US175699A - Improvement in railroad-switches - Google Patents

Description

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c. HARREFF. RAILROAD-SWITCH.

Patented April 4, 1876.-

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RAILROAD-SWITCH. No.175,699. v Patented April, 1876.

m I F NJ'ETERS, PKOTD-LITHOGRAPHER, WASHINGTON, D C.

' of the diverting track.

CORNELIUS HARREFF, or OANFIELD, orrro.

IMPROVEMENT IN RAILROAD-SWITCHES.'

Specification forming part of Letters Patent No. 175,699, dated April 4, 1876 rapplication filed February 25, 1876.

10 all whom it may concern Be it known that I, CORNELIUS HARREFF, of (Janfield, in the county of Mahoning and State of Ohio, have invented new and useful Improvements in Railroad-Switches, of which the following is a specification:

The object of my invention is to simplify useless, and their great expense and danger avoided.

I carry out my object by shifting a section of the outer continuous rail of the track to the opposite rail, which section then, in combination with the connecting-rail of the diverting track, forms the beginning of the latter. The shifting section is pivoted or hinged to the union of its continuous rail and the inner rail sufficiently on each side to make it coincident with the rails it joins, or a flush junction, when forming a part of the main track, and also when initiating the divertingtrack. This shifting section of the continuous rail is operated by a lever and connecting-rod, and is locked at the target-rack when in the desired position.

I have thus briefly stated the aims and nature of my inventiomand, in order that others skilled in the art may make and use the same, I shallmore particularly describe it with reference to. the accompanying drawings, where- 1n- Figure 1 is a plan view of a single track, showing by dotted lines the manner of initiat ing the diverting track. Fig. 2 shows a double track and-the method of diverting up or down trains; and Fig. 3, details of the locking device of the target.

Referring to these drawings, where the main and divertingtracks are clearly defined, A is the outer rail, or that rail which is 011 the right Its free end is beveled of the advancing-train, and B the inner rail. The train which is to be diverted has its direction indicated by an arrow in Fig. 1; although in both Figs. 1 and 2 the trains may go in both directions, it being understood that the shifting section 0 is shifted to render it an integral part of the straight continuous and and stationary rails of the tracks upon which it is used,or as a diverter of trains. The drawings show the shifter O pivoted to the outer or right side of themain track, for the reason that the diverting track therein shown branches to the right. Were the diverting track to the left, the shifter G would necessarily be pivoted to the inner or left-hand rail of the main track. The outer rails of the diverting tracks are designated A, and their inner rails B. The shifting section is designated 0, and is about thirty feet long. The outer rail A of the main tracksforins a union with the inner rail B of the diverting track, which is upon the long crosstie D at their junction. A suitable chair or clamps, a a, preserve the joint. The shifting section G is shown in Fig. 1 as being one of the sections which make up the continuous rail A of the main track. The dotted lines in this figure show it as one of the sections making up the continuous rail B of the diverting track. The free end of this section 0 is beveled upon .both sides, as shown at b b, the bevel b rendering it coincident with the rail A when'it forms part of the main track, and

the bevel b rendering the rails B and B one and the same when said section 0 is shifted to the opposite rail to form the diverting track.

It is locked in these positions by means of a connecting-rod, 0, operated by the targetstandard e, which, in this case, performs the function of a lever. Suitable lap-headed spikes m mm m or equivalent devices, driven into the cross- I ties, engage with the lower flanges of this rail or switch piece 0, to hold it down to its bed upon the ties and prevent jumping. get-rack E approaches the usual construction, except that the segmental projection f, within which is the slot or way g, for the lever c, has

a concentric hasp, h, which is fastened thereon v by a staple, and passes its eyed bolt ithrough a hole in said segment f, where it is fastened by a switch-lock or otherwise. This hasp has a front and rear shoulder, 70 7c, the shoulder k The tarlocking the lever when the section 0 forms part of the main track, and the shoulder 70 locking it when the section 0 forms part of the diverting track being shifted. A bedclamp, 19', passing under the rails, and clamped to their outer lower fianges,serves to form a traveling way for the free end of switch O.'

The trains following the direction of the-arrows, it will be seen by tracing their course i that the flanges of the wheels being upon the inside meet no obstacle in pursuing their course, and that no joints or turns are so open as to need the interposition of a frog. In fact, as before stated, it isone of the prime objects of my invention to avoid the use of a frog and all its attendant constructions and evils.

' My invention is as well applicable to double tracks as to single ones, since its use is easily understood from one track.

The crossing of rails is done without frogs, it being obvious that when'the tread of the wheel travels over any flat surface it is only necessary to cut a narrow gutter to pass the flange. 4

It will he observed that my switch has the two straight rails A B of the main track stationary and unbroken, (with an exception to be immediately stated below,) that the rails of the diverting track are in an angular, or nearly angular, position to said rails, and are also unbroken and stationary, that theonly a union, on a, therewith, of a shifting-rail sec-.

tion switch, (J, of uniform width throughout its length, pivoted to said union, operated substantiall y as described, whereby to render said switch 0 continuous and integral with either rail of the main track,to permit at will a train to pass straight on or to be diverted.

2. The switch-rail 0, consisting of a single railroad-rail section of the usual length and width, beveled at b b, in combination with notches or shoulders in the straight unbroken rails A or B of the main track, as and for the purpose described.

In testimony whereof I have annexed my signature in the presence of two witnesses.

CORNELIUS HARREFF. Witnesses:

E. O. ADAMS,

J. W. HAMILTON JOHNSON.

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