IMPROVEMENTS IN AND RELATING TO RAILWAY SWITCHES OR POINTS
Year: 1881

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine, Lake,
& Co., Patent Agents, Southampton Buildings, London, for an Invention
of "IMPROVEMENTS IN AND RELATING TO RAILWAY SWITCHES OR POINTS."
A communication from abroad by William Thompson Martien, of Philadelphia,
Pennsylvania, United States of America, Merchant.
PROVISIONAL SPECIFICATION left by the said William Robert Lake at the
Office of the Commissioners of Patents on the 24th May 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO RAILWAY
SWITCHES OR POINTS." [A communication from abroad by William Thompson
Martien, of Philadelphia, Pennsylvania, United States of America, Merchant.]
This Invention has for its object to provide a switch, by means of which the side
rails as well as the main rails or line of a railway will be left unbroken and uncut,
and spiked fast to the sleepers or cross-ties, which will operate automatically, so
that a vehicle running in either direction on the main rails or line, or from the
siding to the main line, will open it if closed, and which will demand personal
service only when it is required to shift a carriage, engine, or train from the main
rails to the siding.
The said Invention consists in the peculiar construction and combination of parts
hereinafter described, having reference to the following points:-First, to the
combination with the continuous permanent main rails of a line and a siding,
spiked or otherwise permanently secured to the cross-ties, of separate and detached
movable switch-rails, whereby transfers may be made from said main rails to the
side rails without moving either of the latter; secondly, to the provision of an
extension of one of the siding rails, which is formed with two trends, namely, a
level tread for the wheels running straight on said main rails, and a rising tread for
the wheels to ride on in transferring from said main rails to the siding, and vice
versa; thirdly, to the peculiar construction of the switching rails, which are each
Fine C

page_text: pivotted at one end and connected by cross-bars or braces, so as to move
simultaneously, one of said rails being adapted to move beneath a cover, which
forms both a guide and a guard rail, and the other having an incline upon which
the flange of the wheel mounts when moving to the siding, said switch-rails being
also so constructed as to be automatically shifted away from the main rail by a
carriage, wagon, or engine moving in either direction over said main rails;
fourthly, to certain details of construction hereinafter set forth.
1 carry the said Invention into practice as follows, that is to say -The main rails
are unbroken or uncut and are spiked or otherwise permanently secured to the
cross-ties, and the siding rails are in like manner permanently secured to the
cross-ties through their whole length, thus not making a switch of their extremities
as hitherto, one of said rails running to a frog-plate of peculiar construction,
having a laterally extending base which supports one of the movable switch-rails
hereinafter described. One of said siding rails is formed or provided with an
extension, which is in the first place formed with a depressed tread of the same
height as the tread of the main rail, never rising above it, and rests close up to the
latter, leaving a space between the main rail and the vertical side of the upper
tread of this rail, equal to the width of the tread of the vehicle-wheels, so as to be
run on by and form a support to the wheels of trains passing straight over the
main rails in either direction. It has also an upper tread, which rises on an incline
from the siding rail at one end, and on another incline at or near the opposite end,
being of such altitude between the inclines, or at their apex or point of convergence,
that when the wheel of a vehicle is on said upper tread its flange will be above
the lower tread and clear of the top of the main rail. The extension is also
continued beyond the lowest point of one of the inclines so as to form a
guard.
The switch-rails are connected by swivel braces, whereby said rails may be
adjusted towards and from each other. One of these rails is pivotted or bolted to
a cross-tie of the main rails, and the other is pivotted or bolted on a lateral lug of
the frog, so as to permit said.rails to turn on said pivots as fulcra. One rail is in
cross-section L-shaped, and substantially the same section throughout, although I
do not limit myself to any particular form for this rail. It is adapted to move
laterally beneath another rail which is bolted to a laterally extending base of the
frog. The latter rail is formed with an under-cut slot or opening for the passage
of one of the switch-rails and forms a cover thereto as well as a guard and guide
rail. The other switch-rail is of peculiar form, its inner side forming two curves,
which from their junction recede from the main rail adjacent thereto, so that the
respective ends of said switch-rail are the points in said curves farthest from the
main rail when the switch is open for the main line. On the side of one of the
switch-rails adjacent to the nearest main rail is formed an incline, which begins at
one end of said rail near its bottom and is flush with the top of one of the main
rails. One of the said curves is coincident with a line drawn in continuation of
one of the side rails and crossing the main rail, or substantially coincident
therewith, and the extent and rise of the incline are so proportioned with respect
to the extension that in moving from the main line to the siding the flange of the
wheel will rise upon and move along said incline, but before said flange leaves the
latter the tread of the wheel will meet and ride upon the incline of the siding
extension, thereby transferring said wheel from the switch-rail to the siding
without contact with the main rail.
The switch-lever is fastened to a rock-shaft, which connects by jointed arms
with one of the switch-rails, so that by vibrating said lever said switch-rail may
be moved toward and from the main rail as required. Said lever is devoid of any
weight, spring, or locking device, and is purposely made so.
This improved switch has the following merits, that is to say, both rails of the
main line are entirely unbroken, and the whole of the side line is entirely
undisturbed and continuous as far as the joint with the main line. Thus the
shocks and jars which are the unavoidable results of the open joints left in ordinary

page_text: switches are done away with, and there is consequently less wear and tear, and
more safety of the rolling stock and of the rails; there being no movable portions
of the main line or siding, head plates will be entirely dispensed with at theso
points, and the cross-ties will not require frequent attention to keep them level,
both switch-rails being situated inside of the main line and the weight of trains
not travelling over their surface, as it does in other switches known, they will
naturally not suffer and will keep level, a great advantage over the switches
heretofore used. Perfect safety and security are given to trains travelling either
way on the main line as well as those coming on the siding, no matter which way
the switch may be set.
Trains coming in either direction on the main rails, or coming on the siding,
will always find the line clear, or will set the switch right themselves without the
use of extra appliances or counter-weights as switches generally require to have on
single lines.
That portion of the extension which projects beyond the incline serves as a guard
to protect the wheels of vehicles from running off over the main rail in passing
from the siding to said main rail. The stationary guard-rail serves to guide the
wheels of vehicles in passing from the main rails to the siding, when the switch is
adjusted and held for that purpose. Thus the switch being opened to the siding
and held so by the switchman or attendant, the wheels moving on the adjacent
main rail rise on their flanges on the incline of one of the switch-rails. At the
same time the wheels on the opposite side of the vehicle and on the other main
rail are guided toward the inner side of the point of the frog, and as they bear by
their inner faces against the outer vertical side of said stationary rail, the
wheels on the incline are prevented from slipping or moving laterally off the
latter.
If desired one of the switch-rails and its swivel-brace-connections may be
dispensed with, the single movable rail and stationary guide-rail only then
forming the switch. If this be done it will be necessary for a switchman or
attendant to hold the switch in the proper position when the vehicles are moving
off the siding onto the main line, as well as when moving from the latter on to the
former.
When the said switch rail is employed it not only operates to open or set the
switch right for vehicles moving off the siding onto the main line, but also to
hold the other switch-rail in position while such transfer is being made.
According to a modification one of the said switch-rails is dispensed with, the
single rail then forming the switch. With this modification à counter-weight
should be used to hold the switch-rail normally open. In this modification tho
guard-rail is used, but is not undercut as when the two switch-rails are
employed.
My Invention includes a further improvement, which consists of a steel shoo
fitted in and forming a part of the movable switch-rail, said shoe being designed
to take up the principal wear falling on said rail; its upper surface forms the
incline or rising tread on which the flange of the vehicle-wheel rides in passing
from the main line to the siding, and vice versa. Said shoe may be pivotted at its
larger end, so as to be capable of a vibrating movement in a slot of the switch rail,
or it may be bolted to the flange of said rail so as to move only with the latter.
As the wear on the switch-rail falls principally on its shoe, and as the latter can
be replaced at slight expense when worn out, leaving the body of the rail
undisturbed, it is manifestly better to employ said separable shoe than to form
the incline integral with said rail. This mode of construction will permit the rail
to be made of iron while only its shoe need be composed of steel.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said William Robert Lake in the Great Seal Patent Office on the
22nd November 1881.
WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London. "IMPROVEMENTS IN AND RELATING TO RAILWAY
SWITCHES OR POINTS.' A communication from abroad by William Thompson
Martien, of Philadelphia, Pennsylvania, United States of America, Merchant.
This Invention has for its object to provide a switch by means of which the side
rails as well as the main rails or line of a railway will be left unbroken and uncut,
and spiked fast to the sleepers or cross-ties, which will operate automatically, so
that a vehicle running in either direction on the main line, or from the siding to
the main line, will open it if closed, and which will demand personal service or
attention only when it is required to shift a carriage, engine, or train, from the
main rails to the siding or side rails.
The said Invention consists in the peculiar construction and combination of the
parts hereinafter described, and comprises the combination with the continuous
permanent main rails of a line and a siding, spiked or otherwise permanently
secured to the cross-ties of separate and detached movable switch-rails, whereby
transfers may be made from the said main rails to the side rails without moving
either of the latter. It also comprises the provision of an extension of one of the
siding rails which is formed with two treads, namely, a level tread for the wheels
running straight on the said main rails, and a rising tread for the wheels to run or
ride upon when being transferred from said main rails to the siding, and vice versa.
It also comprises the peculiar construction of the switching rails, which are cach
pivoted at one end and connected by cross-bars or braces so as to move simul-
taneously, one of the said rails being adapted to move beneath a cover which forms
both a guide and a guard rail, and the other rail having an incline upon which the
flange of the wheel mounts when moving to the siding, the said switch-rails being
also so constructed as to be automatically shifted away from the main rail by a
carriage, wagon, or engine moving in either direction over the said main rails. It
معلم

page_text: extremities as hitherto, one of the said rails running to a frog-plate C of peculiar
construction, and having a laterally extending base C which supports one of the
movable switch-rails hereinafter described. One of the said siding rails B.is formed
or provided with an extension D, which is of the peculiar construction shown, that
is to say, it is formed with a depressed tread d, which is of the same height as the
tread of the main line rail and never rises above it; this tread d rests close up to the
said main rail, leaving a space between the latter and the vertical side of the upper
tread of the said extension equal to the width of the tread of the vehicle-wheels, so as
to be run on by and form a support to the wheels of trains passing straight over the
main rails in either direction. represents the upper tread of the said extension D,
which tread rises on an incline d² from the siding rail B at one end, and on another
incline at or near the opposite end, the said tread being of such an altitude
between the inclines d², d³, or at their apex or point of convergence, that when the
wheel of a vehicle is on the said upper tread, its flange will be above the lower
tread and clear of the top of the main rail. The extension D is also continued
beyond the lowest point of incline d³ so as to form a guard for the purposes
hereinafter set forth.
E and F are the switch-rails, which are connected by swivel-braces G, G,
whereby the said rails may be adjusted towards and from each other. The rail E
is pivoted or bolted at to a cross-tie of the main line, and the rail F is pivoted
or bolted on a lateral lug c of the frog C so as to permit the said rails to turn on
the said pivots as fulcra. The rail F is shewn as L-shaped in cross-section, and of
substantially the same section throughout. I do not, however, limit myself to any
particular form for this rail. It is adapted to move laterally beneath another rail I,
which is bolted to the laterally extending base C¹ of the frog C. This rail I is
formed with an undercut slot or opening i for the passage of the switch-rail F, and
forms a cover thereto as well as a guard and guide rail, as hereinafter specified.
The switch-rail E is of the peculiar forn shown, that is to say, its inner side forms
two curves e, e', which from their junction at or about at the point e¹ recede from
the main rail adjacent thereto, so that the respective ends of the said switch-rail
are the points in said curves farthest from the main rail when the switch is open
for the passage of a train over the main line on the side of the rail E; adjacent to
the nearest main rail is formed an incline 63 which begins at the end of the said
rail near its bottom, and terminates at or about at the point e flush with the top
of the rail A'. The curve e is coincident with a line drawn in continuation of the
side rail B from the point b, and crossing the main rail, or substantially coincident
therewith, and the extent and rise of the incline e³ are so proportioned with
respect to the extension D that in moving from the main line to the siding the
flange of the wheel will rise upon and move along the said incline e³; but before
the said flange leaves the latter the tread of the wheel will meet and ride upon the
incline of the siding extension D, thereby transferring the said wheel from the
switch-rail to the siding without contact with the main line rail.
K represents the switch-lever fastened to a rock-shaft k, which is connected by
jointed arms, e, with the switch-rail E, so that by vibrating the said lever the
said switch-rail may be moved toward and from the main rail as required.
said lever is devoid of any weight, spring, or locking device for a purpose herein-
after set forth.
Tho
The operation is as follows, that is to say:-Assuming that the parts occupying the
position shown in Figure 2, the switch is open for the main line, and vehicles can
pass over the said main line in either direction without impediment from the
switch, the tread of the wheels on the side adjacent to the siding, riding on or over
the tread d of the extension D as they pass the latter. In this position of the
parts a vehicle may movo from the siding to the main line, as in so doing the flange
of one of its forward wheels will strike the edge f of the switch-rail F, and move
the latter and the other switch-rail E' into the position shown in Figure 3, which
is the proper position of the said switch-rails for transferring vehicles to and from
the siding, as hereinafter set forth. Moreover, if the switch should be in the

page_text: position shown in Figure 3, and be unattended and uncontrolled, a vehicle
travelling in either direction on the main line will open it. If the said vehicle
approaches from and in the direction of the arrow the flange of its forward wheel
on the rail A¹ will meet the curve e' of the rail E, and open the switch. Should
the said vehicle approach from the contrary direction, that is to say, from and in
the direction of the arrow y, the flange of its forward wheel will meet the curve e
of the said rail and will open the switch. In both these cases the opening of the
switch is accomplished by the movement of the rails E, F, on their fulcra in the
direction of or toward the rail A¹. Hence, no matter what is the position of the
switch, whether open or closed, if unattended it offers no impediment or obstruction
to the movement of a vehicle in either direction over the main line, and if opened
for the main line it will be automatically set right for the siding by a vehicle
moving from the latter to the said main line. The only occasion when the switch
requires attention and service is when it is desired to transfer a vehicle from the
main rail to the siding, then the parts are moved to occupy the position shown in
Figure 3 by throwing over the lever K until the switch-rail E comes against the
main rail A. The switchman will retain the lever in this position by holding it
there until the desired transfer has been made. When the parts are so held the
vehicle will be approaching from and in the direction of the arrow y, and the
flange of the wheel on the rail A¹ will meet and rise upon the incline e³, the curve e
at the same time guiding the said wheel toward the siding until its tread meets
and rides upon the incline d³, when it will ascend the latter until the flange of
the wheel leaves the said incline e, the transition being effected without contact
of any part of the wheel with the main line rail A', the wheel riding first by its
flange on the switch-rail incline, and then by its tread on the stationary siding
extension.
The depressed tread of the switch-extension on which the tread of the wheel
rides in passing directly along the main line serves also another purpose, namely, to
assist the transfer of the wheel to and from the siding. As the said tread is
inclined upwardly from its outer or siding end towards its junction with the main
rail, the flange of the wheel when a transfer is being made rides upon the said
tread, and the transition from the siding rail to the main rail, and vice versa, is
thus rendered easy and gradual. This is of particular importance where the siding
forms a short curve with the main rail, the upper tread of the extension D being
too limited in length in such case to permit as gentle a transfer as is desired
without assistance from the incline of the depressed tread. The upper tread of
the extension D is however in all cases a curve through a horizontal plane (or two
inclines approximating such curve) the terminals of such curve being at or about
at the points d³, do, and its apex being at or about at the point d7; thus it will be
seen that the movement of the wheel across the main line is practically by a curve
passing at two points through the plane of the upper surface of the main rail, the
said curve being in line with the siding rail, and forming with the main rail and
on the opposite side thereof the same angle as such siding rail does.
My improved switch has the following advantages, namely, both rails of the
main line are unbroken, and the whole of the side line is entirely undisturbed and
continuous as far as the joint with the main line. Thus the shocks and jars which
are the unavoidable results of the open joints left in ordinary switches are dispensed
with, and there is consequently less wear and tear and greater safety of the rolling
stock and of the rails. There being no movable portions of the main line or siding,
head plates will be entirely dispensed with at these points, and the cross-ties will
not require frequent attention to keep them level. Moreover as both the switch-
rails are situated inside of the main line, and as the weight of trains travelling on
the main line does not pass over their surface, as is the case with ordinary switches,
the said switch-rails will naturally not suffer and will keep level, which is a great
advantage over the switches heretofore used. Perfect safety and security are given
to trains travelling either way on the main line, as well as those travelling on the
siding, no matter which way the switch may be set.

page_text: Trains travelling in either direction on the main line, or travelling on the siding,
will always find the line clear or will set the switch right themselves without the
use of extra appliances or counter-weights as switches generally require to have on
single lines.
That portion of the extension D which projects beyond the incline d³ serves as a
guard to protect the wheels of vehicles from running off over the main rail in passing
from the siding to the said main rail. The stationary guard-rail I serves to guide
the wheels of vehicles in passing from the main rails to the siding when the switch
is adjusted and held in position for that purpose. Thus the switch being opened
to the siding and held so by the switchman or attendant, the wheels moving on
the adjacent main rail ride on their flanges on the incline e³ of the switch-rail E as
above described. At the same time the wheels on the opposite side of the vehicle
and on the other main rail are guided toward the inner side of the point of the
frog C, and as they bear by their inner faces against the outer vertical side of the
said stationary rail I, the wheels on the incline are prevented from slipping or
moving laterally off the latter.
If desired the switch-rail F and its swivel-brace-connections may be dispensed
with, the single movable rail E and stationary guide-rail I only then forming the
switch. If this be done it will be necessary for a switchman or attendant to hold
the switch in the proper position when the vehicles are moving off the siding onto
the main line as well as when moving from the latter on to the former. When the
said switch-rail F is employed it not only operates to open or set the switch right
for vehicles moving off the siding onto the main line, but also to hold the switch-
rail E in position while such transfer is being made.
Figure 4 shows a modification in which the switch-rail F is dispensed with, the
single rail E then forming the switch. With this modification a counter-weight k³
should be used to hold the switch rail normally open. In this modification the
guard-rail I is used, but is not undercut as when the rail F is employed.
My Invention includes a further improvement which consists of a steel shoe
fitted in and forming a part of the movable rail E, the said shoe being designed to
take up the principal wear falling on the said rail. The said shoe is shown in
Figures 4, 10, and 11, at L, and fits in an undercut groove on slot in the rail E;
its upper surface L₁ forms the incline or rising tread on which the flange of the
vehicle wheel rides in passing from the main line to the siding, and vice versa.
The said shoe may be pivoted at its larger end l', so as to be capable of a vibrating
movement in the slot of the rail E, or it may be bolted to the flange of the said
rail so as to move only with the latter. As the wear on the switch-rail falls
principally on its shoe, and as the latter can be replaced at slight expense when
worn out, leaving the body of the rail undisturbed, it is manifestly more advan-
tageous to employ the said separable shoe than to form the incline integral with
the said rail. This mode of construction will permit the rail to be made of iron,
while its shoe only need be composed of steel.
Having thus fully described the said Invention, as communicated to me by my
foreign correspondent, and the manner of performing the same, I wish it understood
that I claim,-
First. The combination with a continuous permanently fastened main line and a
stationary or immovable siding of a movable switch-rail separate and detached from
the said main line and siding, and operating to effect the transfer of vehicle-wheels
from the said main line to the said siding, and vice versa, substantially as above set
forth.
Second. In combination with a main line and siding, both stationary or perma-
nently fixed in position, an extension D of the said siding, having a thread raised
above the plane of the said main line and inclined toward either end of the said
extension, substantially as above set forth.
Third. The movable switch-rail, having the incline e³ on its free or movable
end and on the side adjacent to the main rail A', substantially as shewn and
described.

page_text: Fourth. In combination with the main line A, A', and siding B, B', a movable
switch-rail E located inside of the said main line and having an incline es, the
vertical side of which is a curve or approximate line e forming a continuation of the
line or curve of the siding, substantially as above set forth.
Fifth. The movable switch-rail E, whose inner side is curved or bounded by two
converging lines, so that at either end it recedes from the adjacent main rail,
whereby it is capable of being opened by a vehicle approaching in either direction
on the main line, the said switch-rail being separate from and forming no part of
either the main or siding line, substantially as shown and described.
Sixth. The combination with the permanent continuous main rail A¹ and
stationary siding-rail B of the extension D, whose upper surface is above the plane
of the main rail and is inclined at either end, and the movable switch-rail E, having
an incline e whose vertical ball e is in the same, or approximately the same, line or
plane as the siding rail B, substantially as above set forth.
Seventh. The permanently fixed siding extension D having two treads d, d¹, the
former mainly in the same plane as the main rail tread, and the latter elevated
thereabove and having an incline at both ends, substantially as above set forth and
for the purpose specified.
Eighth. The combination with the movable switch-rail E, located inside the main
rails and independent thereof, of a movable switch-rail F, also located inside of the
main line, and connected to the said rail E so as to move therewith, substantially
as shown and described.
Ninth. The combination with the movable switch-rail E, having the incline e³, of
the stationary guide-rail I serving to prevent the vehicle wheels moving on the
said incline from slipping laterally therefrom, as above set forth.
Tenth. The combination with the stationary guide-rail I, and with the permanent
and immovable main line and siding, and a separate and detached switch-rail E, of
the movable switch-rail F, the said guide-rail serving as a guard and cover to the
latter, substantially as above set forth.
Eleventh. The combination with the continuous stationary main rails A, A¹, and
the permanently fixed siding of the siding extension D having an upper and lower
tread, the former having an incline at either end, the movable switch-rail E having
the incline es, the movable switch-rail F connected to the rail E by braces, and the
stationary guide and guard rail I, substantially as shown and described.
Twelfth. The frog C, having the laterally extended base C', in combination with
the movable switch-rail F pivoted thereon and the guard-rail I bolted thereto,
substantially as shown and described.
Thirteenth. The combination with a continuous and stationary main line and a
siding permanently fixed of a switch, substantially as herein described, adapted to
open or get itself right automatically to wheels moving in either direction over the
main line or off the siding to the said main line, and when held, as described, by a
switchman or attendant to effect the transfer of vehicles from the main lino to the
siding, as above specified.
Fourteenth. In combination with the switch-rail E the separable or detachable
shoe L fitted in the said rail, its upper surface L' being inclined and forming
a rising tread for the flange of a vehicle-wheel, substantially as shown and
described.
In witness whereof, I, the said William Robert Lake, have hereunto set my
hand and seal, this Twenty-second day of November, in the year of our Lord