US1223151A - Railway-switch. - Google Patents

Description

L. COLLIS.

RAILWAY SWITCH.

APPLICATION FILED SEPT. 1. 1914.

1,223,151. Patented Apr. 17, 1917.

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L. COLLIS.

RAILWAY SWITCH.

APPLICATION FILED SEPT. I. 1914.

Patented Apr. 17, 1917.

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LLOYD coLLIs, of NEW YORK, N. Y.

RAILWAY-SWITCH.

Specification of Letters Patent. PatentedApr. 17, 1917.

' Application filed. September 1, 1914. Seria1' No.'859,599.

To all whom z'tmay concern: I Be it known that I, LLOYD CoLLIs, a citizen of the United States of America, and a resident of the city of New York, borough Switches, of which the following is a specification.

The object of this invention is to provide a switch suitable for a railway system in which the branch tracks are located on different levels, whereby the use of frogs becomes unnecessary, and, where there are parallel sets of tracks, as 011 a double or multiple track roads, grade crossings of tracks are avoided. A further object is to provide a railway system especially suited for tunnels by which the arching ofwide excavated spaces is avoided; which may be installed in subways through narrow streets where switches of the usual character requiring lateral adjacent tracks would have a width of space which would encroach on or Weaken the foundations of adjacent buildings.

This form of switch is applicable to. any conditions under which a railway switch would be used, and'two levels are admissible, for example, both where the branch tracks are to be routed in different directions, and where they are to be continued in the same direction as for the provision of additional points of loading and unloading by double decking stations.

In the accompanying three sheets of draw-.

ings which form a part of this application Figure 1 is a longitudinal section on the line II of Fig. 3 through a tunnel carrying a railway system embodying my invention, the switch being set to connect the upper branch track with the main track.

Fig. 2 is a similar section with the switch set to connect the lower branch with the main track.

Fig. 3 is a transverse section on the line IIIIII of Fig. 2 drawn to four times the scale of Figs. 1 and 2.

Fig. 4 is a plan showing two sets of tracks for traffic in opposite directions, each being equipped with the invention.

Fig. 5 is a longitudinal section on the line V-V of Fig. 4 showing the switch with grades adjusted for traffic from the main to the branch tracks.

Fig. 6 is a longitudinal section on the line VIVI of Fig. l showing the switch with grades adjusted for traffic from the branch tracks to the main'track.

The railway system as shown comprises a main track 1 entering at the right and leading to an upper branch track 2 and to a lower branch track 3 at the left. Connection is made between the main track and the upper branch track by an upper track section consisting of a deck formed of longitudinal side girders a 4 supporting transverse girders 5 5 which in turn carry longitudinal girders 6 6 on which theties 7 7 track rails 8 8 and third rail 9 are laid and carried. Eyes 10 10 are carried at the ends of the upper members of the side girders and form hinge connections at one end of the deck with the end of the upper branch track. The hinge line is atthe level of the track rails. The other end of this deck is capable of being removed or lifted above the level of the main track sufficiently to permit a train to pass thereunder between the main and the lower branch tracks. The length of this deck is required to be equal to the quotient of the height between the branch tracks divided by the sum of the allowable ascending and descending grades. Thus, with a height of 14: feet, a three per cent. allowable ascending grade and a four per cent. allowable descending grade, the deck would be 200 feet long. The tunnel below the deck in its lowered position is narrower than the deck therebyforming a bench along either side wall which carries wooden stringers 11 11 affording fixed supports for the deck all along between its ends. As the deck is thus supported and is only required to support atrain when it is in its lowest position, no great amount of longitudinal rigidity is necessary notwithstanding its length. It is balanced and operated through which the counterweights and cylinders are located where they will not encroach on the freeway of the tunnel. Connection between the main track and the lower branch track is made by a lower track section consisting of a deck formed of two longitudinal girders 19 19 under the line of the track rails and on which the ties, track rails and third rail are laid and carried. This section is connected at one end by a hinge connection 20 with the end of the lower branch track. This section does not require to be as long as the upper pivoted section and comprises so much of the grade section between the main track and the lower b 'anch as needs to be dropped to have its third rail clear the bottom of the upper track section when lowered. As the lower section carries trains when in its elevated position much more substantial supports are required than for the other section in its elevated position and a series of earns 21 21 are mounted on rock shafts 22 22 and coupled through arms 23 23 and a connecting rod at for simultaneous operation. 1

As the deck is only required to operate conjointly with the operation of the upper deck the cam mechanism is operated through a connecting rod 25 leading from a hinge connection 26 on the upper deck to an arm 27 on one of the rock shafts for operating the cams.

Both of the removable track sections have the ends of their track rails adjoining the main tracks curved in vertical planes, the curves being tangent to the grade sections to which they belong and to the horizontal main track section when in position to connect. For this purpose the upper removable track section has a concavely curved section of track rails 28, and the lower removable track section has a conveXly curved section of track rails 29.

These curved sections are included between dotted lines ending in arrow points which are radial to the curves and which if prolonged would locate by their intersections the centers of vertical curvature.

What I claim as new, and desire to secure by Letters Patent of the United States, is

1. In a railway system, branch tracks one above the other, a main track connectible with the lower branch track, and a removable track section the ends of which connect with the end of the upper branch track and with the end of the main track, substantially as described.

2. In a railway system, branch tracks one above the other, a main track, an upper removable track section for connecting the upper branch track with the main track, and a lower removable track section "for connecting the lower branch track with the main track, substantially as described.

3. In a railway system, branch tracks one above the other, a main track connectible with the lower branch track, a removable track section the ends of which connect with the end of the upper branch track and with the end of the main track, and fixed supports for the removable section between its ends when in its connecting position, substantially as described.

4:. In a railway system, branch tracks one above the other, a main track, upper anl lower removable track sections for connecting respectively with the upper and lower branch tracks and having their ends vertically curved for tangential connection. with the main track, substantially as described.

5. In a railway system, branch tracks one above the other, a main track, and upper and lower removable track sections hinged respectively at the ends of the upper and lower branch tracks for connection with the main track, substantially as described.

6. In a railway system, branch tracks one above the other, a main track, a track section hinged at the end of one of the tracks for connecting with one of the other tracks, and means for operating the section applied at'a plurality of points located at different distances from the hinge line, substantially as described.

7. In a railway system, branch tracks one above the other, a main track, a track section hinged at the end of one of the tracks for connecting with one of the other tracks, and hydraulic means for operating the section applied at a plurality of points located at different distances from the hinge line, substantially as described.

Signed at New York, N. Y., this 31st day of August, 1914.

LLOYD GOLLIS.

Witnesses SAMUEL W. BALOH, HUGH H. SENIOR.

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

' Washington, D. C.

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