US1099844A - Railway construction. - Google Patents

Description

W. G. CROSBY.

RAILWAY CONSTRUCTION.

APPLIOATION FILED FEBHI, 1914.

Patented June 9, 1914.

WILLIAM G. CROSBY, OF ORANGE SPRINGS, FLORIDA.

RAILWAY CONSTRUCTION.

Specification of Letters Patent.

Patented June 9, 1914.

Application filed February 7, 1914. Serial No. 817,223.

To all whom it may concern:

Be it known that I, WILLIAM G. CRosBY, a citizen of the United States, residing at Orange Springs, in the county of Marion and State of Florida, have invented new and useful Improvements in Railway Constructions, of which the following is a specification.

The present invention relates to improvements in railway construction, and the primary object of the invention is to provide a railway crossing whereby the wheels of a car will be elevated by their flanges so as to raise the bearing faces of the wheels above the gaps between the tracks at the crossing, and furthermore, to provide between the rails flanged bearing blocks which are so constructed and arranged upon the tracks as to materially reinforce the said tracks.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts set forth in the following specification and falling within the scope of the appended claim.

In the drawings: Figure 1 is a plan view of a railway crossing constructed in accordance with the present invention, Fig. 2 is a detail enlarged horizontal section of one of the corners of the crossing, Fig. 3 is a transverse sectional view on the line 33 of Fig. 1, Fig. 4: is a Similar view on the line 4.1 of Fig. 1.

Referring now to the drawings in detail, the numerals 1 designate the rails of one track, 2 the rails of a track arranged at a right angle to the track 1, and 3 the rails of a track arranged at an angle to both the tracks 1 and 2. v

For the sake of convenience, I will refer to the tracks 3 as the main tracks and so the tracks 1 and 2 abut against the opposite sides of the main track 3, while, of course, one of the sections of the track 2 abuts against one of the sections of the track 1. All of the tracks are enlarged at their ends, that is their webs are of a width equaling that of the heads of the rails, so that the opposite faces of the rails at their ends are vertically straight. So the ends of the tracks 1 and 2 are cut at an angle to abut with the said vertically straight sides of the main track 3. The track 3, at the juncture of the inner faces of the rails of the tracks 1 and 2 is cut angularly, as indicated by the numerals 4 and 5, so that one of the walls of each of the cut portions 4 or 5 corresponds with the angularly arranged rails of the tracks 1 and 2. The end rails of the tracks 1 and 2 are also cut, as indicated by the numerals 6 and 7, the depth of the cuts 6 and 7 corresponding with the depth of the cuts 4: and 5 and the cuts 6 and 7 are arranged in a. plane wit-h the inner faces of the rails of the main track 3. The rail 1, or rather the continuation of the rail, to the opposite side of the main rail 3, and which, is indicated by the numeral 1', has its end cut from its head as indicated by the numeral 8, the inner wall or shoulder provided by the said out or depression 8 corresponding to the inner face of the angularly arranged rails of the track wheel and flush with the inner angular wall provided by the cut 4 in the track 3. The inner rail section of the track 2, which is indicated by the numeral 2, has its head, at its end, incut or depressed as indicated by the numeral 9, the said depressed portion being disposed opposite to the cut or depressed portion 5 of the main rail 3, and being in a plane flush therewith.

A block 10 shaped to fill the space between the inner faces of the rails 2 and 3 and the outer face of the rail 1, is employed. The block comprises a substantially rectangular member having its ends beveled to correspond with the inclined rails 1 and 2. The block is provided with a depressed portion 11 which continues from its wider and outer face around its inclined ends and inner face, the wall provided by the depression 11 being parallel with the walls at, 6 and 7 The outer ends of the wall provided by the depression or channel 11 are rounded downwardly, as indicated by the numerals 12, and the outer corner of the wall 6 is likewise rounded, as indicated by the numeral 13. A second block 14: is arranged between the rails 1, 2 and 3, and this block has its outer corners and inner portion, at its head, depressed, as at 15, the wall provided by the said depression being arranged flush with the walls 5 and 9, and the said wall 15, at the outer end thereof, is inclined downwardly, as indicated by the numeral 16. Additional blocks 17 and 18 may be provided for filling the space between the inner faces of the rails 1 and 3, and the outer faces of the rail 1 and the rail 1, and these blocks have their upper faces flush with the faces or walls 5 and 7 of the rails 1 and 3 as well walls of the blocks are so arranged with re-' lation to the upper faces of the heads of the rails and also with respect to the depth of the flanges of the wheels, as to receive the said wheel flanges and elevate the treads of the rails above the notched, cut or depressed portions in the corners of the crossing.

vention to provide means for effectively securing the blocks to the rail ends, the said means, in combination with the block, being further adapted to reinforce the rails at the ends. Therefore, at convenient points, I

7 provide the blocks with openings which register with similar openings in the rails, one of the sald openlngs, indicated by the numeral 19, passing through the block 10,

the rail 3, block18 and rail 1, the opening receiving an elongated bolt 20'which is provided with a securing nut 21. A second opening passes through the block 10, rail 1,

rail 3, block 1 1 and rail 2, a bolt 22 passing through the said opening, while a locking nut 23 is provided for the bolt. A third opening is provided between the rail 1, block 17, rail 3 and block 14, the said openings being indicated by the numeral 24 and adapted to receive a bolt 25 which is provided with 'a securing nut 26, while a still additional opening is indicated by the numeral 27. This opening 27 is arranged angularly through the block 10, the rail-2 and through the rail3, a bolt 28 being provided for the opening and a securing nut 29 for the bolt.

From the above description, taken in connection with the accompanying drawings, the simplicity of the device, as well as the advantages thereof will, it is thought, be perfectly apparent to those skilled in the art to which such inventions appertain without further detailed description.

Having thus described the invention, what I claim is:

In a railway crossing, a main rail, side rails having their ends cut and abutting the main rail and having their heads flush with It is one of the primary objects of the in the said main rail, the main rail being notched, the depth of the notch being less than the width of the flange of a car wheel which is adapted to travel upon the track, the lower walls of said notches being horizontally straight, blocks having angular ends arranged to abut with both the side and the main rail, said blocks having their inner edges depressed and the lower wall provided by the said depressions being flush with the lower Wall of the notches of the main rail, and the upper edges of the blocks being rounded toward the depressions the blocks and rails having angularly disposed registering openings, and removable means for securing the blocks upon the rails and for connecting the main rail with the side rails.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM C. CROSBY. Vitnesses J. J. PYLES, WV. I-I. PEGRAM.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. C.

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