US1512280A

US1512280A - Railway crossing

Info

Publication number: US1512280A
Application number: US674699A
Authority: US
Inventors: Bois John J Du
Original assignee: BOIS NOISELESS CROSSING COMPAN
Current assignee: BOIS NOISELESS CROSSING COMPAN; DU BOIS NOISELESS CROSSING Co
Priority date: 1923-11-14
Filing date: 1923-11-14
Publication date: 1924-10-21
Anticipated expiration: 1941-10-21

Description

Oct. 21 192%;

- 1,512,280 .1. J-. DU 501s RAILWAY CROS S I NG Filed Nov. 14. 1923 2 Sheets-Shes. l

h 7. Dufioa Oct. 21 19 24. 1,512,280

J. J. DU BQIS RAILWAY CROSSING Filed Nov. 14, 1923 2 Sheets-Sheet. 2

g;- flwaots e ablio'cneq Patented Get. 14, 1924.

UNITED TES' PAT;

JOHN J'. DU BOIS, OIE PUEBLO, COLORADO, ASSIGNOR' TO THE DU BOIS NOISELE$S CROSSING COMEANY, OF PUEBLO, COLORADO, A CORPORATION OF COLORADO. I

RAILWAY CROSSING.

I Application filed November l l, 1923. Serial No. 674,699.

T 0 all whom it may concern:

Be it known that I, JOHN J. DU 1301s, a citizen of the United States, residing. at Pueblo, in the county of Pueblo and State of Colorado, have invented. certain new and useful Improvements in Railway Crossings, of which the following is a specification. My inyention relates to a railway crossing, and the main object of the invention is to provide a crossing that will give more service than ordinary ones and which does not require replacement and tightening of bolts as is generally the case with similar devices. One advantage of this construction is that it is noiseless because the rails are joined very firmly to the crossing, presenting no sharp edges against the wheels and, furthermore, on account of no bolts being provided: that may be loosened by the vibration of passing trains.

Another Ob ectof the invention is to make the crossing very firm by mounting it on a concrete block with cast-in anchor hooks. This tends to make a great saving in repairs, particularly as no ties are used under the crossing.

Another advantage of this construction is that there are no parts to get out of order or break as the crossing formsasingle unit. A train can pass the crossing at a rate of speed up to seventy miles per hourwithout being derailed and this railway crossing will outlast ordinary ones by from four to six years, the life of the present cr0ss ings being only two to four years.

Water tending to very rapidly deteriorate iron constructions will not affect this railway crossing as it is laid on a concrete slab instead of coming in contact with the soil.

In the accompanying drawings, one embodiment of the invention is illustrated, and

Figure 1 is a top plan View partly in section of this railway crossing;

Figure 2 is a section along line 22 of Figure 1;

Figure 3 is a fragmentary perspective view of one end of the railway crossing, and

Figure 4c is a section along line 44 of Figure 2.

The railway crossing consists of four intersecting members or bars 10 cast together to form a unit or block of malleable steel. With the railway crossing placed on the 1 provided with channels 13 in their topfaces slightly less in depth than the height of the wheel flange. This depth extends between thevintersections of the tracks :or a little beyond. Thebottom of the channels ateach end thereof is then inclined downwardly to a depth greater than theheight of the wheel flange as shown at 27 in the drawings. The innerface 9 of the outer wall 14: along the channels makes contact with the wheels, while the inner wall 15 is theguard. The ends of each inner wall 15 are preferably tapered, as indicated at 16,- to guide the wheel flanges intothe channels 13; 1

The inner side of the end of each outer Wall 14 is recessed to accommodate the rail head 17, the web 18 and the foot 19, as best seen in-Figurel, so that when the rails are assembled to the crossing the inner face 20 of the'rail head is alined with the corresponding face 9 ofthe channel 13, see also Figure 1. The heavier middle portion 21 of the recess wall is provided with a set ofstuds 22 securely held in the bar. These studs are intended to enter suitable apertures 23 in the web 18' of the rail and to be riveted over to firmly connect the rail with the bar. In addition to these riveted studs the joint 26 between the rail and the bar is preferably welded.

Instead of using ties for the railway crossing, I preferably provide a heavy slab of concrete 24 upon which the railway crossing is placed and into which are cast hooks 25 adapted to engage in corresponding sockets furnished in the railway crossing at each intersection of the bars 10, but it is evident that additional hooks may be provided to engage the under sides of the bars, if thought These bars inter- V crossing block they encounter the rising hottoms 27 of the channels which, by contact ing with the outer peripheries of the wheel flanges, cause the wheels to be lifted bodily from the top surfaces of the walls 14 as seen at 29 in Figure 2. The wheels will thus be made'to' roll on their flanges along the bottom of the channels over the crossing block a and finallybe let down again on the top of the rails at the exit end of the crossing block.

All knocking at the intersections is in this manner completely prevented.

Having thus described the invention, what is claimed as new is:

1. In a railway crossing having intersecting bars provided with channels on the top side thereof, a recess formed at each end of the bars adapted to receive the end of a rail, means for securely joining a rail end to the corresponding end of each of said bars, said means including studs in said recess adapted to engage in corresponding apertures in the rail end, the adjacent faces of the rail end and the bar end being welded; a concrete slab constituting the base for said intersecting bars, and anchor hooks cast in said concrete slab adapted to engage with corresponding sockets in said intersecting bars.

2. In a railway crossing having intersecting bars of trapezoidal cross section, said bars being provided with channels on the top side thereof, a recess formed at each. end of these bars adapted to receive the end of a rail, and means for securely joining a rail end to the corresponding end of each of these bars, said means including studs in said recess adapted toengage in corresponding apertures in the rail end, said studs being riveted to the rail end, and the adjacent faces of the rail end and the bar end being welded, the wall of said channel opposite said recess being tapered to form a guide for the wheel flange.

' 3. In a railway crossing having inter= secting bars of trapezoidal cross section, said bars being provided with channels on the topside thereof, a recess formed at each end of these bars adapted to receive the end of a rail, and means for securely joining a rail end to the corresponding end of each of these bars, said means including studs in said re cess adapted to engage in corresponding apertures in' the rail end, said studs being riveted to the rail end, and the adjacent faces of the rail end and the bar end being welded the wall of said channel opposite said recess being tapered to form a guide for the wheel flange; a concrete slab constituting the base of the railway crossing, and anchor hooks cast in said concrete slab adapted to engage with corresponding sockets in said intersecting bars.

In testimony whereof I affix my signature.

JOHN J. DU BOIS. [1 s.l