Railroad Switch. Page: 3 of 3
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378,213
he will leave both the trip-bas W X raised,
so as not to operate the lever O; but should
he wish to keep the main line he will lower
the right-hand trip-bar IV, which will strike
5 the end o' of the lever O and throw it forward,
thereby rocking the lever E, and the first effect
will be to draw the latch-bar I from the stud
K, the slotf in the arm F allowing this with-
out causing movement of the switch-rail bar
o D, and the continued movement of the lever
E after the end of the slotf strikes the pin d'
will shift the bar D endwise and swing the
rails C C into line with the rails A B, and as
the switch-rails take these positions the end
5 j of the latch-bar J will lock behind the stud
L to hold the switch-rails in place for a con-
tinuous main-line track. If the switch is in
line with the main rails and a train apprbach-
ing in direction of the arrow 1 is to take the
o siding, the engineer will lower the left-hand
trip-bar X, which will strike the end o' of le-
ver O, and first unlock the bar J from the stud
L, and then throw the switch-rails open and
lock them for the siding by the bar I, or as
5 shown in Fig. 1 of the drawings. As a train
approaches the switch on the main line from
the opposite direction, or that of the arrow 2
in Fig. 1, the engineer may always lower the
left-hand trip bar, X, to strike the lever U for
o assuring the alignment of the switch-rails to
the mainline, and should the switch be already
.so positioned the lowered trip-bar would 'sim-
ply pass by the lever U without operating it.
Should a train be approaching the main line
,5 from the side track, A' B', in direction of the
arrow 3 in Fig. 1, the engineer will lower the
trip-bar X, which will strike the lever V and
set the switch-rails C C over to the siding-
rails to allow the train to pass safely onto the
o main-line tracks AB. The levers OUV will
be set a sufficient distance from the switch-
rails to give ample time for the rails to be
thrown and locked before the wheels of the
engine strike them, as will readily be under-
5 stood.
The trip-bar device may be adjusted to the
cars of a train for operating the switch, as
well as on the engine-pilot-as, for instance,
the lever Z or an equivalent treadle or lever
;o may be fitted on freight-cars, allowing a train-
man on the car to set the trip-bar and shift
the switch-rails for opening the main line to
a side track when cars are to be run onto the
main track from the side track.
5 Having thus fully described my invention,
what I claim as new, and desire to secure by
Letters Patent, is--
1. The combination, in a railroad-switch and
with the main-line rails A B and siding-rails
;o A' B', of pivoted switch-rails C C, a bar, D,connecting them, a lever, Eu fulcyiiae4 to the
road-bed and having an arm, F, slottedatf,
a pin, d', passed through said slot into the bar
D, latch-bars I J, pivoted to the switch-rails,
links G IH, connecting the bars I J with the 65
lever E, and lugs LK on the road-bed, against
which the bars I J are adapted to lock to hold
the switch open and closed, substantially as
shown and described.
2. The combination, in arailroad-switch and 70
with the main-line rails A B and siding-rails
A' B', of pivoted switch-rails C C, a bar, D,
connecting them, a lever, E, fulerumed to the
road-bed and having an arm, F, slotted at f, a
pin, g', passed through said slot into the bar D, 75
latch-bars I J, pivoted to the switch-rails, links
G H, connecting the bars I J with the lever E,
lugs K L on the road-bed, against which the
bars I J are adapted to lock, a lever, O, ful-
crumed to the road-bed, and rods M N, con- 8(
necting the levers E O, substantially as shown
and described.
3. The combination, in a railroad switch, of
main-line rails A B, siding-rails A' B', pivoted
switch -rails C C, a bar, D, connecting the 85
switch-rails, a lever, E, fulcrumed on the road-
bed and having an arm, F, slotted at f, a pin,
d', passed through said slot into the bar D,
latch-bars I J, pivoted to the switch - rails,
links G H, connecting the bars I J with the 9c
lever E, lugs K L on the road-bed, against
which the bars I J may lock, a lever, U, ful-
crumed to the road-bed, and a rod, S, connect-
ing the levers E U, substantially as shown and
described. 95
4. The combination, in a railroad-switch and
with the main-line rails A B and siding-rails A'
B', of pivoted switch-rails C C, a bar, D, con-
necting them, a lever, E, fulcrumed to the road-
bed and having an arm, F, slotted at f, a pin, ioo
d', passed through said slot into the bar D,
latch-bars I J, pivoted to theswitch-rails, links
G H, connecting the bars I J with the lever E,
lugs K L on the roadside, against which the
bars I J may lock, a lever, V, fulcrumed to o105
the road-bed at the siding-rails, and a rod, T,
connecting the levers E V, substantially as
shown and described.
5. A trip-bar device carried by an engine or
car for operating a railroad-switch, and com- rio
prising a bar, as X, fitted on the engine or
car, a spring, 0w', adapted to normally lift the
bar, and a cylinder, Z', containing a piston,
connected to the bar X, substantially as shown
and described.
JOHN J. PEETZ.
Witnesses:
R. T. BYRNE,
JAMiES W. COLLINS.
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Peetz, John J. Railroad Switch., patent, February 21, 1888; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth171713/m1/3/?q=%22%22~1: accessed July 12, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.