US1467129A

US1467129A - Guard-rail brace

Info

Publication number: US1467129A
Application number: US493099A
Authority: US
Inventors: Harold G Warr
Original assignee: P & M Co
Current assignee: P & M Co
Priority date: 1921-08-17
Filing date: 1921-08-17
Publication date: 1923-09-04
Anticipated expiration: 1940-09-04

Description

Patented Sept. 4, 1923.

Ars

HAROLD G. WARR, or PARK RIDGE, ILLINOIS, AssIGNOR rro 'IHN I a M COMPANY,l

or CHICAGO, ILLINOIs,A CORPORATION or ILLINOIS.

GUARD-RAIL BRACE.

Application filed August 17, 1921. i Serial No. 493,099.

T all whom t may concern:

Be it known that I, HAROLD G. WARR, a citizen of the United States, residingat Park Ridge, in the county of Cook-and State of Illinois, have invented certain new and useful Improvements in a Guard-Rail Brace, of which the followingis a specificafrog and to maintain it in a fixed position' with relation to the outside running rail, by clamping the same to said running rail.

Such construction is not considered entire-- ly satisfactory for the reason that the thrusts of the anged portion of the wheels against the guard rail and the various.

strains to which the running rails are subjected, during the passing of traiiic, sometimes result in displacing the guard rail with relation to the rail frog. i If such displacement of the running rails or frog results in reducing the distance between the frog and guard rail, derailment of a car Or other serious damage may result from thel anged portion of a wheel striking the point of the frog. With my invention, I aim to overcome the above and 'otherincidental objections by supporting the guard rail independently of the outside running rail by means of a rigid `bracing structure extending from the rail frog'to :the guard rail so as to maintain the guard rail'in a fixed position with relation to the rail frog and to further provide said'bracing structure with means whereby the distance between said rail frog and `guard rail may be accurately adjusted tol compensate for wearing away of the outer tace of the guard rail.

A preferred embodiment of my invention is illustrated in the accompanying drawing,

wherein like characters of reference designate corresponding parts, and wherein:

Fig. 1 is a plan view of a portion of a railway track crossing showing a guard rail brace constructed in accordance with-my invention, applied in its operativel position between the rail frog and the guard rail,`andf i Fig. 2 is a perspective sectional view taken on line 2-2 of Fig. 1.

In the drawing` 10 designates one of' the running rails of a main railway track,.11`, 11a sections of the running rail at the opposite side ofthe main track, and 12, 12a. sections of one of the running rails of another track, for example, a side track, which intersects v the `ruiming rail .11, 11a of the main track. A rail frog of any suitable construction is positioned at the point of intersection of the rails so that the rail sectionsr 11- and 12 will be in alignment with their corresponding sections 11, 12a.' The` rail frog is designated generally 13 and consists of a substantially V-shaped center: structure, diverging lrail* sections 11b, 12".y and spacing blocks 15. The center structure isk positioned between the diverging ends of the rail sections 11b, 12b and is secured together by means of spacing blocks 15 and bolts 16. The outer ends of the, center structure connect with the ends ,of the rail sections 11n, 12L and converge at its. other end to 'form the point 141 of they frog.-

The rails are vspiked to crossties 17 in the, usual manner by spikes 18;y A guard rail 19"'of any suitable form, is likewise secured in its proper position adjacent the .running rail 10, in which position the portion of the guard rail nearest the inner edge of' the running rail 10, should be arranged directly. opposite thehpoint 14 of the' frog. ,Iftheg form of 'guard rail employed is the same as that shown in the drawing, the ypoint 2O of the guard vrail should be on a line drawn o through the-frog point 14 at right angles to the running railsofthe main` track, soA that the flange of -a wheel rubbing against the point 20 of the` guard rail will insure sufficient inwardV movement yof vthe wheel. on

the oppositey rail to' provide the desiredA the guard rail out of alignment with the point 14 of the rail frog, reduces, in effect, the distance between the frog point and the outer surface of the guard rail and thereby increases the danger of the flanged portion of a wheel striking the point ot the frog. I overcome this objection by avoiding a rigid connection of the guard rail with the running rail 10 so that this running rail, under such conditions, may move with relation to the guard rail. In a bracing construction for guard rails wherein the guard rail is secured to the running rail by means of clamps or other rigid connections, displacement of the running rails, tending to reduce the width of the track, will move the guard rail toward the rail frog. This shifting of the guard rail, and also such other movements as may be produced by the severe pressures and thrusts to which guard rails are subjected, are avoided in my invention by rigidly connecting the guard rail to the frog side of the track so that it is, ine'fect, a part ot the rail Jfrog, thereby maintaining the guard rail in a fixed position with relation to the rail frog.

The brace structure, as shown in the drawing, consists preferably of an inverted chan-A v nel shaped bar 21 tted over one of the cross ties 17 and extending across the track, preferably, on aline drawn through the point 14 of the frog 13 at right angles to the running rails of the main track. rlfhe ends of the channel bar preferably extend under the running rail 10 and the frog 13 so as to 'function as nietal wearing pads at these points. The guard rail 19 is located adjacent the running rail 10 in its proper position with relation to the point 14 of the rail frog and is secured to the channel 21 by means of a. brace casting 22 or other suitable fastening device adapted to hold the base flange 23 against an upturned abutment 24 formed on the channel bar. The brace casting is preferably formed to t the contour of the base flange 25 and vertical web 26 of the guard rail, and is bolted to the web ot the rail and to the web 27 of the channel bar by

bolts

28, 29, respectively. The ends of the guard rail may be att-ached to the cross ties 17 in any approved manner, for example, by spikes 30. The :trog structure at the opposite side ot' the trackway is secured to the channel bar 21 preferA ably with means for effecting an adjustment of the channel bar transversely ot' the track so as to permit the position ot the guard rail to be accurately adjusted when applied or when it is necessary to shift it to compensate for the wearing away of its outer surface. In the drawing, I have shown this connection as consisting of wedgeshaped clamping plates 31 formed with angularly disposed lips 32 which overlap the bese lianges of the

rail sections

11, 12, andv adapted to be driven between said base flanges and a plurality of abutnients 33 formed on the web 27 of the channel bar on opposite sides of the frog structure. The

clamping plates

31, 31 are preferably formed with a plurality of squared holes 34 and the channel bar is formed with relatively

long slots

35, 35 so that the

plates

31, 31 may be driven to their wedging positions and secured in such position by means ot spikes 36 driven into the cross tie 17. The outer end of the channel bar, adjacent the running rail 10 is provided with slots 37, 38.y through which the spikes 39, 40 for the rail 10 are driven into the cross tie.

By using a lcross brace, channel shaped in cross-section, the

vertical flanges

41, 41 rigidity the brace so as to make it practical to use achannel bar having a relatively thin web 27, whereby the abutments 24, may be conveniently formed by slitting the web 27 of the channel bar, as indicated at 42, in Fig. 2, and then extending the tongue portion of the slits upward. The `

flanges

41, 41 also rigidity the brace member adjacent the rails so that the portion of the channel bar intervening between the upper face of the cross tie 17 and the base flanges of the rails will not be bent upward by the heavy pressure of the traliic..

In the drawing, I have illustrated my invention in connection with a main trackway, though it will be obvious that the frog 13 may, if desired, be connected to the guard rail ot the side track by extending the end 43 ot the channel bar or by providing a separate brace structure similar to that shown in the drawing.

I claim:

1. The combination with a frog structure, of a railway track and a guard rail arranged adjacent a running rail at the opposite side of the track with capacity for relative movement of said guard and runningrails, of means for securing said guard rail in xed position with relation to the point of the frog so that said running rail may move without disturbing the position ot. sai-d guard rail with relation to said frog and so that lateral movement of the guard rail imparts a corresponding movement to the frog structure.

2. The combination with a frog structure of a railway track and a. guard rail arranged adjacent a running rail at the opposite side ot' the track with capacity for relative movement of said guard and running rails, of means for securing said guard rail in txed'position with relation to the point of the frog so that said running rail may move without disturbing the position of said guard rail with relation to said frog and so that movementfof either the guard rail or frog structure imparts a corresponding movement to the other@ 3. The combination with a frog structure ot a railway track, and a guard rail arranged adjacent a running rail lat the opposite side of the track with capacity for relative movement of said guard and running rails, of means for securing said guard rail in fixed position with relation to the point of the frog comprising a rigidifying member movable independently of said running rail and extending transversely of the track and secured to said guard rail and frog structure.

1L. The combination with a frog structure of a railway'track and a guard rail arranged at the opposite side of the track, of means for securing said guard rail in fixed position with relation to the point of the frog comprising a rigidifying member movable independently of said running rail and extending transversely of the track and secured to said guard rail and frog structure with capacity for adjustment.

5. The combination with a frog structure of a railway track and a guard rail arranged at the opposite side of the track, of means for securing the guard rail in fixed position with relation to the point of the frog comprising a rigidifying member extending transversely of the track, means for seeuring said guard rail to said rigiditying member. and means for adjustably securing said rigidifying member to said frog strueture.

6. The combination with a frog structure of arailway track and a guard rail arranged at the opposite side of the track, of means for securing the guard rail in fixed position with relation to the point of the 'frog comprising an inverted' channel-shaped rigidit'ying member adapted to be fitted over one ot the cross-ties ot the track-way, and extending transversely of the track, means for securing said guard rail to said rigiditying member. and means for adjustably securing.

said rigidifying member to said frog structure.

7. The combination with a frog structure of a railway track and a guard rail arranged at the opposite side of the track, of means for securing the guard rail in fixed position with relation to the point of the frog comprising an inverted channel-shaped rigidi't'ying member adapted to be fitted over one o the cross-ties of the track-way and extending transversely of the track on a line through the point of the frog at right angles to the running rails, means for securing said guard rail to said rigidifying member, and means for adjustably securing said rigiditying member to said frog structure.

8. The combination with a rog structure of a railway track and a guard rail arranged at the opposite side of the track, of means for securing the guard rail in fixed position with relation to the point of the frog comprising an inverted channel-shaped, rigiditying member adapted to be tted over one of the cross-ties of the track-way and extending transversely of the track at right angles to the Arunning rails and intervening between said cross-tie and the running rail, guard rail and frog structure, respectively, means for securing said guard rail to said rigiditying member, and means Jfor adjustably securing said rigidifying member to said frog structure. v

9. The combination with a frog structure ofa railway track and a guard rail arranged at the opposite side of the track, or" means for securing the guard rail in fixed position with relation to the point ofthe frog comprising an inverted channel-shaped, rigidity'- ing member adapted to be fitted over one of the cross-ties of the track-way and ex tending transversely of the track on a line drawn through the point of said frog at right angles to the running rails, and means for securing said rigidifying member to the gua-rd rail and frog structure with capacity forrelative adjustment asy between thesaid guard rail and frog'structure.

10. The combination with a frog structure interposed in a rail at one side of a railway track and a guard rail arranged adjacent the running rail at the opposite sideof the track, of means movable independently ot said running rail for securing said guard rail in ixed position with relation to said frog structure whereby said running rail may move with relation to the guard rail without aiiecting the position ot the guard ail with relation to said frog structure.

11. The combination with a. rogi'structure interposed between rail sections at one side of a railway track and a guard rail arranged adjacent a running rail at the opposite Vside of the track, of means for securing said guard rail in fixed position with relation to said frog structure with capacity for relative movement between the guard rail and said f running rail comprising a transverse rigidi-I fying member extending under the running rail and frog structure, and means for securing said guard rail and said frog structure to said rigidifying member.

l2. The combination with a frog structure of a railway track and a guard rail, oi means for securing the guard rail to said frog structure comprising a rigiditying membei` 'extending transversely of the track, and means for attaching-the guard rail to the rigidifying member comprising a brace engaging the vertical web of the rail and secured to said'rigidifying member.

13. The combination with a frog structure of a railway track and a guard rail, of means for securing said guard rail to said frog structure comprising a rigidifying member extending transversely of the track, and means ttor attaching the guard rail to the rigidifying member comprising a brace conforming to the contour of the vertical Web and one of the base flanges of the rail and secured to said rigidifying member.

14. The combination with a frog structure of a railway track and a guard rail, of means for securing the guard rail to the frog structure comprising an inverted channel bar eX- tending across the track and under the base flange of said guard rail and formed With an upstanding portion providing an abutment for the outside flange of the guard rail base, means for securing the guard rail to said channel bar comprising a cast metal brace member conforming to the contour of the vertical web and inner base flange of the guard rail, secured to the guard rail and to said channel bar, and means for adjustably securing said channel bar to said frog structure.

l5. rThe combination with a frog structure of a railway track and a guard rail, of means for securing the guard rail to the frog structure comprising an inverted channel bar eX- tending across the track, means Jfor attaching the guard rail to said channel bar, and means for adjustably securing said channel bar to the frog structure comprising a Wedge member adapted to be driven between said frog structure and an abutment on said channel bar.

16. The combination with a frog structure of a railway track and a guard rail, of means for securing the guard rail to the Jfrog structure comprising an inverted channel bar extending across the track, means for attaching the guard rail to said channel bar, and means tor adjustably securing said channel bar to the frog structure comprising Wedge members on opposite sides of the frog structure adapted to be driven between said frog structure and abutments formed on said channel bar.

17. The combination with a frog structure of a railway track and a guard rail, of means for securing the guard rail to the frog structure comprising an inverted channel bar extending across the track, means for attaching the guard rail to said channel bar, and means for adjustably securing said channel bar to the frog structure comprising wedge members on opposite sides or" the frog structure adapted to be driven between said frog structure and abutments formed on said channel bar; said Wedge members and channel bar being formed With oppositely disposed openings for receiving rail spikes whereby said Wedge members may be secured in their Wedging position by rail spikes driven into the cross-ties.

18. A bracing structure of the character described, comprising a channel bar adapted to be fitted over a cross-tie and extend under the running and guard rails at one side of the track, and under a rail frog structure at the opposite side of the track, means for securing the guard rail structure to the channel bar, and means for securing the rail frog construction to the channel bar; the portion of said channel bar adjacent the guard rail being provided With spike slots whereby the said running rail may be spiked to said cross-tie With capacity for movement with relation to the guard rail.

HAROLD G. VVARR.