Improvements in the Permanent Way of Railways.
Year: 1891

page_text: Date of Application, 7th Aug., 1891
Complete Specification Left, 6th May, 1892-Accepted, 11th June. 1892
PROVISIONAL SPECIFICATION.
Improvements in the Permanent Way of Railways.
We, FREDERICK PURDON and HARRY ERNEST WALTERS both of 2 Great
George Street, Westminster in the County of Middlesex, Civil Engineers, BASIL
MOTT of 83 Kimberley Road, Clapham, in the County of Surrey, Civil Engineer,
and JOHN PATRICK O'DONNELL of 2 Great George Street, Westminster in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this inven-
tion to be as follows:-
The object of our invention concerns the construction of the permanent way of
railways. Where it is necessary to construct railways in districts in which the
land is extremely valuable, as in crowded towns, or where, from the natural con-
figuration of the ground, it is advisable to use curves of small radii, our invention
is especially applicable.
The permanent way consists of an ordinary track composed of sleepers and rails,
to which is added a central rail which is supported upon ordinary sleepers or upon
packing pieces which are fixed to the sleepers.
In lieu of the side rails upon which the supporting wheels revolve, we may, if
desirable, as the rails are simply and solely for the purpose of support, arrange a
flat bed either of concrete or asphalte, or any hard and durable substance, the
intention being that we are not bound to use the side rails at all, only a smooth
and solid surface for the wheels to revolve upon, the direction and adhesion of the
carriages and locomotive being given by the horizontal wheels upon the central
rail. In the case of points and crossings, the rails which form the ordinary track
are permanently fixed, and in order to cause the rolling stock to pass from one line
onto a branch, or cross-over road, a portion of the central rail is made movable,
and is constructed as follows:―
Two pieces of rail of similar section to that used for the central rail, are curved
to a suitable form and coupled together by a casting near each end; the two
sections of rail are not in the same longitudinal plane, and each cross piece is pro-
vided with a roller, working upon a horizontal axis; at the centre of the length of
the two portions of rail a casting is fixed, which is common to both, and is so
formed that it rides freely upon a vertical pivot which is fixed to a sleeper or other
suitable part of the permanent way. The two sections of rail which thus form a
kind of rocking cradle are free to move upon the centre pivot, and the rollers at
each end travel upon paths of a segmental form when looked at in the plan; in
elevation the aforesaid segmental paths are so formed that one section of the rail
can be moved into position with, let us say, the main line track, but when the
rocking cradle is swung sideways the second rail which, as previously described is
in a different plane, is caused to rise during its swing, and complete the middle rail
for the branch, or cross-over line. It must be understood that owing to the
different level of the two sections the portion which is not in use at any given
time lies below the horizontal plane passing through the top of that which
is in use.
With reference to the means for bolting the switch of the central rail and
holding it in position and with further reference to detecting the fact that it is in
position and that no fracture has taken place in the rod operating the same before
a signal can be given to the safety position, we propose to describe this part of our
invention as follows:
The rail forming the switch as previously described operates upon a central
pivot and while one switch is normally in gear and at a level with the permanent

page_text: central rail the other is in a lower plane. Taking the one that is normally on the
same level with the permanent central rail, at each end where it joins the rail we
propose, by levers set apart in the interlocking apparatus in the signal box by
means of rods and connections, to insert a fish plate or any blade of a similar
nature inside the bridge rail which is the central rail, so that it comes at each side
of the joint, fishing the switch to the permanent central rail; that would form the
bolting. A locking bar is operated by the same lever or if desirable two locking
bars' are operated, one operating at each end of the switch where it joins the per-
manent rail. Now before the signal referring to such road can be deflected' or in
the action of deflecting such signal we arrange that a bolt shall operate at right
angles to the central rail pinning the rail or going through both sides of the bridge
rail and the fish plate, thereby backlocking the fish plate or plunger or locking
blade in its position. Until such cross bolt has been inserted the signal referring
to that particular road cannot be operated.
It is obvious that with the movement of the locking bars the signal cannot be
operated until such locking bars have been moved, and further that although the
signal may be replaced to danger the switches themselves cannot be swung or
moved while the train is travelling over the locking bar.
Another means of holding the switch in its position would be by wedging it
on the underneath, but we prefer the means hereinbefore' described.
1
1001
JOHN P. O'DONNELL,
2. Great George Street, Westminster, London, S.W.,.
Agent for the said Applicants.
COMPLETE SPECIFICATION.
Improvements in the Permanent' Way of Railways!
We, FREDERICK PURDON & HARRY ERNEST WALTERS, both of 2 Great
George Street, Westminster, in the County of Middlesex, Civil Engineers, BASIL
MOTT of 83 Kimberley Road, Clapham, in the County of Surrey, Civil Engineer,
and JOHN PATRICK O'DONNELL of 2 Great George Street, Westminster, in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this inven
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:—
The object of our invention concerns the construction of permanent, way of
railways..
Where it is necessary to construct railways in districts in which. the land. is
extremely valuable, as in crowded towns, or where, from the natural configuration
of the ground, it is advisable to use curves of small radii, our invention is especially
applicable. The permanent way consists of an ordinary track composed, of. sleepers
and rails, to which is added a central rail, which is supported upon ordinary
sleepers, or upon packing pieces which are fixed to the sleepers.. The central rail
is placed at such a level that its base is at the same level as the top of the ordinary
rails, and it may be composed of a. bridge section rail, or of a section; or other
form, suitable for the gear wheels. In the case of points and crossings the rails
which form the ordinary track are permanently fixed, and in order to cause the
rolling stock to pass from one line on to a branch, or cross-over, road,. a portion of
the central, rail is made movable and is constructed as follows.
Two pieces of rail of similar section to that used for the central rail, are curved
to a suitable form, and coupled together by a special casting near, each end.;. the
two sections of rail are not in the same longitudinal plane, and each cross-piece is
provided with a roller working upon a horizontal axis; at the centre of the length
of the two portions of rail.a casting is fixed,. which is common to both,, and is so
formed that it rides freely upon a vertical pivot which is fixed to a sleeper or other

page_text: suitable part of the permanent way. The two sections of rail which thus form a
kind of rocking cradle, are free to move upon the centre pivot, and the rollers at
each end travel upon paths of a segmental form when looked at in the plan; in
elevation the aforesaid segmental paths are so formed that one section of the rail
can be moved into position with, let us say, the main line track, but when the
rocking cradle is swung sideways the second rail which, as previously described,
is in a different plane, is caused to rise during its swing, and complete the middle
rail for the branch, or cross-over line. It must be understood that owing to the
different level of the two sections the portion which is not in use at any
given time lies below the horizontal plane passing through the top of that which
is in use.
With reference to the means for bolting the switch of the central rail and
holding it in position, and with further reference to detecting the fact that it is in
position and that no fracture has taken place in the rod operating the same, before
a signal can be given to the safety position, we propose to describe this part of our
invention as follows.
The rail forming the switch as previously described operates upon a central
pivot and while one switch is normally in gear and at a level with the permanent
central rail the other is in a lower plane. Taking the one that is normally on the
same level with the permanent central rail, at each end where it joins the rail we.
propose by levers set apart in the interlocking apparatus in the signal box by
means of rods and connections to insert a fish plate or any blade of a similar
nature inside the bridge rail which is the central rail, so that it comes at each side
of the joint, fishing the switch to the permanent central rail; that would form the
bolting. A locking bar is operated by the same lever or if desirable two locking
bars are operated, one operating at each end of the switch where it joins the per-
manent rail. Now before the signal referring to such road can be deflected or in
the action of deflecting such signal we arrange that a bolt shall operate at right
angles to the central rail pinning the rail or going through both sides of the bridge
rail and the fish plate, thereby backlocking the fish plate or plunger or locking
blade in its position. Until such cross bolt has been inserted the signal referring
to that particular road cannot be operated.
It is obvious that with the movement of the locking bars the signal cannot be
operated until such locking bars have been moved, and further that although the
signal may be replaced to danger the switches themselves cannot be swung or
moved while the train is travelling over the locking bar.
Another means of holding the switch in its position would be by wedging it on
the underneath but we prefer the means hereinbefore described.
In order that our invention may be better understood and more readily carried
into effect we will proceed to describe the drawings hereunto annexed.
Figure 1 is an enlarged view of the central rail switch.
Figure 2 is a section on lines A-B, C-D and E-F of the iron supports of
the switch.
Figure 3 is a side view in the direction of the arrow of the roller path
casting H.
Figure 4 is a side view of the casting G.
Figure 5 is a side view of the roller path casting J.
Figure 6 shows a plan of a junction and the movable switch complete. It also
illustrates the method of working and locking the said switch.
Figure 7 illustrates a view of the ordinary permanent way and the switch
of the ordinary permanent way together with the central rail and central rail
switch.
Figure 8 shows the blade in the wire backlocking the plungers or r¹.
Figure 9 shows the plunger locking the switch and also illustrates the slide
blades and backlocking the said plunger.
The same letters refer to the same parts in the several figures of the drawings.

page_text: a² is the roller at the left hand of the switch and by means of which the switch
is moved. a² and a³ are small friction rollers by means of which, operating upon
the raised path casting H, one of the switch rails is operated out of gear and
the other switch into gear or vice versa. e is the permanent central rail of one line
and d is the permanent central rail of another line of a junction. e is the pivot
upon which the switch rail is turned. is the roller which supports the right or
facing end of the switch. 9, are the small friction rollers moving along the raised
path and placing the switch in gear with the central rail. are the paths upon
which the large rollers a' and revolve. m is the rod from the signal box operating
the central switch. and o are the rods operated by the separate levers in
the signal box which lock the central rail for both positions, n locks it for one
position and o locks it for the other position. p, and p are the safety bars for
preventing the switch being moved while a train is travelling over it. r,, are
the locking bolts which lock the switch in its desired position. ", illustrate the
points normally locked the bolt fishing the ends where the switch joins the per-
manent central rail together. s and are the wire connections from the levers set
apart for working the two signals. In the wire connections are blades (1, s¹ which
lock the plunger in the worked position. and 2 are other blades in the same
wire connections to the signals, which lock the other end of the switch, according
to which of the permanent rails it is in gear with. Before the said signals u and v
can be given the plunger must be inserted and either of the plungers or also
and in the act of lowering the signal the plungers themselves in the locked position
are back-locked by means of the blades tors and s² or t².
In Figure 7 it will be observed that the same arrangement of working takes
place of the switch being moved into gear with either of the ends of the
central rail for either direction, simultaneously with the movement of an ordinary
pair of switches.
The ordinary plunger and lock bar are provided to lock the stretcher bar of
the switch points. This arrangement is provided for rolling stock with flanged
wheels and yet such rolling stock or at least the engine being provided with hori-
zontal wheels for operating on the central rail. It will be seen that an engine
provided with horizontal wheels can take ordinary coaches with flanged wheels
the coaches themselves being guided by the ordinary switches and the locomotive
being guided by the central rail switch. Sufficient protection is ensured in this
case by the one safety bar, as if the ordinary switches could not be moved the
central rail switch could not be moved, as they are both operated by the
same lever and the movement of the bar controls the movement of the ordinary
switch, thus the bars on the left hand side of the central rail switch are not
needed.
Although one connection is shown illustrating the ordinary switch with the
central rail switch yet it is obvious that if desirable a separate lever and con-
nection may operate the ordinary switch and another separate lever and
connection may operate the central rail switch, the result being that both must
be moved and the ordinary switch locked before a signal for the desired direction
can be given.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we wish it to be distinctly
understood that we are aware that a central rail has been used before in connection
with the permanent way of railways and we therefore do not claim the principle
of the central rail, but what we do claim is :-
1. In the permanent way of railways the arrangement of a central rail switch
operating in the manner described and substantially as shown in the accompanying
drawings.
2. The combination of a central rail switch as illustrated with the central rail
substantially in the manner described and for the purposes specified.

page_text: 3. In the permanent way of railways the combination of an ordinary pair of
switches and a central rail switch, substantially as described and as illustrated on
the accompanying drawings.
4. The arrangement of locking and detecting central rail switches substantially
in the manner described and as illustrated on the accompanying drawings.
Dated this 6th day of May 1899
JOHN. P. O'DONNELL,
2, Great George Street, Westminster, S.W.,
Agent for the said Applicants.
JOHN. P. O'DONNELL,
2, Great George Street, Westminster, S.W.,
Agent for the said Applicants.