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Oct. 26, 1937. w, c, WERTENBRUCH ' 2,097,008 RAILROAD ROUTING CHART Filed June 22, 1936 i 4 Sheets-Sheet 1 W 0d, 26, 1937. W. C. WERTENBRUCH RAILROAD ROUTING CHART Filed June 22, 1936 Jiié-Z 7 4 Sheets-Sheet 2 j 2/1 Oct. 26, 1937. 2,097,008 W. C. WERTENBRUCH RAILROAD ROUT'ING CHART 4 ‘Sheets-Sheet 4_ Filed June 22, 1936 L 5E2 ' L :2 p 80 ; cu. cccsL m PR3 CCCSL 10 - [EL 0 . ' ‘ 1% ‘g g s‘ 2u '' > g0 PK}? ‘l J 6 “Ii / ; J 70 ] 2&0’. Z 5 §‘ § z J 80 Fax §\ 14 15/; ml 7-6 I I” 3mm s2“, v H nag M 2,097,008 Patented Oct. 26, 1937 UNETED STATE ' PATENT OFFICE ' 2,097,008 RAILROAD ROUTING CHART William C. Wertenbruch, Washington, D. 0. Application June 22, 1936, Serial No. 86,701 7 Claims. This invention relates to transportation rout ing systems and more particularly to a chart or series of companion charts designed to control the movements of railway traffic over a predeter mined route. Another object of the invention is the provision together in book form, may be very conveniently used for selecting routes over which it is possible to transport goods from one point or city along not only from a situation existing within a chart ‘ ous possible routes between certain cities all ex tend substantially horizontally across a chart without respect to the geographical location of one city with respect to another. While it has been stated that the charts are to be used by railroads, it is to be understood that they are not restricted to charting routes along railroads from one city to another but may also be used for charting transportation by roads, water, or air. The invention is illustrated in the accompany? ing drawings, wherein Figure 1 is a perspective view showing a set of charts of the improved construction open for use. Figures 2, 3, 4, 5, 6 and 7 are views of succes sive pages or charts which are bound together in book form. Figure 8 is a view of a group of charts of a .49 modi?ed form. 50 ' 55 when routing is desired between certain points ‘ ' but where the same. routes cannot be used between It is another object of the invention to permit the charts to be used either individually or collec tively and also to so arrange them that the pos sible routes between various cities or gateways of a railroad system will be connected by straight lines which can be very easily followed from one city to another. It is another object of the invention to provide 20 a set of charts wherein the lines indicating vari 45 limitations. A map will not suffice to present this informa tion since a means must be provided whereby certain routes shown thereon would be available of a set of companion charts which, when bound a railroad to another. .30 (Cl. 283-1) gateway to another within previously determined By the term chart as used herein, I intend to refer to a delineation in graphical form of certain information required and necessary in determin ing the available, permissible or feasible routes between all points within the scope of a routing guide. Such a chart must be a delineator capable of serving the purposes described and forming a necessary element in connection and together with such other charts, devices or contrivances‘ which will present to the user, not only individ ually but collectively in proper and logical corre lation and sequence with other charts and also any part thereof with any other part contained __in the same or any other chart, routes from one certain other points. This requirement arising but in connection with situations not shown ’ therein but contained in other charts. For these , reasons this means is not made use of at the pres ent time. p V The invention is not the result of a collection of tabulation setting forth certain existing infor mation but is the discovery of a means, or appa ratus, or an instrumentality by which speci?c information concerning routes may be presented in an economical and compact form. The accompanying drawings illustrate an em- , bodiment of theinvention for use as a routing ' guide by railroads and, therefore, the connecting lines between the various cities which are known as gateways have been designated as railroad lines, but, as previously stated, the invention is , not con?ned to use by railroads and the ‘lines between the various cities may designate high ways, waterways, or airways. Any number of charts may be bound together, but in the pres ent illustration, six sheets, each having a chart thereon, have been illustrated in Figures 2, 3, 4, 5, 6 and 7. These'sheets have been individually designated by the numerals 1, 2, 3, 4, 5 and 6 and in the upper right hand corner portion of each sheet there has been provided a page indicating . number, as shown at '7, in order that the sheets or pages may be correctly bound and easily lo cated when use of the same is desired. A chart, designated in general by the numeral 8, is printed upon each page or sheet and attention is called to the fact that only one face of each sheet has a chart printed thereon- Therefore, a page or sheet may be turned, as shown in Figure. 1, and disposed in cooperating relation to a companion chart. ’ , - In ‘preparing a set of charts for use by rail roads, the charts are plotted in the following manner: Having determined the various sections of the country in which it is desired to depict the font ings, I next select the important points at their extremities, these points being referred to as gate ways, and construct a chart which will showiall available routes between any two points falling 4.5 / 2,097,00'8 2 within certain predetermined limitations. These gateways are for the purpose of providing entries, exits and connections with other sections. Thus between San Francisco, California, and New York city, New York, the logical routing would lie by way of the gateways, Ogden, Utah; Denver, Colo rado; Omaha, Nebraska; Chicago, Illinois, and Pittsburgh, Pennsylvania. All the routes from San Francisco to New York will be termed a 10 routing belt and important portions between the gateways as sections thereof. The gateways have been designated by abbreviations, the gateways multiplied by seventy-?ve, which is the number shown on page 6 of the chart in Figure '7, the re sult is two hundred and one thousand, six hundred routes which may be selected between San Fran cisco and New York. It is customary and the only means now provided consists in printing all the information for each route in books or so called tariffs which showthis information for each route in a separate line of type matter. An ex ample would be the route from San Francisco to New York, as follows: Southern Paci?c R. R. to Ogden, Utah; Union Paci?c R. R. to Denver, Colorado; Union Paci?c R. R. to Omaha, Ne braska; Chicago and North Western R. R. to Chi~ at ends of each section of a routing belt being enclosed in a circle, as shown at 9, adjacent op 15 posite ends of a sheet, and intermediate primary cago, Illinois; Pennsylvania R. R. to Pittsburgh, junctions being enclosed in squares, as shown at Pennsylvania, and Baltimore 8: Ohio R. R. to New [0 in Figures 6 and '7. The gateway at the right _ York. These now average ?fty routes to a page. By the use of my invention the six charts de hand end or free end of each sheet or chart cor responds to and is a duplicate of the gateway at scribed herein present to the user over 200,000 different routes between two points. Between 20 the left hand end or bound end of a companion page or chart in the set, and referring to Figures the intermediate points many more are possible. 2 and 3, it will be seen that the gateway at the This results in a thick book even when printed in left hand end of the chart shown in Figure 2 small type, and when printed in small type it is bears the initials SF which is a contraction of San hard to read. It should also be noted that when— ever routes are changed, new books must be 25 Francisco, while the gateway at the right hand end of this chart bears the letters OG which is a printed, whereas by charting the routes in accord ance with this invention, reprinting of an entire contraction of Ogden. Routing lines H repre senting railroads extend between the gateways in set of charts may be done at small cost or by a horizontal direction longitudinally of the pages binding the set of charts in a loose leaf binder, only those charts in which changes have been 30 upon which the charts are drawn. Between Chi cago and Pittsburgh, there have been shown made need be reprinted and the new charts sub twenty-eight routes, this number being made up stituted in place of those previously used. In view by direct travel between Chicago and Pittsburgh of the fact that these charts take the place of the routes printed in the o?icial tariff containing the and also by selected travel through the inter 35 mediate important cities or junctions Hi. One of rates to be charged for shipping material from these intermediate cities has been designated by the letters TO to indicate Toledo, another CL to indicate Cleveland, another IN to indicate Indianapolis, and another CO to indicate Colum 40 buss Smaller towns and cities have also been represented by large dots I2 and names of these towns or cities are printed upon the charts over the dots, as shown at [3. From Pittsburgh to New York, transportation may be over seventy 45 five routes. Transportation may be either direct between Pittsburgh and New York or by way of the intermediate junctions, each of which bears letters constituting a contraction of its name. Smaller towns are indicated by the large dots l4 50 and the names of these towns are printed near the top of the sheet or page, as shown at l5. It 20 25 30 35 one place to another, these books will be greatly reduced in thickness which makes them easier to handle and also cheaper to print. When the set of charts is in use and it is desired to plot a route between San Francisco 40 and New York, or any one of the gateways be tween San Francisco and New York, the route is traced from San Francisco to Ogden over a se lected one of the two routes shown upon the ?rst chart illustrated in Figure 2. This page is then 45 turned until its free end is in slight overlapping relation to the bound end of the second chart and a route selected between Ogden and Denver, after which the ?rst chart is flattened and the second chart folded to dispose its free end slightly 50 over the bound end of the third chart, as shown are shown upon page 3 of the chart in Figure 4 in Figure 1, and a route selected between Denver and Omaha. In view of the fact that the gate Way at the free end of the page containing the second chart is designated to indicate Denver and the gateway adjacent the bound end of the third chart is also designated to indicate Denver, there will be no danger of accidentally turning two pages by mistake and thus failing to properly plot the route between certain of the intermediate 60 junctions. The plotting of the route is contin and by multiplying the four routes between San Francisco and Denver by four, there will be pro duced sixteen routes between San Francisco and ued from one chart to the next chart and it can be very easily determined what railroad a ship ment of material will have to travel over in order will thus be seen that various routes have been shown in diagram between the gateways. Be tween San Francisco and Ogden, there have been 55 shown two routes or railroads upon Figure 2 of the drawings. Figure 3 of the drawings indicates two routes between Ogden and Denver and by multiplying the two routes between San Fran cisco and Ogden by two, it produces four routes between San Francisco and Denver. Four routes 65 Omaha. By multiplying the sixteen routes be tween San Franscisco and Omaha by six, which is the number of routes between Omaha and Chicago, there will be produced ninety-six routes between San Francisco and Chicago. When this is multipled by twenty-eight, which is the number of possible routes between Chicago and Pitts burgh, as shown on page 5 of the chart in Figure 6, the result is two thousand, six hundred and eighty-eight routes between San Francisco and 75 Pittsburgh, and when this number of routes is to effect movement over tariff routes from one 65 city to another. It will also be possible to deter— mine whether stop offs may be effected at de sired towns or cities. In Figure 8 there has been shown a slightly modi?ed arrangement of charts. In this embodi 70 ment of the invention, there have been shown four‘charts designated by the numerals 16, 1'7, 18 and 19. One of the charts has been shown pro vided adjacent the free end of the page or sheet 16 with a gateway 20 and upper and lower gate 75 2,097,008 a ways 2| and 22. A routing line 23 leads to the chart will be readily understood by those skilled gateway 20 and branch lines 24 and 25 lead from in the art and further detail description thereof the routing line 23 to the gateways 2| and 22, re is deemed unnecessary. ' ' spectively.- The pages 17, 18, and 19 have charts Having thus described the invention, what is printed thereon in which the routing lines 26, claimed as new is: 2"! and 28 lead from gateways .20’, 2|’ and 22' 1. Means for controlling the movements of adjacent the bound ends of the pages. These railway tra?ic comprising a plurality of leaves» charts 1'7, 18 and 19 indicate routes which may be‘ each bearing indicia representing a portion of a taken from a gateway, such as Pittsburgh, to 10 three different terminal cities. To illustrate the use which this device would serve, reference is had to chart 16 which could show all the routes to the three gateways 20’, 2|’ and 22’ which are Buffalo, New York, Pittsburgh, Pennsylvania, 15 and Kenova, West Virginia, respectively, from a point such as Chicago, Illinois; chart 18 could show the routes running from the gateway Buffalo 2!’ to such a terminal as Boston, Massachusetts; chart 17 would show the routes from the Pitts 20 burgh gateway 20' to the New York terminal, while chart 19 would show the routes from Kenova gateway 22' to Norfolk, Virginia. If the route to be followed from Chicago, is to New York, the page 16 will be turned and the gateway 25 20 placed opposite the gateway 26'. If the route from» Chicago is to be to Boston, the page 16 and any intervening pages between this page and the page 18 will be turned together and the ter minal 2i disposed opposite the gatewayv 2|’. If 30 the route from Chicago is to be to Norfolk, the page 16 and any intervening pages between this page and the page 19 will be turned as a unit complete predetermined tariff route between cer tain points, each leaf having symbols thereon w representing terminals of the adjacent tariff route, said symbols being so arranged on the re spective leaves that, when one leaf is disposed in juxta-position to another leaf with the adjacent terminals in registration, the continuity of the portions of the tariff route depicted upon the leaves will be complete. 2. Means for controlling the movements of rail way traflic comprising a plurality of leaves each having lines thereon representing portions of a complete predetermined tariff route between cer .29 tain points, each leaf having its opposite ends provided with symbols representing terminals of the adjacent tariff route, the symbols being so ar ranged on the respective leaves that, when one leaf is disposed in juXta-position to another leaf with the adjacent terminals in registration, the continuity of the portions of the tariff route depicted upon the leaves will be complete. 3. Means for controlling the movements of ' railway traf?c comprising. a plurality of leaves bound in book form and each leaf having spaced and the page 16 disposed in overlapping relation lines thereon representing portions of a com to the page 19 with the gateway 22 opposite the plete predetermined tariff route between certain 35 gateway 22'. In view of the fact that the gate points, each leaf having symbols thereon rep- ' way 20’ is located midway the upper and lower resenting terminals of the adjacent tariff route, edges of the page 17, this page can only have said symbols being so arranged on the respective its gateway 20' alined with the gateway 20 of the leaves that, when the free end of one leaf is dis page 16. In like manner, the gateway 2|’ can posed in juxta-position to the ?xed end of 40 only be alined with the gateway 2| of the page another leaf with the adjacent terminals in reg 40 16 as it is near the upper edge of the page and istration, the continuity of the portions of the the gateway 22' can only be alined with the gate tariff route depicted upon the leaves will be com way 22 of the page 16 as this gateway 22’ is near plete. the lower edge of the page 19. It will thus be seen that when it is desired to plot a route from Chicago to a predetermined one of three ter minal gateways, a mistake cannot be made as railway tra?ic comprising a plurality of leaves 45 bound in book form and adapted to be folded to‘ the gateways 20, 2| and 22 will only be properly alined with the gateways 20', 2|’ and 22', respec tively. The purpose of such a device as is explained. in Figure 8 arises from the necessity of showing as illustrated on chart 16, in certain instances, all the routes from Chicago to the three gate ways, Buffalo, Pittsburgh and Kenova which can be used interchangeably with routes running be yond these three gateways. The routes, however, running from the Buffalo gateway may not be used interchangeably since the use of the routes 60 running therefrom are restricted only to Boston. Similarly from the other two gateways shown in charts 1'7 and 19, the routes are restricted re spectively to New York and Norfolk. Such an ar rangement is necessary since the routes shown, for instance from Pittsburgh, would be the logi cal routes to New York. They would, however, not form logical routes to Norfolk and neither Would New York be an intermediate point on the routes to Norfolk. By showing on chart 16 another gateway, the routes from Chicago shown thereon can be brought into juxtaposition with chart 19 upon which the logical routes to Norfolk are found running from the Kenova vgateway. From the foregoing description, it is thought that the construction and mode of operating the 4. Means for controlling ‘the movements of ' dispose a free end portion of one leaf in over-v lapping relation to the bound end portion of ' another leaf, each leaf having terminal~designat ing means thereon and route-indicating means 50 connecting the same, the said terminal-designat- ‘ ing means being located in co-related positions upon the said leaves whereby whenrone leaf is folded to dispose its free end portion in over lapping relation to the bound end portion of 55 another leaf, the terminal-designating means of the two leaves will be substantially in registering relation to each other and the routing means may be accurately followed from one leaf to the other leaf. 60 5. Means for controlling the movements of railway traf?c comprising a plurality of leaves stacked and bound together at one end, the said leaves being formed of flexible material whereby a leaf may be folded to dispose its free end in 65 overlapping relation to the bound end of another leaf, each leaf bearing indicia representing a por tion of a complete predetermined tariff route between certain points and including terminal- ' indicating means adjacent ends of the ‘leaf and 70 route-indicating means extending longitudinally of the leaf from one terminal-indicating means to the other, the said terminal-indicating means being located in co-related positions upon end portions of the said leaves whereby when one leaf 75 2,097,008 is folded to dispose its free end portion 'in over lapping relation to the bound end of another leaf, terminal-indicating means of the two leaves will be substantially in registering relation to each other and the routing means may be followed from one leaf to the other leaf. 7 ' 6. Means for controlling the movements of rail way tra?ic comprising a plurality of leaves bound to each other at one end in book form, said leaves consisting of ?exible sheets whereby a leaf 10 may be folded from its free end back upon itself to dispose its free end in overlapping relation to the bound end of another leaf, each leaf bear ing indicia representing a complete predeter-’ mined tariff route between certain points and including terminal-indicating‘ symbols adjacent the bound and free ends of the leaf and route indicating means extending along said leaf and connecting said terminal-indicating symbols, one of said leaves having a plurality of terminal indicating symbols adjacent its free end spaced from each other between upper and lower side edges of the leaf and other leaves each having a 25 terminal-indicating symbol adjacent its bound end disposed in a predetermined position be tween upper and lower edges of the leaf corre sponding to the location of a selected one of the terminal-indicating symbols adjacent the free end of the ?rst-mentioned leaf whereby when the ?rst leaf is folded to dispose its free end por tion in overlapping relation to the bound end portion of a selected one of the second-men tioned leaves, a selected terminal-indicating symbol at the free end of the overlapping leaf can only be disposed in registering relation to a correspondingly located terminal-indicating sym 10 bol of one of the second-mentioned leaves. 7. Means for controlling the movements v0f railway traffic comprising a plurality of leaves having indicia thereon cooperating to depict a complete route between terminals of the route and each depicting a complete portion of the said route, each leaf having terminal-indicating symbols at its ends and route-indicating means extending between its terminal-indicating sym bols to ‘indicate available paths of travel in a 20 continuing direction between the terminal-in dicating symbols, and each leaf having the ter minal-indicating symbol at one of its ends du plicated by a terminal-indicating symbol at an end of a companion leaf. WILLIAM C. WERTENBRUCIg-I.