US1584088A - Railway grade crossing - Google Patents

Description

May 11 P. E. GLAFCKE RAILWAY GRADE CROSSING Filed Jun 9, 1924 4 Sheets-Sheet 1 gwumtot Paul 5, (am me.

May 11,1926. 1,584,088

P. E. GLAFCKE RAILWAY GRADE CROSSING Filedudne 9, 1924 4 Shets-Sheec 2 oo ooop Paul E. Glafc/ce.

May 11 1926.

P. E. GLAFCKE RAILWAY GRADE CROSSING Filed June 9, 1924 4 Sheets-Sheet 5 Miy -1' 1 1926. 1,584,088

8 P. E. GLAFCKE v RAILWAY GRADE CROSSING F1188 June 9, 1924 4 Sheets- Sheet 4 Paul E. Gin/eke.

Patented May 11, 1926.

UNITED STATES T T F F1 RAILW A Y GRADE CROSSING.

Application filed June 9,

This invention relates to improvements in the construction "of railway grade cross ings, with art-icular reference toproviding means whereby such crossings may be a made safer and less hazardous, taking into consideration the added involvements since the advent of the automobile and the increase in tra'fi'ic difliculties because of the increase in railway and highway transportation, with attendant rapid and menacing crosswise movement.

Speed is the important factor which on one side or the other should, at the propertime, be controlled to a reduced rate, per- 5 initting ample time for observation, with cautious practice, thereby minimizing possibility of collisions. 7

So far as this art has progressed, some have resorted to fixed structural devices or impedin'ients, so placed and spaced at' railway grade crossingsas to force a slowdown which this invention is designed to do in a safer, more economical and practical manner, that, for reasons hereinafter mentioned, will be found more acceptable to all concerned.

These devices seem to besteps in the right direction but in some instances they force the drivers to face in a direction opposite to that of the possible menace, thus exposing them in partto the hazard it was in'- tended they should avoid, therefore these plans are objectionable, while in other instances semi-circular or other movement of the car is required, which is designed to restrict speed to a slow down; however, with practice this may' be aborted, but in any event if these or similar devices serve the purpose intended on approach to the hazard, as a consequence they serve, disadvantageously, to restrict departure from the hazard since they are what might be termed twin zone systems, withtwo safety zones qualifying highway traflic in oppositedirections across the railway, whose centers are equidistant from the center of the right of way, while this invention, whose value resides in the basic idea of' a unit zone, with its center resting on the center of the railway right of way, permits unrestricted departure from the hazard'after passing over thelast rail, whichthe driving public would require. Accordingly, this 1924. serial m. 718,719.

invention is designed to cover and convey the' foregoing as well as other advantages that will be hereinafter disclosed.

This invention is so designed as toparticularly qualify the movement and passage of high speed vehicle s leaving low speed trafiic largely to itself as of old. It also adapts itself to the transit of wide road making,machinery, tractors and trailers, armored cars, motor buses, cattle, etc;,' which other schen'ies do not handle as effec tivelyif at all.

This invention takes advantage or the speed restricting properties inherent in funnel, bottleneck ,or stricture construction in connection with diversions or detours in normal right and left ninety degree turns, to control speed of automobile traffic and forcing a slow down, this brought about by the interposition of fixed or elasticstructural impedimenta or diverters; that do not obstruct observatioin neither are any additional hazards imposed,"it being merely desired to' compel a slowdown, to look and listen and conditions permitting, togprovide a safe crossing. y

Emphasizing thebasic idea ofaunit zone or area, the center of which rests on the center of the right of way, with structural devices defining same, designed, inot only to control highspeed auto traffic in either direction, but also to serve as a splitter to separate the stream, yet permitting other traflic, particularly slow speed, to be,passed as of old, thus affording special treatment for each without interferences tending to increase the hazard.

It is the ohject of this invention to produce a grade crossing which shall'beso designed that the driver of an automobileby normal operation of the same, will be obliged to slow-his car down to a very low speed or to come to a'full stop just previous to crossinga railway track, thereby assur ing that he will have an opportunity to view the railway in both directions before attempting to cross the same, after which he is permitted toidepart at" speed.

The broad ideai underlylng ithis invention is the employment of a single unimproved or roughened zone or area-centering on and extendingilacrossthe} ra lway track and functioning as a traflic splitter or diverter which compels the traiiic to make two right angle turns before the railway track is reached.

My invention can be most clearly described and will be most readily understood when refernce is had to the accompanying drawings in which:

i Fig. 1 is a plan view of acrossing connal placed along the highway at some distance. from the crossing;

Fig. 6 is a plan view showing how my idea can be applied to a crossing in which the road parallels the railway on either side;

Figs. 7 and 8 show my invention applied to railway crossings where there are several parallel railway tracks; I

Fig. 9 shows an'obstructionthat is especially well adapted for use underthe conditions shown in Figs. 7 and 8 when it is de sired, at certain periods, to permit maximum flow of traffic, and which may also be substituted for that form of obstruction shown in Figs. 1- and 3.

Fig. 10'shows a slightly different embodiment of my invention, in which the obstructions at the. ends of, the unfinished area are dispensed with, reliancebeing had on the rough surface alone; i

Fig. '11 showsa front elevation of an ob-' struction which may be substituted for that shown in Figs. 4 and 9, and which is pro-.

vided with elastic buffers;

"Fig. 12' is a section taken on line 12 12, Fig. 11; I

Fig. 13 is a detail showing how the pulleys, shown in Fig. 12 may bereplaced by levers.

Fig. 14 is .a view similar to that shown in Fig. 11, but showing the central intermediate panel hinged like gate; and

Fig. 15 is a section taken on line 1515, Fig. 11'. s

In Fig. 1, I have shown a highway 1 of normal width, which is widened at the point where-it crosses the railway right of way, forming a zone whose central area, indicated by numeral 2, is roughened orleft unimproved to such an extent that it discourages its use by automobiles, but whiclnhowever, can be used by slow moving traffic. The central roughened area 2 is narrower than the full roadway at this point and located centrally thereof, thereby providing narrow parallel roadways 3, which are paved or surfaced so as to provide good thoroughfares over which the automobile traffic would prefer to pass. The lines l4: and 55 designate the sides of the highway proper, which, in this figure, is considered as being about 24; feet. In order to cause the traffic to slow down as it approaches the crossing, I have provided an obstruction 6 at each end of the central area 2. These obstructions may be made in any manner desired and may extend from the righthand side of the central area to the center, as shown in Fig. 1, or they may extend entirely across the central area or to any other extent desired. In Fig. 1 I have shown the obstruction 6 as formed by a concrete wall about 30 inches high so that it will not obstruct the vision of the driver. The righthand end v7 ispreferably curved in the manner shown, serving also as a wheel guard, while the lefthand end terminates in a post 8. The side of the road is prefers ably provided with a'concrete curb 9 somewhat'as shown. If we assume that an automobile approaches the crossing in the direction of the arrow 10, it may slow down and turn in the manner indicated by arrow 11, or it may follow arrow 12 and pass over the central area. The first course necessitates bringing the vehicle to a very slow speed in order to make the two turns. During'this operation the automobile will approach the railway track at such a speed as will give the driver an opportunity to inspect the track in both directions and to come to a dead stop in case a train is approaching. In case the driver chooses to cross the area 2, as indicated by the arrow 12, he will still have to slow down, as this area is purposely made rough although not impassible and thus the object in either event is attained. The path indicated by arrow 12 is intended to be taken by trucks, loaded farm wagons and other slow moving vehicles that, from the nature of their construction or their load, cannot conveniently make the sharp double turns which are necessary in order that they shall pass through the path indicated by arrow 11. In order that the drivers shall be warned of their proximity to the crossings,'I provide signal posts 13 on each side of the track and at a sufficient distance therefrom to give the drivers an opportunity to slow down. These signal posts are designed somewhat as shown in F ig. 5 and have a number of reflecting bulls eyes 14- which reflect the light from the headlights and make the signal visible at night. To still further assure that the driver shall be apprised of the obstruction 6, I paint thereon an arrow 15 which is provided with a number of reflecting bulls eyes 14 (Fig. 4). -In addition to this and as'a further safeguard, a wigwag signal 16 or a semaphore 17 or both may be provided. These signals are operated bythe trains and will give warningthat a train is on that particular block.

ii t) til) If, for any reason, it is not feasible to widen the highway at the crossing so as to produce a road like that shown in Fig. 1 and described above, the crossing may be constructed in themanner shown in Fig. 2. The central area 2 is much narrower than the corresponding part shown in Fig. 1, while the parallel roadways 3 are the same width. A deflector 18 is built at each end of the central area so as to force the traffic to the middleof the road and make it necessary for it to turn, as indicated by the arrows 11. At the ends of the area 2 I provide obstructions 6 which are similar in construction and function-to those used in the arrangement shown in Fig. 1. As the width-of the area 2 is much less than that of 2 in Fig. 1, I prefer to have the obstructions extend substantially the greater part of the width of the area anditocurve at both ends in the manner shown. Heavy, slow traffic may move along the path indicated by arrow 12 in the samemanner as explained in connection with Fig. l.

lVhen the road is'extra wide as shown in Fig. 3, then it becomes unnecessary to widen it at the crossing in the manner shown in Fig. 1. Instead ofwidening the road Iprovide deflectors 18 which correspond to the deflectors 18in Fig. 2. These deflectors-have been shown as formed by a number of posts 19 connected by some suitable rails 20. The central area 2 corresponds in shape and size with the area 2 shown in Fig. 1. The Ohstructions which correspond to those inclicated by the numeral 6 in Fig. 1 have been designated by numerals 21 and 22. The effect of the construction shown in Fig. 3 is just exactly the same as that described in connection with Figs. 1 and 2.

In Fig. 6 I have shown a case in which the road extends parallel to the railway, possibly within the right of way, and then crosses the track at right angles. In this case, I provide a central unfinished area 2, like in the other cases, which serves to split the traffic. This central area is flanked on each side with a surfaced roadway 3. Since the traffic approaches in the direction of the arrow. the obstruction 25, which corresponds in function to that designated by the numeral 6 in Fig. l, is located on the side towards which the traffic approaches. This makes it necessary for the drivers to slow up and to turn to the right in the manner indicated by the arrow 26. Slow moving vehicles and those which are so loaded or constructed that the abrupt turn is impracticable, may take the path indicated by the arrow 27. If the road on the other side is parallel, the arrangement on that side Wlll he the same. If the road crosses at an oblique angle, the arrangement is changed to correspond, but retains the same general features of construction. It often happens that a road or streetcrosses several parallel railway tracks. When these are close together, the problem remains the same as where there is a singletrack and the arrangements described above are sufficient. When, however, the parallel tracks are spaced some distance apart in the manner shown in Figs. 7 and 8, it may be desi able to make provision for causing thev-ehicles to slow down at each track as well as when they approach the outside tracks. In Fig. 7 I have shown a highway in which transverse movable obstructions like gates 28 are provided near the approaches to the outside tracks. These gate-like obstructions may be ofthe type shown in 9 or like that shown in Fig. 11 and may be made in two parts, if desired, and mounted so that they can be opened and closed as may be desired. When they are closed, traffic will be forced to follow the direction of arrow 11, which requires two right angle turns to be made. This makes it necessary for the speedto be reduced. At times when traflic is very heavy, it may become necessary to open these sections to permit maximum or peak flow, in which case they offer no modifying effect upon the traffic, the safety of which must therefore be assured by other means.

In Fig. 8 I have shown each separate crossing protected by gatelike obstruction 28 which compels thetrafiic to detour and slow down at each track.

The obstruction shown in Fig. 9 may be. made of woven wire fencing secured atits ends to the posts 29 and 30 or the wire fencing may be secured to a framework of tubing which is hinged at one end to one of the posts so that it may be opened whenever it is necessary to do so. A wigwag signal 81, operated by the trains as they enter the block containing the crossing, may be installed if desired. These signals are of the well known type and are so constructed that when the signal arm is stationary, a green light will show, but when the arm swings, there will be a red light visible. The gatelike obstruction itself is provided with a large arrow 32 made of some opaque material painted so as to make it visible during daylight and pro vided with a number of reflecting iridescent bulls eyes 15 which reflect the light from the headlights at night.

In Fig. 10 I have shown a crossing in which the central unit area 33 is transversely corrugated, but is not provided with obstructions. The drivers who have regard for their own safety and comfort will slow down sufticientlyto make the necessary turns and travel along the surfaced passages 3.

It will be noticed that my invention depends for its successful operation on the provision of a central unit area which is located between the sides of the road and extends over the railway track. This area is preferably unimproved or roughened so as to make a very unsatisfactory roadway for fast moving vehicles, which will therefore prefer to travel along the improvedpassageways on each .side. \Vhen the central area is roughened, it is not absolutelyessential that there shall be obstructions at the ends, although this is preferable. VJhen the central area is smooth or surfaced, it is essential that the approaches thereto be guarded by suitable curbings, fences or gates, as these will then be the only means to induce the trafiic to slow down and move along the routes intended. YVhether the central area is roughened or enclosed by obstructions is a matter of choice, but in either case it is a distinct unit area which can only be crossed at the expense of comfort and time, and which therefore makes it easier for the automobilists to follow the routes provided.

In Fig. 11 I have shown an elevation of a buffer or bumper type of obstruction. This is preferably placed between two spaced concrete posts 34 and 35. This obstruction consists of a rectangular framework 36 which may be made of piping. Extending between the end members 37 are parallel bars 38 carrying spaced bearings 39 upon which are rotatably mounted vertically spaced pulleys l0. Chains or cables 41 encircle corresponding pairs of pulleys and these have their ends connected by coil springs 42.

It is evident that if pressure is exerted on the cables in the direction of the arrow l3, Fig. 12, the cables will yield on account of the resilient nature of the connection 42.

In Fig. 13 I have shown the pulleys replaced by levers 44 having one end'connected by means of cables or chains 41 and the other ends joined by shorter cables or chains with intermediate connecting springs 45.

In Fig. 14 I have shown diagrammatically how the frame 36 maybe hingedto one of the posts so as to permit opening and closing thereby making it adaptable for use in the combinations shown in Figs. '7 and 8.

Fig. 15 shows how the curved wheel guard, guide or abutment 4:6 is related to the post 35.

Having now described my invention, what Iclaim as new is:

In a railway grade crossing, a" unit zone including approach, detour and departure routes arranged adjacent to an inner area whose center rests on the center of the railway right of way, said inner area serving to split and segregate traffic, forcing some to pass over certain routes but permitting others to pass through the same, in the manner and for the purpose specified.

In testimony whereof I affix my signature.

PAUL E. GLAFGKE.

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