US1101985A

US1101985A - Railway-track construction.

Info

Publication number: US1101985A
Application number: US79568813A
Authority: US
Inventors: Milton Bartley
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-10-17
Filing date: 1913-10-17
Publication date: 1914-06-30
Anticipated expiration: 1931-06-30

Description

.M. BARTLEY. RAILWAY TRACK CONSTRUCTION. APPLICATION FILED 00117, 1913.

1,101,985. A Patented June 30,1914.

2 SHEETS-SHEETJ.

\ r J w l J 1 J V J-IJ WITNESSES INVENTOR FIG 1 M. BARTLEY. RAILWAY TRACK CONSTRUCTION.

1 APPLICATION FILED 001. 17, 1913. Patented June 30, 2 SHEETS-SHEET 2.

FIG.

- FIG. 6

WITNESSES COLUMBIA PLANMRAPM CO WASHINGTON- S.

UNITED STATES PATENT OFCE.

MILTON BAB'ILEY, F PITTSBURGH, PENNSYLVANIA.

RAILWAY-TRACK CONSTRUCTION.

To all whom it may concern Be it known that I, MILTON BARTLEY, a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Track Construction, of which the following is a specification.

My invention relates to improvements in o railway track construction, and particularly to means for positively maintaining the guard rails of switches, crossovers, etc., in fixed positive relation to the main rails of the track, and especially at positions oppo- 5 site the crossover point of the ordinary frog construction, for the purpose of insuring alinement of the wheel treads therewith, and preventing any variation in passing over the space between the frog point and 0 the main rail.

The invention consists generally in pro viding, with the frog and the opposite guard rail for the companion track rail, means for fixedly holdin the guard rail in 5 relation to the outer trac rail and the frog construction. Ordinarily, guard rails of this type are merely held in position on the cross ties, and with relation to the inner side of the outer rail, by shoes, clamps or braces 0 of different forms, either spiked to the tie or connected in some manner, as by an embracing clevis, with the outer rail.

My invention provides positive bracing means between the frog construction, orthe 5 outer rails thereof, and the guard rail for the opposite companion rail, consisting generally in resisting or bracing members and intervening rigid strut members having adjustable mechanism for clamping the braces into holding engagement against the 0pposite track members, in connection with the spike engagement with the ties Preferred forms of the construction are shown in the accompanying drawings, in

5 which Figure 1 is a plan view of a railroad crossover provided with the usual center frog construction, the outer track rails and their guard rails, showing different forms of 0 the invention as applied. Fig. 2 is a detail plan view of one form of the bracing mechanism. Fig. 3 is a similar view, showing a 'modified single strut construction. Fig. t is a similar view, showing a further modi- 5 fication employing telescoping and adjust- Specification of Letters Patent. Patented J 11116 1914.

Application filed October 17,1913.

Serial No. 796,688.

ing members. Fig. 5 is a cross sectional deta1l view, enlarged, taken on the line V. V. of Flg. 2. Fig. 6 is an inner faceview of one of the bracing blocks for engaging against the inner side and head of the frog rail and guard rail respectively.

In the drawings, the main inner track rails 52, 3, converge and form continuations of the tread surfaces of frog member 4, of

the usual frog, having at each side the cus tomary guard rail members 5 and 6, respectively, of well-known construction. Rails 2 and 3 are parts of the two main tracks composed of the rails 2 and 2 respectively and 3 and 8 respectively. The guard rails 5 and 6 of the frog member converge toward the point a between which and the point I) of the frog is the intervening open space 0. The treads of the wheels, as is well-known, run across such open space and off of the mam track rails 2 and 3 respectively and onto the point 5 of the frog 4, or vice versa, from either side, and it is highly important that the treads andv flanges of the wheels shall cross this frog space accurately and surely to insure safety and proper trackage. For such purpose the guard rails 7 and 8 respectively are ordinarily laid along the mner side of the opposite rails 52 and 3' respectively, and opposite the middle portion of the frog which is to be protected, extending to a considerable distance at each iide thereof, as shown, as is the usual pracice.

For the purpose of firmly and fixedly bracing the guard rail members 7 and 8, I provide either the construction shown at the upper portion of the drawing, and indicated generally by the letter A, or that shown in the lower portion of the drawing, indicated by the letter B, the only material difierence being in the detail construction of the terminal end portions, z'. 0., double and single. In each case the constructions constitute bracing spanners having opposed terminals which are inserted in the receiving sockets in the

bracing shoes

9 and 9 respectively, which are also referably secured to the rail by the usual spikes. Referring to the first of these bracing constructions A, shown in detail in Figs. 2, 5 and6, the bracing shoes 9 which may be conveniently made of cast metal, are adapted to fit inwardly against the head, web and flange of the guard rail 7 or frog rail 5, which are of standard construction in cross section, the shoe also having an in 'ardly extending flange 10 having spike holes 11, 11, for attachment to the cross tie by the usual spikes as commonly used. The members 9 as a whole are of considerable thickness and ample resisting body portion and each member is provided at its inner side with receiving

sockets

12 or 12, adapted to engage the terminal heads 13 of the diverging arms 14-, let, which extend outwardly beyond the inner central stem 15. As shown, these bracing portions are at each end of the structure A, the stems 1'5 extending inwardly and being en aged by an adjusting turnbuckle 16, and preferably provided with a jam or loch nut 17 at each end thereof. The turnbuckle construction is of the usual. kind embodying right and left hand. threads, so that the bracing terminals of the device may be setout to exactly the desired degree of pressure for firmly holding the shoes 9 against the inner faces of the opposite rail members. The flanges 1.0 are spiked down upon the ties 18 through openings 11, and when thus applied the shoes are fixedly and rigidly held in position against positive displacement, accurately holding the guard. rail 7 in position and insuring engagement with the flanges of the wheels at the other end of the axles from the wheels passing over the frog. l t will thus be seen that such wheels are positively controlled as to their travel over the fre effectuall' accom Jlishin the objects in view.

in the construction shown in Fig. 3, shoe 9 is provided with asingle socket 12 at its inner face adapted to receive the head 13 at the outer end of the single strut member l i, having engagement with the turnbuckle 16 in the same manner as above described, and constituting the construction imlicated at B in Fig. 1. In Fig. f, the same general arrangement and construction of shoe 9 is utilized, the spreader member in this case being composed of a heavy pipe section 19, telescoping at each end for a considerable distance, with the inwardly directed stems 20, 21, of the oppositely disposed bracing heads 13 respectively. At one end, one of said stems, as stem 21, is threaded and is provided with an adjusting nut 2:2 and preferably a washer 23, whereby the stem may be adjusted outwardly with relation to the sleeve 19, bracing the shoes 9 in opposite directions against the rail heads, a supplemental lock nut 2-1 being provided for positively holding and locking the nut 22 inpositien. With either construction it will. be seen that the shoes are capable of being accurately set in position, and they a re located and held by the additional spikes, the main resisting pressure, however, being applied. wnere it is needed, to-wit, against the middle portion of the shoes, and also against the head and web of the rails, by

tenance of the guard rails, immediate and easy adjustment, so that any wear of the guard rails by the Wheel flanges may be compensated for, and is simple in construction, strong and reliable, and not liable to get out of order.

The device may be variously changed or modified by the skilled mechanic in various features or details, but all such changes are to be considered as within the scope of the following claims.

l/Vhat I claim is:

1. The combination with a railway crossover, supporting cross ties, an opposite track rail, and a protecting guard rail therefor, of a continuous intervening adjustable bracing structure between the crossover and the guard rail having at one end a shoe engaging directly against the Web of the guard rail and the face of the tie independent of the track rail and at the other end a shoe engaging directly against the inner face of the crossover, the terminals of the bracing structure having socket connections with the inner face portions of said shoes on a horizontal plane passing through the middle portions of the rail webs, substantially as set forth.

2. The combination with a railway crossover, an opposite track rail, and a protecting guard rail therefor; of bracing abutments directly engaging the web of the crossover and guard rail respectively, and an intervening continuous adjustable bracing device having terminals in socket engagement with and directly engaging the inner face portions of the bracing abutments, said bracing device and its terminals conforming to a horizontal plane passing through the middle portions of the rail webs for holding the guard rail in fixed relation to the track rail, substantially as set forth.

3. The combination with a railway cross over, an opposite track rail, and a protecting guard rail therefor; of bracing abutments engaging directly against the web of the crossover and guard rail respectively and provided with inner sockets opposite the middle portions of the rail webs, and an intervening continuous adjustable brace having terminals adapted to engage therein located in the plane of the rail webs and said sockets for holding the guard rail in fixed relation to the track rail, substantially as set forth.

l. The combination with a railway crossover, supporting cross ties, an opposite track rail, and a protecting guard rail therefor;

of bracing abutments engaging directly against the web of the crossover and guard rail respectively provided with receiving sockets opposite the rail webs, an intervening continuous brace having terminals adapted to engage therein located in the plane of the rail webs and said sockets and provided with means for longitudinal adjustment of said bracing structure, and independent means for securing the bracing abutments in position on the ties against the crossover and guard rail respectively, substantially as set forth.

5. The combination with the outer rail of a crossover frog, an opposite track rail, and a guard rail therefor; of intervening bracing mechanism consisting of abutments directly engaging the web of the frog rail and guard rail, and a continuous longitudinally adjustable strut member having terminal portions engaging directly against the middle inner face portions of said abutments and having socket connections therewith on a common horizontal plane passing through the rail Webs substantially as set forth.

6. The combination with the outer rail of a crossover frog, an opposite track rail, and a guard rail therefor; of intervening bracing mechanism consisting of abutments directly engaging the web of the frog rail and guard rail, and a continuous longitudinally adjustable strut member having terminal portions engaging directly against the middle inner face portions of said abutments and having separable socket connection therewith, on a common horizontal plane passing through the rail webs substantially as set forth.

7. The combination with a railway crossover, supporting cross ties, an opposite track rail, and an inner guard rail therefor; of opposing bracing abutments directly engaging the Web portions of the crossover and guard rail respectively independent of the track rail, an intervening longitudinally adjustable bracing device having terminals di rectly engaging the inner face portions of the bracing abutments, and having separable socket connection therewith on a common horizontal plane passing through the rail webs, and means securing the abutments to a tie independent of other portions of the installation, substantially as set forth.

8. Guard rail bracing mechanism of the class described consisting of bracing abutments adapted to interfit against the inner sides of a' crossover rail and an opposite guard rail and provided with apertured flanges for securing to the cross tie and inwardly disposed face-Wise sockets, and an intervening continuous strut member having terminals for said sockets and longitudinal adjusting and locking means, substantially as set forth.

9. Guard rail bracing mechanism of the class described consisting of bracing abutments adapted to interfit against the inner sides of a crossover rail and an opposite guard rail and provided with apertured flanges for securing to the cross tie and inwardly disposed face-wise sockets, and an intervening continuous strut member consisting of oppositely disposed members having terminal heads for said sockets, and screw mechanism for effecting longitudinal adjustment and locking of said members, substantially as set forth.

In testimony whereof I hereunto aflix my signature in the presence of two witnesses.

MILTON BARTLE Y.

F REDK. STAUB.

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

Washington, D. 6.