US403271A - Railway switch and signal operating and interlocking device - Google Patents

Description

H 1.. G M D M .M T. e K .m w 5 L R E m N 1 D 0N SA OH JA. .R Rm 0 0L &m G '1 HS D N A H G T I W I s m Y m A o W m E A N0. 403,271. Patented May 14, 1889.

- N. PETERS. Phclo-Lnho m her. Washingkzm D. C.

5 Sheets-Sheet 2.

/6 Ina/ W9.-

(No Model.)

H. 8B 0. R. JOHNSON. RAILWAY SWITCH AND SIGNAL OPERATING AND INTERLOGKING DEVICE.

Patented May 14, 1889.

N. PETERS. Hunk-Lithographer, Wiihlllgvfl, 0: c4

N. PETERS. Phuwlnlwgmpher. Washington D. c

(No Model.)

RAILWAY SWITCH AND SIGNAL OPERATING AND INTERLOGKING DEVICE.

4 t e e h S .S. t 8 e h S N O v N H 0 J R G & H q d O M 0 W RAILWAY SWITGH AND SIGNAL OPERATING AND INTL."RLOCKINGr DEVIGE.

No. 403,271. Patentedlvl'ay 14, 1889,

5 t 6 AU h S. w 6 e h S 5 N O S N H O J R 0 & H m M M O W RAILWAY SWITGH AND SIGNAL OPERATING AND INTERLOQKING DEVICE.-

Patented May 14, 1889.

N PETERS. Phnlo-Liihcgl'nphor. Wilshmglnn. D13.

NITED STATES FFICE.

PATENT HENRY JOHNSON AND CHARLES R. JOHNSON, OF PITTSBURG,

PENNSYLVANIA.

RAILWAY SWITCH AND SIGNAL OPERATING AND INTERLOCKING DEVICE.

SPECIFICATION forming part of Letters Patent No. 403,271, dated May 14, 1889.

Application filed August 18, 1886. Serial No. 211,184. (No model.)

To aZZ whom it may concern.-

Be it known that we, HENRY JOHNSON and CHARLES R. JOHNSON, both of Pittsburg, in

the county of Allegheny and State of Pennsylvania, have invented a certain new and useful Improvement in Railway Switch and Signal Operating and Interlocking Devices, of which the following is a specification.

In the switch and signal systems heretofore in use the switches, the switch-locks, and the home and distant signals have most commonly been operated by separate levers or devicesone for each-all arranged in a frame and interlocked, so that they can be pulled over and put back only in proper rotation.

The object of our invention is to simplify and cheapen such interlocking system of switches and signals and to lessen the labor required for the operation.

W'e accomplish the above objects by novel combinations of parts, which are hereinafter described, and pointed out in the claims, and which include purchase-wheels or hand-wheels of suitable size for convenient operation, the said purchase-wheels being arranged and connected in permanent operative relation with connections which are interlocked with each other and which preferably transmit power and motion by tension only.

Our novel combinations of parts also include sliding cam-bars or motion-plates which are moved by the purchase-wheels and connections, and which comprise cam slots or surfaces of such character that by a single movement of the plate the switch-lock and signal for any train movement will all be operated and held or locked in position after operation.

Our invention also includes, in combination with a purchase-wheel or equivalent rotary handle and connections arranged as above described, a means of operating a distant signal, comprising connections which are set in motion by the movement of the aforesaid motionplate and in which lost motion or slack is provided, so that the distant signal will not be set to a safety position until after the corresponding switch, switch-lock, and home signal have been properly set for traffic, and so that in the reverse operation of the partsthe distant signal will be moved or raised to a danger position before the switch, switch lock, and home signal are shifted to stop traffic.

In carrying out our invention the purchasewheels or hand-Wheels may have connected rigidly with them sprocket or chain wheels for operating link chains forming a part of the connections operated by tension; or the purchase-wheels or handles may impart motion through a'rack and pinion to the necessary connections for operating the motion-plate or other actuating device for shifting the switches, switch-locks, and signals. When the purchase-wheels operate through chains, as above described, the notched bar, which is necessary for the interlocking lugs or ears to work in, may be inserted in the line of chain as a part thereof, such bars being so placed in the chains as not to come entirely to the sprocket or chain wheels, even when the purchase-wheels are moved. to their extreme position.

In the accompanying drawings, Figure 1 is a plan of a single track crossing a double track and including the necessary switches, switch locks, signals, and their operating mechanism. Fig. 2 is an elevation of four purchase-wheels and their connections, including the horizontal lead-off, for operating the switches, switch-locks, and signals necessary in Fig. 1. Fig. 3 is a plan of the parts shown in Fig. 2 and on the same scale. Fig. 4 is a plan, on a larger scale, of a switch and switch-lock, together with the sliding motionplate necessary for operating such switch and switch lock and the signals corresponding thereto, the plate being shown as having two cam-slots operating the parts through double connections for greater security. Fig.5 is an elevation of the motion-plate and connections shown in Fig. 4, upon the same scale, but omitting the part 7' and its connection j shown in Fig. 4. Fig. 5* is a transverse section on the plane of the dotted line at 00, Fig. 4. Fig. 5** 9 is a similar section on the plane of the dotted line y y, Fig. 4. Fig. 6 is an elevation in a plane parallel with its shaft of one of the purchase-wheels shown in Fig. 2, and which has but a single sprocket or toothed wheel for working a single system of connections and one motion-plate, including also the horizontal lead-off and a transverse section of the horizontally-arranged interlocking bars. Fig. 7 is a corresponding view of a purchase-wheel with two sprocket-wheels for working two motion-plates. Figs. 8 and 9 are respectively elevations at right angles to each other of a purchase-wheel and flexible connections operated thereby, with their horizontal lead-oif, the notched bar with which the interlocking bars engage being here shown as independent of the chain forming a part of the connections, and being actuated from the purchasewheel shaft by a rack and pinion synchronously with the chain. Figs. 10 and 11 are elevations at right angles to each other of a purchase-wheel and a system of rack-and-pinion connections through which the purchasewheel shaft transmits motion to the downwardlyextending rod leading therefrom and through which the horizontal lead-off is made from the foot of said rod. Fig. 12 is a plan, and Fig. 13 a side elevation, of purchasewheels having their notched bars with which the interlocking-bars engage operated by a modified form of connections.

Similar letters of reference designate corresponding parts in all the figures.

In Fig. 1, A A designate the two tracks of a double-track road, and A designates a sin gle-track road crossing the double tracks on grade. Each of the tracks A A is provided on one side of the crossing with a facingswitch, Z), having a facing-point lock or detector-bar, b, and with home and distant signals C O, and on the other side of the crossing with a trailing switch, 0. The single track A is provided on opposite sides of the crossing with switches cl, which are either facing or trailing, according as they are set for trafhe in one or other direction, and which have facing-point locks or detector-bars cl. The single track A also has at each side of the crossing and pertaining to each of the switches (Z a home signal, 0, and a distant signal, 0'. For operating either of the switches b or d, with their detector-bars or looks I) or d and their appropriate signals, G 0, there is employed a motion-plate, D, having a cam-shaped slot or slots, (1 or a bar or plate provided with other cam-like surfaces or devices, and for operating either trailing switch 0 we employ a motion-plate, D also having a cam-shaped slot or slots, (1*, or a bar or plate provided with other cam-like surfaces or devices.

The means which we prefer to employ for operating the several motion-plates D D are purchase or hand wheels, of which four are shown as arranged in the cabin E in Fig. 1, and are also shown on a larger scale in Fig. 2.

The purchase -wheel B and its appurtenances, as hereinafter described, serve to operate both the motion-plates D D pertaining to the track A for permitting traffic from X. The purchase-wheel B serves to operate the motion-plates D D pertaining to the track A for permitting traffic from NV. The purchase-wheel B serves to operate the motionplate D on the track A to prepare the switch (Z and lock or detector bar (1 with the appropriate signals on one side of the crossing for permitting trafiic from Z to Y, and the purchase-wheel B serves to operate the motionplate D on the track A to prepare the switch and lock or detector bar (Z d with the appropriate signals on the opposite side of the crossing for permitting traliic from Y to Z.

Having described the relations of the principal parts of the apparatus to each other, we will now proceed to a detailed description of these several parts.

The several purchase-wheels or other rotary handles B B B B are secured upon shafts e, which are each mounted in suitable hearings in a frame or bracket, 6, secured to a timber, F, or other suitable support in the cabin E. In Figs. 2, 3, 0, 7, 8, and J the connections for imparting motion from these purchase-wheels and their shafts comprise flat link chains f, which pass around sprocket or toothed wheels c on the shafts of the purchase-wheels 13 B, which are employed each tooperate a single motion-plate, D, for the track A", hay e 011 their shafts single sprocket-wheels e as shown in Fig. 6, driving into a single chain, f; but the shafts of the purchase-wheels B B, which are employed each to operate two motion-plates, D D, pertaining to each of the tracks A A, have on their shafts additional s n'ocket-wheels, e, as shown in Fig. 7, which drive into other chains, h, and serve to transmit motion, as hereinafter described, to the motion-plates D.

The chains h and their appurtenances are omitted from Fig. 2 in order to show clearly the locking-bars f, which are hereinafter described.

As shown in Figs. 2, 6, and 7, the con-nections leading from and connected with the chains f comprised notched bars f, which form part of the locking and interlocking mechanism hereinafter described, and other chains, f or equivalent wires or wire ropes, which pass downward to and around lcad-olf pulleys or sheaves f as shown in Figs. 2 and 6, and then horizontally to and around the pulleys f (Shown in Fig. 1.) From this point the front and back chains f or their equivalents lead one to one end of the motionplate D, to which it is connected by a shackle, s, as shown in Figs/l and 5, and the other over and beyond the motion-plate, around a sheave, f and thence back to a shackle-connection, s, by which it is connected with the other end of the motion-plate, as also shown in Figs. 4 and 5.

Attached to and extending from the driving-chains h are other chains or equivalent wires or ropes, h, which pass downward around and lead off from sheaves h, thence horizontally to sheaves 721, (shown in Fig. 1,) and thence toward the motion-plate D, one connection, h, being attached directly to one The shafts end thereof and the other being carried beyond the motion-plate D and around a sheave, 72,4, and thence to the other end of the said motion-plate, as above described with reference to the connections f for operating the motion-plate D.

WVe will now describe the several motionplates D D 'and the connections through which they operate the switches, switch-locks, and signals, reference being had particularly to Figs. 4c, 5, 5*, and 5**. Each motion-plate D is supported in a guiding frame or base portion, D provided with top, bottom, and side rollers, 11 t" 7?. As here shown, the connections for operating the switch b and the detector-bar b are duplicated in order to afford greater security against accident by reason of any of the connections breaking. The point-rails b b are connected by the tie-rods b in the usual way, and there are two switchoperating rods, b, which extend above and below the motion-plate D, and are guided in the frame D said rods being connected one with each point-rail b. In the motion-plate D are two corresponding cam-slots, d and the rod 19 which extends across above the plate, has a roller, 6 engaging one slot, while the rod b extending below the plate, has a a corresponding roller, b engaging with the other slot, as best shown in Fig. 5*. Motion being imparted by the rods 19 directly to each point-rail b, said rails will both be operated, even if the tie-rods b between them should fail, and if either rod 12 fails the desired motion will be transmitted by the other rod N. The detector or looking bar I) has con nected with it duplicate rods b extending from duplicate bell-crank levers Z)", and these levers are operated by two rods or bars, 11 which extend across, one above and the other below, the plate D, as shown in Fig. 5**, and are provided with rollers 6 engaging the two cam-slots d in said plate.

In case either system of connections 5 b b b fails, the desired connection between the detector-bar and plate D will be maintained by the other system of connections.

The home signal 0 pertaining to each switch I) or cl may be operated by connections j from a bell-crank or T lever, j, moved by a rod or bar, 7' having aroller, 7' engaging one of the camslots d in the plate D, as shown in Fig. 4, one slot (1 being made longer than the other for that purpose. In this example of our invention the distant signal 0' is supposed to be returned to its danger position or raised by weights, and is operated by means shown in Figszet and 5 to lowerit to safety position. The connection k for lowering the distant signal is connected with a rod, is, sliding in a suitable guide, 10 and having a projecting ear, k through which plays loosely a rod, M, which is hooked onto the chain f and is formed with a head, k (See Fig. 5.) hen the chain f or equivalent connection is moved in the direction indicated by the arrow in Fig. 5, the rod will be moved in the direction indicated by its arrow and will play freely through the ear or lug 70, leaving the distant signal 0' at danger until the head 10 comes against the ear or lug k whereupon the further movement of the motion-plate D and rod k will lower the distant signal to safety position. By the first return movement of the rod 70 in a reverse direction the distant signal will be allowed to return to its danger position, and the rod 10 will thereafter play idly through the ear or lug 15 during the remainder of its movement.

The motion-plates D for operating the trailing switches care not shown in detail, but said switches may be operated by duplicate rods 0, provided with rollers 0 engaging the cam slot or slots (1 as shown in Fig. 1. In Fig. 1 we have not shown the motion-plates D D as having duplicate cam-slots C1 in order to simplify the drawings, but as having single slots d They may have single slots and the usual single system of connections with the switches and detector or looking bars; but for greater security we prefer to duplicate such slots and connections, as shown in Figs. 4, 5*, and

Each purchase-wheel B B, &c., is locked in position by a locking-bolt, m, which may engage one of three or more notches, n n 01 in the locking-bar f, comprised as a part of the connections leading from each purchasewheel. The bolt on, as here shown,is operated from a bell-crank lever or rock-shaft, m, provided with suitable arms, and having an attached pedal or treadle, m on which the foot is placed to release the locking-bar f and permit the purchase-wheel to be turned and its connections to be operated.

In order to afford proper security, it is necessary that the purchase-wheels B B, controlling the two tracks A A, and the wheels B B controlling the track A should be so interlocked that neither of the wheels B B can be operated after the wheels 13 or B have been turned vto permit traffic on the track A and in like manner that neither of the wheels B B can be turned after the wheel B or B has been turned to permit traffic on the track A or A. This is accomplished by the sliding interlocking bar G, (shown in Fig. 2,) which is provided with locks 0 0, which engage the long notches or cut-away spaces p p of the bars f which pertain to the wheels B B, and with locks 0 0 which engage the nothes g g of the bars f which are connected with the wheels B B. It is also desirable that the wheels B B which control the single crosstrack A should interlock each with the other, and this is accomplished by the locking-bars G G which are arranged to slide on opposite sides of the bars f and are provided with locks arranged in the same plane as the bars f. The bar G is provided with locks o 0 which are adapted, respectively, to engage the notch g and the long notch or space 19 in the barf which pertains to the wheel B and the bar G2 is provided with other locks, 0 0 which are adapted, respectively, to engage the long notch 12* in the bar f which pertains to the wheel B and the notch q in the bar f which pertains to the wheel B.

As shown in the drawings, the switches, signals, operating mechanism, and purchasewheels are all shown in what is known as their normal position or against the movement of traffic, and we will first describe the operations necessary to permit traffic along the track A from the direction of XV to X.

To permit the turning of the purchase wheel B, the pedal m pertaining thereto is pressed down, and the bolt on thereby withdrawn from the notch nin the corresponding bar f. The wheel 3 is thereupon turned in the direction of the arrow thereon, Fig. 2, and the motion-plates D D controlling the track A are moved in opposite directions, as indicated by the arrows in Fig. 1. If the lockingbolt m be released after the first movement of the purchase-wheel B, it will spring into engagement with the notch n of said bar, look ing the wheel in second position, and the movement of the wheel B, thus permitted, will have moved the plates D D of the track A sufiiciently to shift both switches I) c for trafiie or to permit trains to be shunted over them without having lowered the signals 0 C or shifted the switch-lock. If the locking-bolt m pertaining to the wheel B is again withdrawn and motion of the wheel continued in the direction of the arrow, Fig. 2, the movement of the motion-plates D D pertaining to the track A will be continued, and the switchlock (1 and home signal C, and finally the distant signal 0, will be shifted for traffic, the distant signal being the last to be shifted to a safety position and the first to be allowed to return to a danger position when the rotary movement of the wheel B is reversed. The further movement of the plate D, as above described, is accompanied bya continued movement of the plate D, which has, however, no further function in shifting the switch 0, which remains in its safety position.

\Vhenever it be desired to allow traffic on the track A from X, the wheel B should be turned in the direction of the arrow thereon in Fig. 2, and a like operation to that above described will take place.

It will be observed that on the first movement of the wheel 13 or B to permit traffic over the tracks A or A the bars f pertaining thereto will, by bearing on the lock 0 or 0, hold the locks o o in firm engagement with the notches g g and prevent the turn ing of either wheel B or B" during the operation of preparing the switches and signals for trafficon the tracks A A and while trafficis permitted on such tracks.

To prepare for traffic from Z to Y on the track A the operation is as follows: The purchase-wheel is first turned from the first position shown in Fig. 2, and in the di rection of the arrow thereon, to the second position, thereby setting the switch (1 on the side Y of the crossing to trailing position. The first movement of the wheel B by the action of its barf on the lock 0 moves over the bar G, and by the locks 0 0 engaging the notches p 7) prevents either of the purchasewheels B B from being turned. The wheel. B is locked in the second position by the bolt an engaging the notch 01 in its barf, and cannot be moved beyond that position, because the lower end of the long notch 19 will strike the lock 0 and said lock cannot yield, as the lock 0 on the same bar, G, is bearing against the barf of the wheel B The switch (Z on the side Y of the crossing having thus been set to trailing position, the wheel 13 is turned completely in the direc tion of the arrow, Fig. 2, to shift the motionplate D and the switch cl, switch-lock cl, and signals C G on the side Z of the crossing, all of which are controlled by the plate D and wheel B The lock 0 offers no obstruction to the upward movement of the bar f of the wheel B after the wheel 13 has been turned to second position, as described, because by such partial movement of the wheel 13 the notch q in its bar f is brought to such position that when the lower end of the notch 17 strikes the lock 0 the bar G will be moved lengthwise and the lock 0 will enter the notch (1 To prepare for traflic in the direction from Y to Z, it is necessary to first turn the purchase wheel B to second position, with the locking-bolt m engaging the notch n, and then the wheel B is completely turned to shift the switch, switch-lock, and signals on the side Y of the crossing. Both wheels 13 B may be turned to second position for setting both the switches (Z at the same time; but only one wheel at one time can be turned completely over to the third position with the bolt on engaging the notch 01 of its bar f, and this can only occur when the other wheel, B or B has been turned to the second position and is locked by the bolt m engaging the notch n in its barf.

ITO

\Ve have described only the mechanism of apparatus required for a single track and a double track crossing each other; but it will, be evident that by a similar arrangement of interlocking mechanism we can by four purchase-wheels effectively signal and interlock two single ortwo double tracks crossing each other, or we can by further increasing or diminishing the number of wheels effectively signal and interlock more or less complicated intersections of roads.

\Ve will now refer to the modifications of our invention shown in Figs. 8 to 13, nclusive.

In Figs. 8 and 9 the axle or shaft 6 of the purchase-wheel B is mounted in a frame or stand, 6, and has upon it a sprocket-wheel, c gearing into a drive-chain, f, which has connected with it the simple chain or other eoiivalent connection, J, for operating by t nsion. In this example of our invention the locking-bar f, with its notches n n 02 is not made a part of the connections through whlch the purchase-wheel transmits motion, but is independent thereof and is attached to and receives motion from a rack, f actuated by a pinion, f, on the wheel-shaft e. The barf is locked by a spring-actuated bolt, m, which engages its notches n, &c., and maybe retracted by a pedal, m

In the example of the invention shown in F1gs. and 11 the sprocket-wheel e and flat link or drive chain f are entirely dispensed with and motion is imparted from the purchase-wheel shaft 6 through the pinion f rack f", and locking-bar f. In this case the locking-bar f has connected with its lower end a downwardly-extendin g rack, f gearing into a pinion, f and the horizontal lead-off from this pinion is through racks f with which the flexible line-connections f are o ned, and as shown and described in our application for Letters Patent, Serial No. 203,511, filed May 28, 1886. y

In the example of our invention shown in Figs. 12 and 13 the purchase-wheels B B transmit motion from their shafts 6 through chains f and sprocket-wheels e but the locking-bars f extend horizontally and are operated through bell-crank levers 1", which are 1n turn operated by nuts 1*, moved lengthwise of the shafts c by screws or worms 0" upon said shafts. The locking-bars f have holes or recesses '11 07, M, which correspond to the first, second, and third positions of the purchase-wheels, and which are the equivalents of the notches before referred to. Said bars f are held or locked by a bolt formed on the end of a lever, f, and this lever may be operated by hand, as shown in the case of the wheel B in Fig. 13, or by a foot-treadle, f as shown in the case of the wheel B in Fig. 12.

The wheels B, &c., constitute a convenient form of rotary handle and are desirable, because by the wheel a man can exert a uniform and considerable power through a range or length of movement sufficiently great to operate a switch with its accompanying lock or detector-bar and signals by a single operation. This cannot be accomplished with a lever swinging upon a fulcrum. Hand-cranks or other rotary handles for turning the shafts 6 would be the full mechanical equivalent of the purchase-wheels.

In these examples of our invention the purchase-wheels transmit the movement imparted to them directly through mechanical connections, which, preferably, are arranged to 0perate by tension only; but, if desired, pneumatic or hydraulic devices might be interposed between said wheels and the parts to be operated and controlled by the wheels.

It will be observed that the several purchase-wheels B, 820., correspond in number with the several systems of switches, switch locks, and signals for the different train movements, and each purchase-wheel is coupled or connected by a single system of connections in permanent relation to the single system of switch, switch-lock, and signals for one train movement which it controls, and does not require to be shifted between its operative movements into operative relation to one or other of two or more systems of connections and devices, either of which it may be made to control.

hat we claim as our invention, and desire to secure by Letters Patent, is-

1. The combination, with two or more sys tems of connections for moving switches, switch-locks, and signals, and p urchase-wheels or equivalent handles for operating said'systems, of notched locking-bars movable by the purchase-wheels or handles, a positive lock for each bar under manual control of the operator, and interlocking devices between the several bars, whereby the purchase-wheels or handles and the systems which they operate are controlled automatically one by another, substantially as herein described.

2. The combination, with two or more systems of connections, each for moving a switch and signal or signals and each formed in part by a notched locking-bar, of purchase-wheels or equivalent handles corresponding in number to the number of said systems and each arranged and connected in permanent operative relation with one of said systems, but having no operative connection with the other system or systems, and interlocking devices between the bars of the several systems, whereby the purchase-wheels or handles and the systems which they operate are controlled automatically one by another, substantially as herein described.

3. The combination, in a grade crossing, of a facing-switch with its accompanying switchlock and signal or signals, and a trailing switch on the opposite side of the crossing, and a single purchase-wheel or equivalent handle, and connections through which it operates both the facing-switch with its lock and signal or signals, and also the trailing switch, substantially as herein described.

4. The combination, with a switch, switchlock, and signal, and separate connections for operating them, of a sliding motion-plate or bar provided with cam-like devices for moving the switch, switch-lock, and signal separately and in the order named to prepare them for traffic and in the reverse order to return them to their normal condition, substantially as herein described.

5. lhe combination, with a switch, switchlock, home signal and distant signal, and separate connections for operating them, of a sliding motion-plate or bar provided with cam like devices for moving the switch, switch-lock, home signal, and distant signal in the order named to prepare them for traffic and in their reverse order to return them to their normal condition, substantially as herein described.

6. The combination, with a switch, switchlock, and signal, of a sliding motion-plate or bar for operating said devices in the order named to prepare them for traffic and in re verse order to return them to normal condition, a system of connections for moving said plate or bar, and a purchase-wheel or equivalent handle arranged and connected in permanent operative relation with said system of connections, substantially as herein described.

7. The combination, in a grade crossing, with a facing-switch with switch-lock and signal, and a trailing switch on opposite sides of the crossing, of sliding 1110l-l011-PlLtGS or bars, one for operating the facing'switch with its switch-lock and signal and the other for operating the trailing switch, a system of connections for operating both motion-plates or bars, and a single purchase'wheel or equivalent handle arranged and connected in permanent operative relation with the system of connections and serving to operate both motion-plates or bars, substantially as herein described.

8. The combination, with a switch, switchlock, and home signal, of a single motion-plate or bar and system of connections, and a purchase-wheel or equivalent handle arranged and connected in permanent operative rela tion to said system for shifting said switch, switch-lock, and signal in the order named to prepare them for traffic, and in the reverse order to return them to normal condition, a distant signal and devices for operating it from the motion plate, connections whereby the distant signal will be moved to safety as the said plate completes its movementin to the switch or switch-lock, substantially as herein described.

10. The combination, with a switch or switchlock and duplicate connections for shifting it, of a single sliding motion-plate provided with duplicate cam-slots with which said connections are engaged, one with. each slot, substantially as herein described.

11. The combination, with the two pointrails of a switch, and tie 'ods connecting them and insuring their simultaneous movement, of operating rods or bars connected one with each pointd'ail, and a single motion-plate or bar by which equal and simultaneous motion is transmitted through said rods or bars to the two rails, substantially as herein described.

HENRY JOHNSON. CHARLES R. JOHNSON.

\Vitnesses as to signature of Henry Johnson:

In. K. GRAY, GEO. E. READ.

\Vitnesses as to signature of Chas. R. Johnson:

FREDK. HAYNES, FRANK MoGrn'rv.

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