US1646877A - Railway-crossing gate - Google Patents

Description

0 25 1927. I ct E. E. SARR RAILWAY CROSSING GATE Filed Dec. 9, 1924 4 shetsi-sheez 1 ELEEJ a'r'r' Oct. 5, 1921. 1,646,877

- E. E. SARR RAILWAY onossme GATE Filed Dec. 9. 1924 4 Sheeis-Sheet 2 Oct. 25, 1927.

E. E. SARR RAILWAY CROSSING GATE 4 Sheets-Sheet 3 Filed Dec. 9, 1924 Oct: 1125, 1 927.

E. E. SARR RAILWAY cnossme GATE Filed D80. 9, 1924 4 Sheets-Sheet 4 -L' .lE.

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Patented Get. 25, 1927.

UNITED. STATES PATENT orrics.

."EILMEB E. SARR, OF HURON, OHIO, ASSIGNOR OF ONE-HALF 'IO HARRY M. BGN'NETTI,

' F HURON, OHIO.

BAILVJAY-GBOSSING earn.

Application filed December 9, 1924. Serial Ito. 254,816. I

This invention relates to improvements in railway crossing gates.

The primary object of this invention is the provision of an improved gate structure adapted to be used at grade crossings, for the purpose of safe-guarding traiiic, and which operates on. a novel fluid pressure system, including details which render such a system valuable and of practical merit.

A further object of this invention is the provision of an improved railway crossing gate, of such a nature that the same will readily break upon collision of a vehicle with the same when in its closed position, and in such manner that inconsequential damage will only result to the gate and vehicle.

A further object of this invention is the provision of improved signal apparatus for use in connection with railway crossing gates, and novel means to operate the same.

A further object of this invention provision of improved fluid pressure ating means for crossing gates, and

is the opernovel cut-out and release means therefor.

Other objects and advantages of this invention will be apparent during the course of the following detailed description.

In the accompanying drawings, forming a part of this specification, and wherein similar reference characters designate corresponding parts throughout the several views,

Figure 1 is a front elevation oi" the improved railway crossing gate, showing the same in an open position spanning a highway at a side of-a railway crossing.

Figure is a fragmentary cross sectional view taken through si'lpporting and operating details oi the improved gate structure.

Fig. 3 is a cross sectional view taken through the gate structure substantially on the line 33 of Figure 2.

Figure l is a plan view of a novel type of connection for the sections of the improved gate.

Figure 5 is a side view of the detail illustrated in Figure 4.

Figure 6 is a sectional view taken through the improved gate supporting structure, showing the gate in relation thereto. 7 Figures 7 and S are fragmentary sectional 'views taken through a circuit maker and breaker arrangement for a semaphore adapted to be used in connection with gate operation to warn engineers of the successful operation of theigate.

Figures 9, 10, ll, 12 and 13 are views illustrating details of a novel type oi circuit maker and breaker arrangement for controllingsignals adapted to warn trafiic ap proaching the gate crossing.

Figure 1% is a sectional view designating the cooperative relation of a novel type of pressure operated cut-out switch and release valve to be used in connection with the gate operation.

Figure 15 a side elevation oi? the pressure operated switch illustrated in Figure 14L.

Figure 1.6 is a side elevation of the improved pressure release valve illustrated in Figure 14;.

Figure 17 isa cross sectional view taken substantially on the line 17-17 oi Figure 1a.

In the drawings, wherein for the purpose of illustration is shown only a preferred embodiment of the invention, the letter A may generally designate the improved grade crossing gate construction, which may include the gate 13; means C for supporting the same; pneumatic operating means D; en gineer signal apparatus'E; and highway traffic signal structure F.

The gate B is preferably of the vertical sliding type, adapted to extend transversely across the highway 20 when the gate is closed, and when open adapted to be suspendedupwardly above the highway to perinit the highway traliic to cross the tracks 21 which extend the highway at grade. The gate B preferably is formed of structural steel or iron, and includes the sections and 24, which are connected by easily severed means 25 at the center of the gate. The sections 23 and 52 i when united to provide the gate B provide the top rail 26 formed of spaced angles extending in parallel relation; and the bottom rail 27 formed of spaced angles extending in parallel relation. It is to be understood that the rails 26 and 27 include parts for each of the sections 23 and 24;, which are held together by means 25 to be subsequently described. The rails 28 and 27 are connected in their parallel relation by means of diagonal braces or struts 29, and the gate includes the vertical side angles 30 which at their lower ends extend below the rail 27 and are provided with diagonal braces .as is illustrated in Figure 1 of theIdrawings.

The means 25, as is illustrated in Figures 1,

4 and 5 of the drawings, is provided for each of the. top and bottom rails 26 and 27, and it includes a plate 34 attached to each of the top' and bottom rail portions of the section 24, and a pair of plate members 35 and 36, riveted or otherwise attached to each of the top and bottom rails 26 and 27 of the gate structure 23, and providing pockets 37 at the ends thereof into which theends'of the plate 34 extend, as is illustratedin Figure 5 of the drawings. At the inside ofthe gate B, each plate 34 is connected in the pockets 37 of the plate'arrangement formed by plates 35 and 36, by means of a hinged pin 39. At the outer side of the gate B, the ear or corner 40 of each. plate 34 is provided with a slot, which receives the pin 41 therein; the pin 41 being carried by the outside corner of the plates 35 and 36. If a vehicle should hit the gate B, when closed, the force of the collision would be applied to the pins 39, shear the same, and the gate sections 23 and 24 would then pivot on the pins 41, whiclrwould slide out of the slots in the ears 40 of the plates 34, and the gate sec tions '23 and '24 would then pivotally swing 'in'an open relation, and preventing excessive damage in such a collision.

Referring to the gate supporting means C, the same preferably includes base plates 43 and 44 bolted or otherwise secured on atop of foundations 45 and 46 respectively, at

each side of the highway 20. The plates 43 and 44 are each preferably provided with an upstanding annular projection 46 formed with an annular attaching flange 47 therefor. The attaching flange 47 is adapted to receive bolts 48 therethrough as a means of connecting the sockets 49 thereon. Between the sockets 49 and the flange 47 of each of the plates 43 and 44 gaskets may be provided to make a leak-proof joint. The sockets 49 provide an interior screw threaded opening 5O adapted to threadably receive the lower end of the tubular posts 50 and '51 which are respecti vely received by the plates 43 and 44 at the opposite sides of the highway 20. The supporting posts 50 and 51 may be of approved inetal, and provide passageways 51 therein adapted to receive sliding piston-weight arrangements of the pneumatic operating means D to be subsequently described. The posts 50 and 51 at their upper ends areeach provided with a detachable cap 55, having the upstanding spaced attaching lugs 56 integral therewith.

The posts 50 and 51 are'each reinforced and supported in vertical position by analogous bracing structures, and which bracing structures provide the main supporting structure for the gate B. Adjacent each of the posts 50 and 51, upon the plates 43- and nected by the intermediate diagonal cross brace means '61, in a converging relation from the base plates 43 and 44 upwardly toward the upper ends of the supporting posts 50 and 51. At their lower ends each of the structures 58 is securely connected with the foundation plate by means of an gles 63 and 64, whichare illustrated in va ri'ous figures of the drawings, and extend from the base of the diagonal supporting structures 58 "for connection to the annular upstanding parts 46 of the said base plates. At their upper ends the supporting structures 58 are connected to thespaced attaching lugs 56by means of apair of spaced plates 67 and 68; said plates 67 and 68 providing a casing or compartment therebetween within which. is rotatably supported a sheave or pulley 70, upon a pin 71, so that the periphery of the pulley 70, which is grooved, is tangential with the axis of the respective post 50 or-51 adjacent which it is positioned. Over the top of the compartinent between the plates 67 and 68, a closure 73 is provided, hinged at 74 adjacent the top .of the structures 58 and at its free end extending downwardly about the pulley in spaced relation therewith to provide protection therefor. The structures 58 at the sides of the highway 20 are upwardly connected by means of a top cross brace 75, which may be a pair of angles bolted not only to the tops of the side supporting structures 58, but also being bolted to the attaching lugs56 at the top of each of the posts 50 and 51,f and as is illustrated in Figures 2 and 3 of the drawings.

In each of the foundations 45 and 46 it is preferred to provide a compartment 76, in which a drain tank is positioned, connected with the interior of cylinders or tubes 50 and 51 by means of conduits 77, so that water, moisture, and the like may drain from the passageways 51, over the downwardly sloping floo'rs78 and into the conduits 77, and then into the drain tanks 77. Suitable exit conduits 79 are providedforeach of the tanks 77 so that the water may drain from the tanks 77 or may be withdrawn; a valve 80 being preferably provided in each of the conduits 79. V

Referringto the means D for elevating the improved gate B, it isto be noted that the gate structure B is laterally provided with groove wheels 80 and 81 supported on shafts 83 and 84 respectively; said shafts being supported by means of laterally extending flanges or members 85 so that the grooves of said wheels may receive the post 50 in sliding engagement therein. At the opposite side of the gate, wheels 87 and 88 are similarly provided, being supported on ea er? pins 89 and 90 respectively. Guide straps 91 and 92 are carried atthe left side of the gate extending about the tube or cylindrical post 50, and in similar manner guide straps 93 and 9t are provided at .the opposite side of the gate B for the vertical post or cylinder 51. These guide straps prevent the detachmentof the sections 23 and 2 1 from the posts or cylinders 50 and 51, should the gate be broken at its center by means of collision, as above suggested. The gate B is supported at its ends by means of cables 95 and 96 trained upwardly over the pulleys 70; said cables respectively extending down through the caps 55 of the cylindrical shaped posts '50 and 51, and within said posts 50 and 51 being attached to suitable piston-weight structures 97.

Referring to the structure 97 the same preferably includes a rod 98, which at the upper end thereof detachably supports a stop swivel 99, to which the cable 95 or 96 is connected. The rod 98 of course extends downwardly through the passageway 51, and at the lower end thereof detachably supports a piston 100. At the lower surface of the piston a gasket 101 is clamped by means of a spider 102 which is attached to the piston 100, so that the gasket or packing 101 is forced into engagementwith the walls of the tubes 50 or 51, in order to provide a piston arrangement. Upwardly of the piston a series of removable weights 103 are supported, in any desired number, as a means of counterbalancing the weight of the gate B. The total weight of the weights acting on the cables 95 and 96 is suflicient to elevate the gate 13 when atmospheric pressure exists in the passageways 51 of the tubes 50 and 51. I

Referring to the operating means D, the same includes a pump 107, which is operated by means of a motor 108, for the purpose of supplying air under pressure to the cylindrical shaped tubes 50 and 51, to operate beneath the pistons therein. Connected with the pump 107 is a conduit 109 which has conununication with the lower portions of each of the posts 50 and 51, as a means of supplying air pressure to said posts for coaction with the piston arrangements. The motor 108 is adapted to be operated by meansof a circuit 110, which has a storage battery 111 therein, and this circuit includes a switch 112, which is automatically operated at a desired point by the passing of a train over the rails, as the train is approaching the grade crossing, and in accordance with any conventional structure well known to those skilled in the art to which this invention relates. It will of course be understood that. upon building up the air pressure incident to operation of the pump 107 the air pressure in the cylinders or tubes 50 and 51, beneath the piston structures 97 therein, will force the piston structures upwardly in their respective cylinders. and the gate B incident to its weight will drop into a closed position across the highway 20.

The operating means D in order to render the same practical also includes the pressure cut-out mechanism 115; and the pressure release mechanism 116.

Referring specifically to the pressure operated switch mechanism 115 for controlling the circuit 110, the same is provided in order to insure that the motor will not operate the pump 107, after the desired pressure has been. obtained. It has been found that a nraximum of 15 pounds per square inch s .iperatinospheric pressure should not be exceeded. The structure 115 includes the body portion 118, provided with a base 119; later ally extending attaching flanges 120; and the vertical switch attaching plate 121. The base 119 is centrally provided with the tubular extension 123, and a lateral branch 12%- from the conduit 109 is adapted to be connected to this extension 123 by nut means 1.25, so that the air pr sure from the pump conduit 1119 may pass through the way 126 into the chamber 127 provided by the body 118. A piston 128 is slidably mounted in the chain her 127, and includes a rod 129 which extends vertically upward through the body 118, and through a packing nut 130 at the top of the body 118. A spring 131 is dis posed within the chamber 127 at one end engaging the nut 130, and at the other end engaging the piston 128 to normally force the latter downwardly in the chamber 127, against the detachable base plate 119.

At its upper end the piston rod 129 me tends exteriorly of the body 118, through the nut 130, and is connected with a switch mechanism 132, for the purpose of operating the same. This switch mechanism 132 is lo cated in the circuit 110, and it includes the plate 133 of insulating material, upon which the laterally extending insulation tracks 13% and 135 are provided, in spaced relation. At their facing surfaces these tracks 1341-. and 35 have contact strips 136 and 137 respectively, in spaced facing relation, and with which contact strips 136 and 137 terminal binding screws 139 and 140 are respectively connected, as a means for attaching the wires in the circuit 110. In the space between the tracks 134 and 135 it is preferred to provide a supporting stem 141, which at an end is detachably connected with the piston stem 129, and which between the tracks 13 1 and 135 supports resilient contact arms 1 14: and in respective engagement at their free ends with the contacts 136 and 137.

Referring to the operation of the switch cut-out structure 115, when the pressure in the operating piston exceeds 15 pounds superatmospheric pressure, the said pressure are will overbalance the action of the spring 131, force the piston 128 upwardly in the chamher. 127. This will-move the contact sup-- of the gate in maintaining the same lowered Lil notwithstanding the fact that the circuit has been broken, so long as the proper superatmospheric pressure exists on the pistons. Of course, ifv the pressure on the pistons falls below a predetermined amount the spring 131 will return the switch contacts to close the circuit 110, should thetrain still be on the trackway so as to maintain the automatic switch 112 closed in the circuit 110.

Referring to the circuit release valve 116, the same includes a supporting body struc ture somewhatsimilar to the body structure of the controlling switch structure 115 above mentioned, and preferably provides the 'receptacle body portion having a chamher 151 therein within which a piston 152 slides. The body 150 supports a detachable base plate 153 therein which has a vent duct 154 therein. The piston 152 preferably includes a pair of spaced plates 155 and 156, connected in a fixed relation by a hub 157, so thatthe space between said piston plates 155and 156 is normally in alignment with a lateral duct 158 with whichthe conduit 109. communicates, so that the air pressure normally acts in the space between the plates 155 and 156, preventing escape of air pressure. it piston rod 160 is' provided for the piston 152, extending upwardly through a packing nut 161, and the spring 162 nor+ mally forces the piston 152 into the position above mentioned with respect to the exit conduit 158. Exteriorly of the body 150, the stem 160 of the piston supports a core 164, operating in the passageway of a solenoid 165; this solenoid being supported in a casing 166 carried at the upper end 167 of the body of the device 116. The solenoid 165 is energized by means of the closing of a circuit by the train operating on the tracks 21 after the train has passed the grade crossing a sufficient distance. The closing of such circuit (not shown) will energize thesolenoid 165, so that-the core 164 is drawn upwardly therein, and against tension ofthe spring162 the piston 153 is lifted to uncover .the duct 158, and permit the escape of air pressure from the conduit-109 through. the vent opening 154. The body structure of the device 116 may have attaching flanges Referring to the engineers signal arrangement E, the sameincludes a semaphore arm tionary portion 182 in the switch box 1 170 which is pivotally supported between the ends by means of a shaft 171' supported by a switch box 172; thelatter being preferably attached to the supportingstructures 58 at a side of the gate. The arm 170, as is f illustrated in Figure 3 of the drawings, at one end thereof is provided with the disc 172, appropriately colored to signal to the engineer, andattheotherend is provided with a counterweight. 173 sui'iicient to return a;

a novel switchin device 177 within the,

switch box 172, which consists of an insulated drum 178* 'inovable with the shaft 171. The drum 178 has a pair ofspaced relatively insulated contacts' 178 and 179 therein, which are adapted to respectively contact with terminal contacts 180 and 181;

the latter contacts being carried by a sta- 72 and as is illustrated in Figure 7 of the draw ings. The contacts 180 and 181 are relatively insulated on the support 182, and are connected in a portionof the circuit 175, wherein a storage battery 184 is provided. As the arm 170 swings to a horizontal position for signalling purposes, the contacts 178 and 179 will bridge and engage the terminal contacts 180 and 181 respectively,closing the circuit and illuminating the lamp 174 for signalling purposes. Of course, the arm 170 operates transversely of the gate,

and extends outwardly over the trackway- 21to signal to the engineer of the approaching train that the gate is closing. As to the movement of the arm 17 0 to an operativeposition, this is effected by the lowering of the gate B. The gate B as it moves to a'closed position engages a. lever 186, which is pivotally connected to a shaft 187 mounted over the base 43', preferably in the connecting angles 63 and 64, and as is illustrated in the drawings. This shaft 187 moves with the lever 186, and at the opposite side of said shaft from the lever-.186 a lever 188 is connected therewith, and which lever '188 in turn connects with the semaphore arm 170 by means of a connecting rod 189. Therefore, as the gate lowers to engage the lever 186 as is illustrated in Figure 2 of the drawings, the shaft 187 will be moved to move the lever 188 into the/position illustrated, which will move the connecting rod 189 outwardly, and swing the semaphore arm 17 0 into a horizontal position. This operates the signal lamp 174 as above described, counterweight lever 189 returns lever 186 to the position ilustrated in Fig' ure 1.

Referring to the signalling mechanism F 220 into a horizontal which is adapted to be used in connection with the warning of traiiic traveling on the highway 20, the same preferably includes a siren 200 which is carried on the top of the gate B, and a Stop signal 201 which is carried by the gateB; the latter including portions 202 and 203 which are carried by the gate sections 23 and 2-1 respectively, and which. may separate when said gate sections are brolrenapart. The Stop signal includes a lamp 204, operating in a circuit 205, and the siren 200 operates in a circuit 206. The circuits 205 and 206 receive their current from a storage battery 207, and this storage battery 207 is preferably connected at one pole thereof to the vertically disposed control member 208 which is carried longitudinally adjacent the tube or cylinder 50, as is illustrated in the drawings. This member 208 is in the form of an angle in cross section, and includes the legs 209 and 210. A switch box 211 is carried by the gate B, and within this switch box 211 relatively insulated contacts 212 and 213 are I placed. connected respectively in the circuits 2 05 and 206. A supporting arm 21 1 extends laterally from the gate B, and oscillatively supports a shaft 215 therein, which extends into the switch box 211, and therein is provided with a right angled arm 216 which supports laminated brushes 217 and 218 for respective cooperation with the contacts 212 and 213. At its opposite end exteriorly of the switch box 211 the shaft 215 supports a rightangled arm 219, which at the free end thereof pivotally supports an operating lever 220, on a pin 221, between the ends of said lever, 220. The lever 220 is mounted for pivotal movement in a vertical plane transversely of the vertical plane in which the arm 219 moves as the shaft 215 is oscillated, and this lever 220 at the inner end thereof is provided with a counter weight 223, normally urging the lever position against a stop 22st of the arm 219. The lever 220 at the end opposite the counter weight 223 is pro vided with a detachable fixed pin 225, upon which is rotatably mounted a grooved roller 226, adapted to operate, over the serrated edge of the leg 210 of the member 203, as will be subsequently described. The plane of revolution of this wheel 226 is at right angles to the axis of the lever 220, and the pin 225 outwardly of the roller 226 is provided with an extension 229, which itself supports a pin 230 in right angled relation, and upon which pin 230 a side roller 231 is mounted for revolution in a plane at right angles to the roller 226.

At the serrated edge of the leg 210 of the signal operating member 208, a plurality of projections 235 are provided, at the upper portion thereof, over which the roller 226 is adapted to roll in its travel along the memher 208, as the gate B is descending. In its normal position the lever 220 bears with its weight against the member 208, incident to the inclined position of the arm 219. The roller 226 will therefore follow the edge of the leg 210, as is apparent, and as the roller 226 rolls over the projections 235, both the brushes 217 and 218 will engage their respective contacts for operating the lamp 204 and the siren 200. This occurs during the initial part of the descent of the gate B, and the circuits of both the lamp and siren will be broken when the roller 226 rolls into the depressions between the projecting portions 235, and as will be apparent from the drawings. As the gate B is moving to its finally closed posi tion, it is to be noted that the roller 226 will roll over projections 238 which are shallower than the projections 235, so that when roller 226 engages these projections 238 the arm 216 will only he rocked to the position illustrated in Figure 13 of the drawings, so that the brush 217 will engage the contacts 212 for operating the signal lamp 204, but the brush 218 will not be in a position to engage its contact 213, so that the circuit 206 will be inoperative and the siren will not sound. The signal lamp 2041 therefore continues to flash intermittently during the descent of the gate B, so long as the roller 226 rides over the projections 235 and 238. lVhen the gate B has reached its closed position, the roller 226 will have passed a depression 2&0 in the leg 210 of the member 208, as is illustrated in Figure 3 of the drawings. On its upward ascent the gate B will of course carry the lever 220 therewith, in the horizontal position illustrated in Figure 9 of the drawings, but upon continued upward movement of the gate B, the roller 226 will engage the shoulder 2 11 provided in the depression 240, and will hold the lever 220 in fixed position at the roller 226, rocking said lever 220 on its pivot pin 221, into the position illustrated by the dotted lines, and as the gates move upwardly the roller 231 at the extreme end the lever 220 will have passed to the in side of the leg 210, and will engage said leg 210; the roller 226 during this movement being well out of engagement with respect to the serrated edge of the leg 210, so that the signal circuits 205 and 206 are maintained inoperative, since the brushes 217 and 218 will be lifted off their respective contacts in said circuits. As the gate B moves to its open position at the top of the supporting structure C, the rollers 231 will ride off the leg 210, passing'through the opening 243, illustrated in Figure 3 of the drawings, and the counterweight 223 will return the lever arm 220 to its normal horizontal position with the grooved roller 226 in position to engage the edge of the leg 210 when the gate B again descends, so that the switch structures ofthe circuits 205 andz206 will be operated upon descent of the gate B, in the manner above described. 7

From the foregoing description of. this invention'it is apparent than -n0vel t p paratus for the engineer and trafiic on the highway is of particular importance, and possesses novel features.

Various'changes in the shape, size, and arrangement of parts may be made to the form of .invention herein shown and described, withoutdeparting from the spirit of the invention or the scope of the claims.

I claim: Y

1. In a crossing gate .ofthe' class described the combination of a pair of tubular supporting posts, a gate, means slidably connecting the gate to thevertical supporting posts, piston means in the posts having connection with said gate, weight means in the posts connected with the'piston means normally elevating the gate, and means for supplying fluid pressure to the piston means to counter the gate.

2. In .a crossing gate the combination of a pair of vertically disposed cylinders at opposite sides of a roadway, a gate, roller means at the ends of the gate engaging said cylinders, piston means in said cylinders,

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cable means connecting said piston means with said gate,weight means acting on said piston means to elevate said gate, and fluid pressure means for supplying pressure to the cylinders for elevating said weight means and piston means in said cylinders and permit lowering of said gate.

3'. In a crossing gate structure the combination of a gate, a pair of vertical cylinders,

guide means-connecting the ends of the gate to said cylinders with the gate therebetween, piston means operating in said, cylinders, a supporting structure including pulleys overhead of said cylinders; cables co'nnectedivith said piston means trained over said pulleys and connected with said gate at the ends thereof, weight means normally acting on said pistons in the cylinders to maintain the gate elevated incident thereto, and means for supplying air pressure to the cylinders :below said pistons to elevate said weight means and pistons in the cylinders and lower said gate between said cylinders.

t: In a crossing gate the combination of act the weight means and lower a supporting structure, vertical cylinders, sheaves carried by the supporting structure over said cylinders, a gate slidably connected with said cylinders for vertical movement therebetween, cables connected to. said gate at the end-s thereof and trained over said sheaves and extending into said cylinders, pistons in said cylinders connected to said cables, weights on said pistons, operating means for supplying fluid pressure to the cylinders to operate said pistons and elevate the same and said Weights to lower said gate, means to release said fluid pressure at a predetermined time and permit said weights to elevate said gate, and means for maintaining a substantially constant fluid pressure in said cylinders.

5. In a crossing gate the combination of a pair ofsupporting cylinders vertically arranged, a gate slidable in vertical manner between said supporting cylinders, pistons in said supporting cylinders, cable means connected with said pistons and with said gate,

weight means carried by said pistons. for

their outer ends to permit vertical movement of the gate to elevate the same, means mounting the sections at their proximateends for pivotal movement whereby the -sec- 'tions may give with respect to each. other, and become detached with respect to ,each

other, and easily severed holding pins normally connecting the gate sections in rigid relation at their proximate ends.

7. In combination a supporting structure,

a gate, means normally inaintainingthe gate elevated at said supporting structure, means to lower the gate, .a. pivotally mounted semaphore arm norm-ally maintained in an inoperative position, a pivotally mounted lever at the lower portion of the supporting struc-,

ture, connecting means between the pivotally mounted lever and the pivotallymounted semaphore arm, said gate when lowered into closing position being adapted to engage said pivotally mounted lever to actuate the semaphore arm into an operative position.

ELMER E. SARR;

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CERTIFICATE 0F CQRRECTWN.

Patent No. 1,646,877. Granted @ctober 25, 927, to

ELMER E. FARR.

It is hereby certified that the name of the assignee in the above numbered patent was erroneously written and printed as "Harry M. Bonnetti". whereas said name should have been Written and printed as "Harry M. Bonnette", as shown by the records of assignments in this oiiice; and that the said Letters Patent should be read with this correction therein that the some may conform to-the record of the case in the Patent Qffice.

Signed and sealed this 22nd day of November. A. i). 1927.

M. J. Moore, Seal. Acting Commissioner of Patents.

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