents on the 3rd October 1883.
EDMOND BIVORT of Fontaine l'Eveque in the Kingdom of Belgium "AN
IMPROVED RAILWAY SWITCH
"
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This invention relates. 1. to a system or arrangement of "shunting" crossing
or change of line without the use of tapered switches by a combination of an
adjustable part of the line with bedplates together with a mechanical arrangement
for the switching or change of line operated by an arrangement of levers and a
pedal mechanism for the automatic closing up or connection of the line
2. To a system of shunting without tapered switches, the bedplates being formed
with grooves and arranged with ribs on the bases carrying the rails of the
adjustable portion
3 To mechanical arrangements of the levers oscillating in openings in the bed
plates and joined together by a coupling rod in the middle of which is the end of a
connecting rod the other end being connected in a suitable manner to an operating
lever
4. To a mechanical arrangement for the shunting or change of line operated by
the intermediation of toothed segments and a rack and 5. To an automatic operation
of the shunting mechanism by the pedal arrangement acting on an auxiliary lever
on the axis of the operating lever
The method of "shunting" or passing a railway train from one line of rails to
another as at present in use consists of employing rails tapered off longitudinally
towards one end termed "switches" or "points" which are placed laterally against
the line on which the train is to pass and sliding on the sleepers. Although the
adjustment of these "switches" against the line may be made in a perfect manner
yet by this method an absolute continuity of the rails from one line to the other
can never be obtained which is a serious inconvenience in the case of trains passing
at full speed. Further if the "switches" of the junction line are not closed by
means of bolts but by means of counterweights fitted to the "point" lever as is
frequently the case the "switches never remain in their proper position during
the passing of a train and may thus cause it to feave the line. There are also
other objections resulting from this imperfect method of shunting or changing the
line of rails.
"

page_text: A method of changing the line of rails which would dispense with these
"switches" and effect an absolute continuity of the line alternately in two.
different directions would offer greater safety as all the above mentioned objections
would disappear.
Various methods in this direction have been tried but none have been practically
applied because of the apparent impossibility of keeping the rails fixed in position.
In these methods the rails are moved from one line to another by causing them to
slide on flat surfaces on which they had no fulcrum and through this cause they
were very liable to diverge during the passage of trains.
In my system I replace this horizontal sliding movement by a rising movement
of the rails the bases of the rails being placed in grooves thus ensuring perfect
stability of the line in both the different positions which the rails may take up.
The passage of a train over a "point" thus constructed will press down the bases
of the rails into the grooves in which they are clamped with an amount of force
proportionate to the weight of the train.
According to my invention the rails of the movable part of the "points" are
firmly fixed to bases in the form of Y with ribs and joined together in a
suitable manner by means of cross ties.
This part of the line pivots at its inner ends on pins fixed in the base plates or
it may be hinged at these parts in any other suitable manner.
The bed plates are of special construction and serve to keep the bases in a fixed
and immovable position when the rails of the movable part of the line have been
placed in one or other direction.
Each plate has four grooves of a certain depth which at the inner end converge
into one single groove and diverge at the outer end so as to form three grooves in
the same plane the two outer ones being at an equal distance from the middle
groove. These grooves are formed in each plate by the triangular flat part of the
middle which is of the same height over the whole of its surface and the rounded
conical parts or ribs the tops of which merge into the bottoms of the grooves.
If the ribs or sides of the bases are introduced into the grooves of the bed plates
according to the direction of "shunting" or crossing" the movable part of the
line or pivotted portion of the rails which effects the change of line is firmly
clamped or fitted into the bed plates and as before mentioned this clamping is more
firmly established by the weight of the train passing over the " 'points.'
1
For the purpose of ensuring that no difference of level may be produced between
the ends of the movable part of the "points" and the adjoining ends of the rails
the bed plates pass on the two sides to a certain length under the latter in such
manner that they rest on the same base as the rails of the adjustable part of the
line.
The bed plates are constructed of cast iron or of steel and may be made in one
piece or in several sections joined together on sheet or plate iron or in any other
suitable manner and they are firmly bolted to sleepers or crosspieces.
Between the rail and its base is fixed a plate of sheet iron which covers the bed
plate and prevents the introduction of water and dirt into the grooves. This iron
plate may be joined or fastened laterally to the bed plate by a metallic tissue or
other which protects the whole arrangement.
The displacement of the outer side of the adjustable portion is effected by the
intermediation of a lever mechanism. The levers oscillate in openings of the bed
plates their short arms are hinged to the bases and their long arms are joined
together by a coupling rod in the middle of which is connected one end of a
connecting rod the other end of which is joined to the switch lever operated by a
hand.
A lever also connected to the middle of the coupling rod serves simply as a guide
to the latter. Counter weights may be suspended to the said coupling rod to
facilitate the movements. The operating lever is also provided with a counter-
weight in such manner as to always keep the principal line closed. A double
counter weight may however be applied so as to keep one of the two lines closed

page_text: alternately. All that is necessary for changing the line or "crossing" is to raise
the operating lever 90° in the above case which movement throws over the lever
mechanism into a position symmetrically opposite and raises the bases out of one
set of grooves placing them in other grooves corresponding to the other line. This
movement is exactly the same and is not more difficult than that when displacing
or moving a point or switch; on the contrary in this case there is only the friction
arising from rotation which is less than that produced by the sliding motion,
further this friction only takes place at the points of rotation whilst in the sliding
movement it is produced over nearly the whole surface of the parts displaced or
moved.
When it is required to operate this system of change of line or "shunting" by
means of a Saxby lever, the mechanism is modified. In this case the operation of
the parts instead of being effected in a vertical plane it is effected in a horizontal
plane by the transmitting elbow levers resulting in a supplementary horizontal
movement which is compensated in the lever mechanism by a connecting rod
hinged or with an universal joint the other parts of the mechanism remains
unchanged.
Another arrangement for operating the change of line consists of applying to the
lower arms of the levers toothed segments worked by a rack sliding in suitable
guides and operated by means of suitable levers and connecting rods.
In this case
counterweights may also be employed to facilitate the working and adding to the
side of the rack levers and a rod to which are suspended the counter weights.
To this system of change of line or shunting and combined with the operating
lever may be added a pedal mechanism or arrangement which when put into
action by the wheels of the locomotive or waggons automatically effects the
re establishment of the interrupted line on to which a train might run through a
false manœuvre.
This arrangement consists of a pedal composed of a simple right angled iron
bar of a suitable length. This pedal is placed upright with its vertical side
against the inner side of the rail and hinge jointed to a fixed chair at one of its.
ends, the other end is jointed by means of a spar to an auxiliary lever fixed to the
transverse axle of the operating lever.
There is a pedal and an auxiliary lever provided for each line, only the auxiliary
lever of one line is placed on the axle of the operating lever in the opposite
direction to that of the auxiliary lever on the other line.
When the secondary line is cut off or interrupted its pedal is raised whilst the
pedal of the closed up or continuous line (which in this case is the principal line)
is in its normal horizontal position and lower than the rail in such manner as not
to interfere with the passage of the train. but when a train happens to get on to a
disconnected line and the connection or switching of the points has not taken place
in time the flange of the locomotive or wagon wheel would roll over the upper face
of the raised pedal and depresses it as the said wheel advances; by this movement
the pedal depresses the auxiliary lever, throwing over the operating lever and
effecting the switching operation by displacing or moving the adjustable part of the
principal or main line.
These pedals would only be necessary on rare occasions. In small stations the
switching or change of line may nearly always be presented by the fixed end of
the adjustable part. In large stations where Saxby rods or other apparatus
are found necessary the operating levers are thrown into gear and the line is
consequently cut.
With my system of shunting or change of line the existing conditions are in no
way altered and is perfectly safe since the operation of the signals forms part of
its connection with that of the eccentric.
+
Guard rails are placed in such manner that the flanges of the wheels cannot in
any case strike against the ends of the rails.

page_text: .
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Edmond Bivort in the Patent Office on the 2nd April 1884.
EDMOND BIVORT of Fontaine l'Evêque in the Kingdom of Belgium AN
IMPROVED RAILWAY SWITCH
"
The method of "shunting or passing a railway train from one line of rails to
another as at present in use consists of employing rails tapered off longitudinally
towards one end termed "switches"
"
ог points" which are placed laterally.
against the line on which the train is to pass and sliding on the sleepers. Although
the adjustment of these "switches" against the line may be made in a perfect
manner yet by that method an absolute continuity of the rails from one line to the
other can never be obtained which is a serious inconvenience in the case of trains
passing at full speed. Further if the "switches" of the junction line are not
closed by means of bolts but by means of counterweights fitted to the switch lever
as is frequently the case the "switches" never remain in their proper position
during the passing of a train and may thus cause it to leave the line. There are
also other objections resulting from this imperfect method of shunting or changing
the line of rails.
כן
A method of changing the line of rails which would dispense with these
"switches and effect an absolute continuity of the line alternately in two
different directions would offer greater safety as all the above mentioned objections
would disappear.
Various methods in this direction have been tried but none have been practically
applied because of the apparent impossibility of keeping the rails fixed in position.
In these methods the rails are moved from one line to another by causing them to
slide on flat surfaces on which they had no fulcrum and through this cause they
were very liable to diverge during the passage of trains.
In my system I replace this horizontal sliding movement by a lifting movement
of the rails the bases of the rails being placed in grooves thus ensuring perfect
stability of the line in both the different positions which the rails may take up.
The passage of a train over a "point" thus constructed will press down the bases
of the rails into the grooves in which they are clamped with an amount of force
proportionate to the weight of the train
"
The various means and mechanical arrangements for effecting the change of line
or 'shunting" are shown in the three sheets of annexed drawings in which
Figure 1 (Sheet I) is a general plan of the system with the pedals for the automatic
change of line or "shunt" operated by the wheels of the train.
Figure 2 (Sheet 1) is an elevation of the same. Figure (Sheet II) is a plan
view on a larger scale of the adjustable portion of the line showing the
arrangement of the bed plates for clamping the parts in one position or the other,
and the switching or shunting mechanism
Figure 4 (Sheet II) is a longitudinal section of one of the bed plates.
Figure 5 (Sheet III) is a transverse section of the system showing the shunting
mechanism in elevation operated by a simple counterweighted lever.
Figure 6 (Sheet III) shows the same mechanism with arrangements for being
operated by means of a Saxby lever or other lever situated at a distance.
Figure 7 (Sheet III) shows a shunting arrangement by means of a rack and
toothed segments.
Figure 8 (Sheet III) shows a modification of the system applicable to railways of
small section
Figure 9 (Sheet I) shows a general plan of a double acting switching apparatus
Figure 10 (Sheet I) a plan view of an apparatus with guard rails.

page_text: "
The rails R R of the movable part of the points" are firmly fixed to
bases R¹ R' in the form of with flanges r r.and joined together in a suitable
manner by means of cross ties a a (Figure 3) This part of the line pivots at its
inner ends on pins b b fixed in the base plates A A or it may be hinged at these
parts in any other suitable manner.
The bed plates A A are of special construction and serve to keep the bases R' R¹
in a fixed and immovable position when the rails, R, R, of the movable part of the
line have been placed in the one or other direction.
Figures 3 and 4 show these plates A A in plan and in longitudinal section; each
plate has four grooves c c c c¹ of a certain depth which at the inner end 6 converge
into one single groove c c and diverge at the outer end so as to form three
grooves cool in the same plane the two outer ones c c¹ being at an equal distance
from the middle groove x. These grooves are formed in each plate A by the
triangular flat part w of the middle which is of the same height over the whole of
its surface and by the rounded conical parts or ribs w³ w₁ the tops of which merge
into the bottoms of the grooves co¹ If now the ribs or sides rr of the bases R' R¹
are introduced into the grooves c c or c¹ c' of the bed plates according to the
direction of "shunting" or crossing" the movable part of the line or pivotted
portion of the rails R R which effects the change of line is firmly clamped or fitted
into the bed plates A A and as before mentioned this clamping is more firmly
established by the weight of the train passing over the points.
"
For the purpose of ensuring that no difference of level may be produced between
the ends of the movable part of the "points" and the adjoining ends of the rails,
the bed plates A A pass on the two sides to a certain length under the latter in
such manner that they rest on the same base as the rails of the adjustable part
of the line.
The bed plates are constructed of cast iron or of steel and may be made in one
piece or in several sections joined together on sheet or plate iron or in any other
Buitable manner and they are firmly bolted to sleepers or cross pieces as shown in
Figure 3.
Between the rail and its base is fixed a plate of sheet iron B which covers the
bed plate and prevents the introduction of water and dirt into the grooves. This
iron plate may be joined or fastened laterally to the bed plate by a metallic or
other tissue D which protects the whole arrangement.
The displacement from the outer side of the adjustable portion is effected by the
intermediation of lever mechanism shown in Figures 3. 5. 6 and 7. The levers d d
oscillate in openings of the bed plates A, A, their short arms are hinged to the
bases R¹ R¹ and their long arms are joined together by a coupling rod e in the
middle of which is connected one end of the connecting rod K the other end of
which is joined to the switch lever L operated by hand.
в
The lever f¹ also connected to the middle of the coupling rod e serves simply as
a guide to the latter. Counterweights P P may be suspended to the said coupling
rod to facilitate the movements. The operating lever L is also provided with a
counterweight P¹ in such manner as to always keep the principal line closed. A
double counter weight may however be applied so as to keep one of the two lines
closed alternately.
"
All that is necessary for changing the line or 'crossing" is to raise the
operating lever L 90° in the above case (Figure 5) which movement throws over
the lever mechanism into a position symmetrically opposite to that shown in the
Figure and raises the bases R¹ R' out of the grooves cc placing them in the
grooves c¹ c¹ corresponding to the other line. This movement is exactly similar and
is not more difficult than that of displacing or moving an ordinary point, or
switch, on the contrary, in this case there is only the friction arising from rotation
which is less than that produced by the sliding motion; further this friction only
takes place at the points of rotation, whilst in the sliding movement it is produced
over nearly the whole surface of the parts displaced or moved...

page_text: (
When it is required to operate this system of switching or shunting by means of
a Saxby lever the mechanism is modified as in Figure 6 In this case the
operation of the parts instead of being effected as at Figure 5 in a vertical plane it
is effected in a horizontal plane by the transmitting elbow levers m n resulting
in a supplementary horizontal movement which is compensated in the lever
mechanism d d by a connecting rod hinged or with an universal joint the other
parts of the mechanism remains unchanged. It will be readily understood that
any kind of lever may be applied to the connecting rod (Figures 1, 2 and 3) and
at any distance
Another arrangement for operating the change of line consists of applying to the
lower arms of the levers d d toothed segments as in Figure 7 worked by a rack,
sliding in suitable guides and operated by means of suitable levers and connecting
rods. In this case counterweights may also be employed to facilitate the working
and adding to the side of the rack the levers d d and the rod e to which are
suspended the counter weights.
For switching apparatus intended for use on narrow gauge railways which by
reason of the lightness of the trains passing over them do not require great
strength, a simpler construction may be used by substituting for the, shaped
piece of the movable part by a T piece and thus form a bed plate with two
grooves instead of four or as in Figure 8 by forming the grooves in the bed plates
by means of iron end pieces of 11 shape placed side by side at the movable end
of the switch. In this case a shaped iron serving as the rail rests alternately
on one or other of these I shaped irons according to the line to be connected.
It will be seen that this arrangement for narrow gauge railways is only a
variation or simplified modification of the system forming the object of my
invention and that it does not differ from it except in its mode of construction and
the different applications of the draw-bar and the counterweights.
To this system of change of line or shunting and combined with the operating
lever may be added a pedal mechanism or arrangement which when put into
action by the wheels of the locomotive or wagons automatically effects the
re establishment of the interrupted line on which a train might run by mistake
This arrangement of mechanism is shown in Figures 1 and 2 and consists of a
pedal P composed of a simple right angled iron bar 7 of a suitable length. This
pedal is placed upright with its vertical side against the inner side of the rail and
hinge jointed to the the fixed chair K at one of its ends the other end is jointed
by means of a spar M to an auxiliary lever L' fixed to the transverse axle H of the
operating lever L. It will be understood that there is a pedal P and an auxiliary
lever L provided for each line only the auxiliary lever of one line is placed on the
axle H of the operating lever in the opposite direction to that of the auxiliary
lever on the other line.
When as in the present case the secondary line is cut off or interrupted its pedal
is raised as shown in Figure 2 whilst the pedal of the closed up or continuous line
(which in this case is the principal line) is in its normal horizontal position and
lower than the rail in such manner as not to interfere with the passage of the
train; but when a train happens to get on to a disconnected line and the
connection or switching of the points has not taken place in time the flange of the
locomotive or wagon wheel would roll over the upper face of the raised pedal and
depress it as the said wheel advanced and it will be seen that by this movement
the pedal P depresses the auxiliary lever L' throwing over the operating lever and
effecting the switching operation by displacing or moving the adjustable part R R
of the principal or main line.
It will be observed that these pedals would only be necessary on rare occasions.
In small stations (gares de passage) the switching or change of line may nearly
always be presented by the fixed end of the adjustable part R, R, In large stations
where Saxby rods or other apparatus are found necessary the operating levers are
thrown into gear and the line is consequently cut.
With my system of shunting or change of line the existing conditions are in no

page_text: way altered and it is perfectly safe since the operation of the signals forms part of
and is in connection with that of the crank levers.
Guard rails ✗y (Figure 1) are placed in such manner that the flanges of the
wheels cannot in any case strike against the ends of the rails.
A special mode of construction may be employed for switching appliances
intended for shunting purposes as shown at Figure 9 in which the two ends of the
adjustable part are movable. By this means a direct communication between four
different lines may be established It will also be seen that this combination
simplifies and facilitates the sorting of railway carriages or wagons specially as the
working may be effected automatically by a pedal in all four directions
When the movable end of the switching apparatus is to be approached at full
speed the pedals (principally intended for shunting purposes) may be substituted
by guard rails arranged on the apparatus in such a manner as to conduct or bring
a train which may have run on to a disconnected line, on to the connected line.
The mode of connection of these rails (similar to those in "crossings ") is shown in
Figure 10 in which the rail serving as the switch is formed of two parts but yet
offers the same security as an ordinary rail. The two parts of which it is composed
are brought together and united by bolts in such manner as to give it as much
strength as one composed of a single piece. This combination or arrangement of
guard rails is fixed on the plate B shown in dotted lines Figure 10.
Should a train run on to the disconnected line at S, S¹, in this Figure it would
continue to run on the guard rails QQ, When the wheel on the rail Q has
arrived at m its flange acting as a wedge between this rail and the counter rail D.
would break off the bolts which bind the rails together and force the rail Q against
the principal rail R. The other wheel on the rail Q¹ would also force the rail R¹
In certain cases instead of joining these rails together by bolts they are held
together by means of springs or of counterweights.
at n.
Communication with the connected line would thus be re established and the
train conducted on to it. The same result would take place on the other line
corresponding with the guard rails Z. Z'.
When it is required to connect a shunt line with a main line a pedal may be
used for the shunt line and guard rails for the main line. In order to strengthen
or give greater stability to the switch rails bolts may be placed at the movable
ends of the appliances on the sheet iron cover plate or on the sides of the rails
which would thus be "fished" at their ends.
Having now described the nature of my said invention and in what manner the
same is to be performed I declare that I claim
First
Thirdly
""
In a system or arrangement of "shunting' "crossing" or change of
line without the use of tapered switches, the combination of tho
adjustable part R, R, of the line, with the bed plates A, A, the
mechanical arrangements for the switching or change of line operated
by any arrangement of levers, and the pedal mechanism for the automatic
closing up or connection of the line, substantially as above described and
shown in the annexed drawings.
Secondly In a system of shunting without tapered switches, the bed plates A A, in
which are formed grooves cc cc in the manner above described and
the combination of these grooves with ribs rr of the bases R¹ R¹ carrying
the rails R, R, of the adjustable portion as shown in Figures 3. 4. 5. 6
and 7 of the annexed drawings and for the purpose specified.
In a system of shunting without tapered switches the mechanical
arrangements for effecting the switching or change of line and the
combination with the rails R, R, of the adjustable part of the line, of
the lovers d d oscillating in openings in the bed plates and joined
together by the coupling rod e in the middle of which is the end of the
connecting rod K the other end being connected in a suitable manner to
an operating lever, substantially as above described with reference to
Figures 5 and 6 of the annexed drawings

page_text: The mechanical arrangement for the shunting or change of line operated
by the intermediation of toothed segments and a rack substantially as
above described and shown in Figure 7 of the annexed drawings.
The automatic operation of the shunting mechanism by the pedal
arrangement P acting on an auxiliary lever L on the axis of the
operating lever L the whole as described and shown in Figures 1 and 2
of the annexed drawings.
The combination with the movable part of the main line R¹ R¹ of the
guard rails Q Q, Z, Z1, and D, D¹, joined to each other and to the
plate. B as shown in Figure 10 of the drawings and substantially as
described
hess whereof I the said Edmond Bivort have hereunto set my hand and
Twentieth day of March in the year of our Lord One thousand eight
and eighty four
15
RWATH