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[1], 3 p. : ill. ; 23 cm.View a full description of this patent.
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797,772
the guard-rail 7 and the adjacent main rail
of the track, and transverse bolts are utilized
to secure the rails 1 and 7 together in such a
manner as to subserve the rigidity thereof
and to hold the same in proper spaced rela-
tion.
The guard-rail 7 is of peculiar form, the
. end portion of said rail adjacent the extrem-
ity which meets the adjacent siding-rail 2
being parallel with the main rail a distance
about equal to the length of the wing, as in-
dicated at a b, and then deflected or ex-
tended diagonally with reference to the ad-
jacent main rail 1. In other words, the end
portion of the guard-rail diametrically op-
posite the wing 5 is parallel therewith, after
which it is inclined or extends at an angle to
the adjacent main rail 1 for quite a number
of feet, thence extending parallel with said
main rail to its terminus opposite the frog of
the switch. The portion of the guard-rail 7
which is deflected or inclined with relation
to the adjacent main rail 1 is indicated on the
drawings between the designations b c.
The above describes the structural fea-
tures of the switch which constitutes this in-
vention, and in actual use the advantages for
novel parts above described will be apparent.
For instance, as shown in Fig. 1, the switch-
points 3 and 4 are located half-open or half-
closed, so that under ordinary conditions
the car passing over the main line in the di-
rection of the arrow can take neither the sid-
ing nor main line, but will "split the switch."
The wheels at one side of the trucks of the
car will pass to the outer siding-rail 2 adj a-
cent the main-rail switch-point, whereas the
wheels upon the opposite side of the trucks
will hold to the main line. The above
would ordinarily result in derailment of the
car or cars; but the provision of the member
5 and the peculiar guard-rail 7 will prevent
the above. The size of the wheels of the
truck is such that a portion of the wheels
will hold to the main rail adjacent the siding
switch-point 3, and since the guard-rail 7 is lo-
cated adjacent the switch-point 3 said guard-
rail will engage the wheels at a point between
a b and prevent lateral movement thereof,
which might entirely throw said wheels from
the adjacent main rail. Further, as the por-
tion of the guard-rail with which wheels on
one side of the truck next come into contact
is deflected laterally or toward the adjacent
main rail 1 (between b c) the engagement of
this portion of the guard-rail with the inner
rim portion of the wheels will have a tendency
to throw the wheels of the opposite side of the
truck wholly upon the main rail when such
wheels are brought flush with the rail 1 and
are traveling on the ball portion 1 a, extending
from said wing 5. While the portion bc of
the guard-rail 7 is tending to force the wheels
with which it engages laterally, the wheels at
the opposite side of the truck riding upon thehead portion 1 a of the rail 1 will be gradually
forced laterally by the deflected portion b c of
the rail 7, above mentioned. The head por-
tion 1 a of the rail 1 being enlarged will give
sufficient bearing for the wheels received
upon the wing 5 until the deflected portion
b c of the rail 7 has caused these wheels to be
thrown into proper position upon the main
track, the constant pressure of the wheels en-
gaging the guard-rail and the play which is
ordinarily allowed wheels less the gage of the
track being such as to facilitate the proper
rerailment of the car.
The reason for the inclination of the wing 5
is to more readily admit of the flanged por-
tion of the car-wheels passing onto the wing,
said flanges of course extending from the
plane of the rim of the wheel somewhat more
than an inch in the general formation of
wheels of this class. The exact measures of
the parts 5 and the relative distances between
the guard-rail 7 and the adjacent main rail
are not given, since the same are varied ac-
cording to the size of the rails used for the
track and dependent upon their actual ex-
isting conditions.
The wing 5 is preferably horizontal for the
first few feet of its length, extending from the
heel of the adjacent switch-point, so as to ad-
mit of the flanges of the car-wheels readily
clearing the wing when trains are switching.
The remote end of the wing will of course be
flush with the surface of the portion 1 a of the
rail 1, as before premised.
Having thus described the invention, what
is claimed as new is-
1. In means of the class described, the
combination of the main rails 1, the siding-
rails 2, the siding switch - point 3 and the
main-rail switch-point 4 pivoted at 3a and 4a
respectively, the integral wing 5 projecting
outwardly from the main rail 1 to which the
switch-point 4 is pivoted and extending
from a point adjacent the pivot 4a some dis-
tance longitudinally of the said rail 1 and in-
clining upwardly in its length, the guard-rail
7 spaced from the inner side of the main rail
1 adjacent the switch-point 3 and joining the
siding-rail 2 to which said switch-point 3 is
secured near the pivot 3a thereof, and spac-
ing-blocks between the guard-rail 7 and the
adjacent main rail 1.
2. In means of the class described, the
combination of the main rails 1, the siding-
rails 2, the siding switch-point 3 and the
main-rail switch-point 4 pivoted at 3a and 4
to respective siding and main rails, the inte-
gral wing 5 projecting outwardly from the
main rail 1 to which the switch-point 4 is piv-
oted and extending from a point adjacent the
pivot 4a longitudinally of the said rail 1, this
wing 5 having the upper surface of the end
portion nearer the pivot 4" extending hori-
zontal for some distance, the upper surface
of the wing inclining upwardly from the hori-
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Reference the current page of this Patent.
Hibbets, Charles M. Switch, patent, August 22, 1905; [Washington D.C.]. (https://texashistory.unt.edu/ark:/67531/metapth512442/m1/3/: accessed July 18, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.