US1729325A - bigio - Google Patents

Description

Sept. 24, 1929.

A. Blcslo TRAFFIC: SAFETY DEVICE 2 Sheets-Sheet 1 Filed Sept. 25 1924 lA. BIGIO 2 Sheets-Sheet 2 TRAFFIC SAFETY DEVICE Filed Sept. 25. 1924 Sept. 24, 1 929.

inflated senza-19291 UNITED; STATES ALBERT IBIGIO, F NEW YORK, N. Y.

PATENT oFFlcEQ TRAFFIC-SAFETY DEVICE I A.Am-I cation tiled S'eptember25, 1924. Serial No. 739,842.

My invention relates to an improvement in railway crossingb protector devices and'is especially adapt-ed to the protection ofvehlc- .ular traffic, and incidentally rail ay traffic,

5 at points where the roadnfor vehi les and the roadbed. of the railway intersec and com monly known as grade crossings.

I One of thenovel features of y device relates to -a method of signalli g, for both forms of traiic, which is initiated by the railway-trafiic only, and through such initia tion, to cause a, certain'automatic sequence of events'within the system-herein outlined to Y .v occur, in a manner to be hereinafter described in detail.- i

Anotherdistinctadvantlage of my device vcomprises the utilization of means which, while actin as guard gates against encroach-` meit of rall right of way, after the signals and sequences 4have been initiated, whereby ,said guar ingv means-will act as a sweep, with .fa tendency to clear. the grade crossing or rail fright of way of obstruct-ions. Y

Another advantage of my device is 'that inthe event such guardin devices are interfered with, in the norma operative. function Vof closing the rail rightof way as above out-v lined that this interference with the function thereof or the preventing of such functioning '3h is immediately transmitted by signals to the lates to the construction, -whereby trains are permitted`tooperate in either` direction and` the system will operate as described. This andA other features will appear-as the specification herein proceeds.

In the drawingr Fig. 1' is a fragmentary plan view offa railway grade crossing showing the gates in operative closed against vehicular traic.-

position Fig.. 2 is a side elevation of either of said gates 1n an open'position for permitting the vehicular traliic to cross the rails.

Fig. 3 shows one form. of a type of mechanism for operating to close and open the sald guard gates.

Fig. 4 shows an end view of a train vehicle in gperative position with the operative conac l v Fig. 5 is a diagrammatic hookup of the electric circuits whereby the train control mechanism will cause to operate, and

Fig. 6 is a separate diagrammatic view of the electric signal control system shown apart from Fig. 5 for the purpose of clarity.

In the plan view, Fig. l, there is showna railwayroadbed comprising rails and ties, generally denoted by R, and traversing this roadbed at right. angles thereto is a vehicular both sides.

As indicated in Fig. l, the gates G1 and G2, for guarding the rail crossing against vehicular'trafiic, are shown closed, they being sup# ported for swinging movement -upon gate post P at the top of which is mounted a visual signalling device such as any suitable Atype of railway lantern L having onopposite Sides the usual red and green lights for indicating danger or clear signals. 1 In the position as traffic, and in this instance the green lights show up and down the rail right of way and the red lights therein show the opposite sides against vehicular. traflic, thereby giving warning. These lights will be continuously lighted lsc that when the gates are open, then the red lights show against `the rail traiiic and the green lights show clear for vehicular traiiic. y I

As a means for acting as a stop for the operating gates, there'is arranged on the opposite side of the railway, and opposite to the operative mechanism' for the gates, which will later be described, a suitable form of gate stop S which in the present instance iscOnstructed'of a piece of plain angle-iron which may be'suitably buried in the ground adjacent the 'roadbed as at A, 2. rThe guard gate -right of Way ot 'any desirable width, generally denoted by V, between the arrows on -`shown, the gates are closedagainst vehicular .both sides of said sign so that in stop position either against the train or, vehicular traiiic,

the sign contributes the further warning` against movement of'either traffic, according v to setting and this sign is indicated at'B,

Figs. 1 and 2. p

Oneorm of preferred means for operat- Ving to open and close gates, upon actuation of the control mechanism there is shown in Fig. 3 a concrete pit Cwhich is preferably -formed in the ground below the level ofthe lroadbed R and adj'acentthe same. on opposite sides as shown in Fig.' 1. This pit is preferably made in such a manner as to irlake it tamper/and Water proof.. Within the pit Ihave located an electric motor. generally denoted by E in Figs. 3 and 5 and this elec-- tric motor has arranged upon one end'of its armature shaft, a worm drive D whlch 1n turn y meshes with a worm wheel W which is'frictionally engaged upon a jack shaft/J which is preferably rotatably held in a bracket support K which is suitably and firmly 'aiixed to the bottom of the pit. 'Under certa-in con.

ditions the worm wheel W is re'e to revolve with the shaft J owing to thearrangement of a friction drive means M shown on the left side thereof, said friction drive in turn being" mounted upon a bevel gear sleeve N mounted within the bearing portion of the bracket K, and the bevelledgear O which is aiiixed to said sleeve is thereby caused to' revolve by the motor driving the said worm wheel W. In turn the bevelled gear O meshes with a bevelled gear sector Q, which is in turn mounted rigidly at the lower end of the tubular stopgate post P, said tube being indicated as at T, Figs. 2 and 3.

In-the preferred form of construction, and in order to eliminate certain parts which may otherwise be used in their installation, I preter, owingto the short time in which saidV gates will be in use in guarding the rail right of way, that the motor shall continue to rotate and act as locks, during the period 'ofA o eration of the gates as closures until a c ange of cycle occurs and they return to their normal positions, to permit vehicular" trailic to cross.

To this end, when the motor `E revolves it causes the worm wheel W to revolve and this in turn drives the gear O which in turn drivesthe sector Q, and according to the direction ;of the rotation of the motor E the gates will be driven to their full operative closed or open position and will be thereby stopped in their position by the gate stops Swhether the gates are in open or closed position against' vehicu# lar trahie. y

UponY reaching either one of thesepositionsand until such period' as the sequence of control, later to be described, is completed the motors will continue torun,I driving the worm 18 and 18'.'-

drive the worm wheel,v W andthe friction mechanism will rthereupon slip 'until the guarding o eration 'has been completed and thereafter t e cycle is reversed, andthe gates return to normal openvehi'cle position, after which the motor will cease rotating leaving the gates in the desired position.

As a means for causing the motor t'o commence operating upon the-rotating activity of the system andto" later cause the motor' to cease operating upon the completion of the gg cycle, I have herein outlined, in more or less `diagrammatic form, one of such circuits as would operate the rail control mechanism as above described;

By referring to -5, therewill be noted 85 a pair of conductive main wires 1 and 2 and which wiring may be continued along the rail right of way for furnishing the desired electric power from any suitable source, not

shown. From the main 1 and 2 there leads oo two connections 3 which run to the interior Aof the pit andfrom these upwardly through the tube. of the shaft T to two warning signal lights L andthese two lights are joined in series by another wire 4 so that these lights 95 are continuously lit sfthat their opposite red and een signals may exhibit in favor of or against traiic according to the position of the gates G.-

Leading to another point, V shown in the 100 right handside of thedrawing are another pair of. electric conduits 5 and 6 vboth Aof which run to opposite sides to an oscillating switch generally denotedby 7 in the present instance this form of switch being shown as pivoted at 8 for operating either to the right hand as shown'or on the left hand as shown, thereby closing or opening the circuits which arel controlled by switch points 9 and 10 or are shown in the drawing as being -in contact or under the lever 7, by dotted. lines.

This oscillating lever `may be mechanically or electrically connected to a switch arm ccn- A'an-equivalent pair `of switchv points which 110 trol mechanism preferably placed at the opposite end of said ,control circuit and this being generally denoted by a base 10 having a pivotally operated-crank arm 11 and an operative connecting means between .both said switch and arm control meanscompris- 12o ing a connecting rod 1 2 so that any movement is transferred tothe switch 7*-8-9-10 from the control arm 11.

.\ In the positipn as' shown of switch 7, the

current through lthe main 14-2 flows through i ias the lead 5 and down through the leads 13, 14, 15, 16 and 1'( and the terminal end of these wires is connected toA oppositely disposed contact elements generally denoted by i readiness for operation, they are, in operation closed by a bridging contact means which is carried by v.the train vehicle X as indicated in Fig. 4 and which Will be later described. l

From the ends of contacts 29-29, are two leads 24, 25 which in turn are connected to one terminal each of the two motors E. The opposite terminals Aof the motors E, are in turn connected to leads 26, 27, which are connected to insulated contacts 28'-28,' Fig. 5, at right side Aof diagram, as shown. These last contacts are not in electrical connection with the source of power, vexcept as-will be .hereinafter described..v

Y At the Vleft hand side of diagram Fig. .5, isshown a sliding contact control element similar to that just described, and its manner of hookup is as follows; the insulated. contacts' 29-29 areconnected .to each of the motor terminals',l in series, by leads 30,31, 'and the opposite terminals of each motor are connected by leads 32, 33 to contacts-34, 34, respectively,so that in efect, through this control circuit,'the motors E are arranged in reverse series, thatis to say that, according "pto approach of train, in either direction, with circuit closing shoe,to be later described, the .motors E are energized to cause a right hand, or a left hand rotation of the motor armatures, according to which group of con 4tacts first energize the motors, which then determines the sequence o f operation of the gates, starting fromeither side or end of the control system, in conjunction with the last `position of the switch-control mechanisms l 7 8-9-10 and 1011.

By referring to Fig. 4r,Y there is therein disclosed an end elevation of a railway vehicle, generally denoted by X, which has attached thereto a ycircuit control means for causing the sequential operation of the foregoing.

l. described safety mechanism. While it is lhere shownmore or less diagrammatically, i th'eprime essentials of this simple form, of actuator ma be fully understood from the following t any convenient point at the underside of the railway vehicle, and vpreferi ably', this may be on the motive vehicle, there l is arranged any desired form of support 34', which may carry at its outer ends, for operag tion in either running direction lof the train, a switchthrowing means .3 5-36. This last arrangement cooperates 'with the control shown motor, E, whic switch 7 8-9--10 to energize the system to initiate action, upon 'approach of atrain to the grade crossing protected by my device. l

" Upon the support 34', is located an insulator 4plate' 37, which in turn supports bridgingcontact means 38,v 39,' which when in operative position, are in a plane to con'- tact with the circuit control contact means continued to other points along the line to energize like crossing' controls, 'as herein described.

The action or operation of my device is as follows:

The rail guard-gates G in Fig. 5 are guard- 'ing the rail rightof way, as shown, permitting vehicular cross tralhcin the direction-of the arrows-41, both ways, but blocking rail traine i'n the Vsense that the gates in this position, are in control of. a signal-'light svstem, later tov be described, which shows clear to vehicular. traiiic butdanger to rail traic'.

Upon ,the approach, to the grade crossing, by a train,`and at any suilicient distance therefrom, the train by the previously noted mechanisxn, first strikes the control switch 7--87- 9--10 and sets itV to close the circuit as shown, which includes, from the main 1-2, the following; -leads 5 6,- 13.-.-19, 14-20, contacts 18-.18 and 23-23, contacts 18'-18, and 2323, through leads 15-20, .2l-16. At this point the circuit is not closed, but is operatively closed upon the train then reaching the control contacts v18--23-28-29,

- rst group, whereupon the contact bridge 38 closes contacts 23-28, and simultaneously contact bridge closes contacts 18-29-.

(The foregoing action, throughthe leads, etc.. previouslynoted causes the first 'gate G to close through the o erationfof the lower is operatively ,con-

nected to said gate asshown in and described forl Fig. 3, thus causing the said gate to move to its vehicular barring position-Y, as

a shown in dotted lines in Fig; 5. In sequence,

thereafter, the upper motor E is then actuated by the second group of control contacts being closed by the' bridge 38 .closingthe control contacts 1 8-'-29, thus energizing said motor E andthrough theoperativeconnection setl forth for Fig. 3, the upper gate iscaused to close the opposite side of the -r'ail right of way against vehicular traliicl Upon the train leaving zone, the motors E cease to 'operate leaving the two gates in closed position, but clear for the passage of .the train..

When the train has passed the'crossing, at

a predetermined point, it engages with. the

the control contact manner as described for the first set of con- 4trol contacts, with the difference, however,

that the contacts 18.-23, and-293fi are so arranged that they causethe current to enter the motors E in a reverse direction thus causing the gates to be operated'back to original open vehicular traiic position.' v

This is accomplished ,by the train bridge Contactg closing, first the controlcontacts 29-34' in Ithe advance group, thus operating to cause the lower shown motor E to open its gate',vand4 then sequentially to advance upon and bridge the second control contacts 25J- 34, thus energizing' the upper shown motor E alsoin a reverse directiQn,'causing-the upper gate G? also open to vehicular traiic andclosed against train traffic. Thereafter as the train leaves the control'zone, the motorsy E cease to operate and the system is left in condition `to-be operated by any train coming from either direction. If it so happens that `the next train also. moves into the control zone from the same direction las the-previous train, i. e., in the direction of the arrow 40, the system is set for the above described sequence of-operation. However, if a train should come from a direction opposite to the arrow 40, then the switch control arm 11 is intercepted, moved to its opposite angular position,'and through the connecting rod, or equivalent means 12, the switch lever 7 ,is thrown toA a position opposite to that shown in Fig. '5, thus closing contacts 9-10 and setting the entire circuitv into a reverse cur-r rent control, thereby causing the entire circuitand apparatus to respondv in the same sequence tooperate the gates to close and open under the control of said oppositely moving train;

' In the last noted instance thetraincontact bridge 37, after which 7 has -beenthrowin operates to bridge control contacts SZW- .34 tof, operate the upper motor E to yclose the'gate Gr2 against vehicular traic,then the second control contacts 23-34 operate the second lower `motor E, closing-lower gate'Gr1 against vehicular traffic, and as previously' describedfor the train travelling in the direction of the arrow 40, the first control contacts 18'-29 of fthe second group open gate G2, second control contacts 18-29 open secojnd gate Gr1 to vehicular traic and the system is againiin readiness to operate under the-influence of a train travelling in either direction.

It will be noted from th4 foregoing de# scription that the train initiates a sequence. of controls whereby its paing through they control zone in either direction causes a predetermined series of operationsto take place'. regardless of its direction of movement, and is atall times scf/to operate.

vInf-.addition ro the foregoing, and as 'a means for givingv double warning, one t'o the vehicular traiiic'and one to the traintraic upon any change occuring in the operative condition of my system or upon the occurring of some undesirable condition of operation, I

:have provided'in association with my system are shown separately from the traiccontrol e had to Fig..

6 in which, for clearness, such alarm circuits circuits although under the control thereof 'as will now be pointed out. f

` As previously referred to, the gate posts P being hollow, wiring 3-4 permits the light signals L thereon to be permanently lit, and according to gate position to show clear or dangerin either direction of cross'traic. In addition, I have provided means for enabling the engineer of thetrain to receive a check signal, while in transit, to assure -him that the safety system is operatinggand in suliicienttime to permit him to stop his train, when warned of the non-functioning or interference with the system.` Substantially'simultaneously -therewith a warning of train y approach is given to vehicular traic by an such asa horn 41, Fig. 6,. and

audible signal, also a visible warning by the lieretoforedw scribed lights L.

thereto, to operatively oscillate with the gates, from one position tothe other', and at the terminal points are located contacts 43-44, the

contacts 44 being preferably arcuate and separated slightly from the contacts- 43, Aso i that a slight movement of the gates will close the lightsignal and horn circuits, and thus immediately give warning to vehicular traffic of train approach and closure of right of way. The current therefor is supplied through the leads 3 from the main 12, whenV the posts Pare in either position.

In thepost switch position shown in Fig. 6, only one set of lights are in circuit, such as z; these all being red lights, and are set against the train, showing that the track is blocked. These lights, however, in actual practice are placed at interval of about one third of a mile apa-rt, and-the control switch 7-8-9 10 and arm-.10 still further away so that the {irst contact-of the train with the system will cause the g-ate posts P4 to operate, whereupon the gates s ift,'and the lightsz go out and the second circuit or green lights a light up, thereby indicatinv to the engineerl that the crossing is proper y arded.

If the crossing is b ocked however, gates are interfered with'so that they cannot close then-the warning red lights a remain lit, and the engineer brings his train to a stop.

`The train in leaving the crossing control and the I section, as previously set forth, causes a reversal of the entering cycle, and-upon thereturn ofthe gates to initial position, the lights sequentially blocking and permitting passage t of said trafiic at .said crossing, means operated by electricity for moving said blocking means, a first electric ,Contact means arranged in the line of passage of one of said traffics and electrically connected with said -electrically operated means for moving, a second electric contact means arranged in tli'esame line of traffic as the first contact means and electrically connected with said electrically operated means for moving, means forv supl inv electric current and a switch coo )erating between said current supplying means and said first and second contact means, said switch being operated by a vehicle' moving along the linc of trafiic which hasl said elec:

tric contact means therein, said vehicle being provided with means for'contactmg in turn said first and second contact means, contact ofsaid meansof the vehicle with the first electric Contact means causing operation of said electrically operated means for moving.

said blocking means from position blocking the line of traffic having said electricv contact means therein to position for blocking the other line of traffic and contact of said means of the vehicle with said second electric contact means causing. operation of said electrically operated means for moving said blocking means from its last mentioned blocking position to its former blocking position.

2. In a safety device for a crossing'fo'rmedtheintersection4 of a line of track controlled traic and a line of road traffic, in combination, means arranged at opposite sides of the track controlled traffic for sequentially blocking the track controlled and' road traf,-

fic means operated by electricity for moving said blocking means, electric contact means arranged in the lineof laterally thereof and electrically connected with said electrically operated means' for moving, the line of the track controlled .traffic and distant from said blocking means laterally thereof in direction opposite the first mentioned contact means and electrically connected with said electrically operated means frominoving, means for supplying electric current, and

gates, a ,arranged in the line of the track controlled the track ,controlled .trafiic and distant from said blockingv meanselectric contact means arranged in' a vswitch cooperating mentioned contact means, .said switch being operated by a moving trackv controlled vehicle provided with means for contacting in turn said' firstl and second mentioned electric contact means, contact of said means of the vehicle with theA first mentioned contact means causingv Yoperation 'of said electrically" operated means formoving said blocking means from position.,i for blocking the tract contrafiic and Contact of said means ofl the vehicle Awith vthe secondl mentioned contact `means causing operation of said. electrically operated means for moving said blocking between said means for supplying current and said first and second trolled trafi'ic to position for blocking the road y means `from position' for blockingthe roadv traffic to its formerposition. Y Y

3. 'In a safetyy device for a crossing formed by the intersection of a line of track controlled traffic and -a `lineof road traffic, in combination, gates for sequentially blocking and permitting passage of said trafiic at said crossing meansoperated by electricity Jfor moving said first assemblage of electric contacts traffic and electrically connected to said electrically operated means for-moving, a second assemblage of electric contacts arranged in the line' of the track controlled traiiic and electricallyconnected withsaid electrically operated means for. moving, means for supplying electric current, and a switch cooperating between said'means for supplying current and said first and second contact assemblages', said switch being operated by a moving track controlled vehicle provided with means for contacting in turn said irst and second assemblages, contact of said means of the vehicle with said first assemblage causing operation of said electrically operated means for moving said gates from position blocking the track controlled traffic to position for blocking the road traffic and contact of said means ofthe vehicle with said` second assemblage `causing operation ofi-said electrically'operated means for moving said gates from positionv blocking the-road traffic to their former position. V

4.- In a safety .device for a crossing formed bythe intersection of a line of .track controlled trafiic and a line of road traffic, in combination` gates arranged on opposite sides of 'the track controlled trailic for sequentially blocking and permitting passage of said traffics at said crossing, an electric motor for each of sa id gates Vfor `mOvingthe gate, a first electric Contact means-:arranged inQthe line of the track controlle ,1 --fiic and electrically connected. with both said motors, a second electric contact means arranged in the line o f the track controlled trafc and electrically connected with both said motors, plyinelectric'current, and a switch cooperating etween said means for supplying curmeans for suprent vand said first and second electric contact, means, said switch being operated by a moving track controlled vehicle provided with means for contacting in turn said first and second electric contact means, contact of-said means of the vehicle withV said iirst contact means causing operationof saidmotors for moving said gates from position blocking the track controlled traiiic to position for blocking the road traiiic and contactof said means of the vehicle with said second contact means causing operation of said motors for moving said gates from position blocking the road traiiic 'to their former position.

5. In a safety device for a crossing formed by the intersection, of a line 'of track con-A trolled trafiic and a line of roady traflic, in combination, posts on opposite sides of the track controlled 'traflic and axially rotatable in opposite directions, a gate on each post swinglngly 'movable in opposite directions by rotation of the post, electrcall operated means for rota-ting said posts, a rst assemblage of electric contacts arranged ln the line of track controlled trafiic on one side of said gates and electrically connected with said electrically o erated means for rotating, a

second assem lage of electric contacts arranged'in the line of the track controlled traiiic on the side of said gates opposite the flrstmentioned side and electrically connected-withY said electrically operated means for rotating, means for supplying electric current, and a switch cooperating between said means or supplying current and said first and second assem lages,"said switch bein operated bya moving track controlled vei'cle provided with means or contacting in turn said iirst and second assemblages, contact of said means of the vehicle with said first assemblage causing operation of said electrically operated means for rotating for moving said ates from posit-ion blocking the track control edtrafiic 'to position for blocking-the road traiiic and Contact of said meansof the vehicle with said second assemblage ,causing operation` of Xsaid electrically operated means for rotating for moving said gates from position'bloeking the road traine to their former position.

6. I n a safety devicefor road crossings, incombination, means movable inopposite directions for sequentially blocking intersecting ,linesl of traino, first and second electric contact means located in oneofj'the lines of said traflic and adapted for successive operation, means for supplying electric current, and means cooperating between said current supplying means and' said blocking means and including means for moving a switch, said switch being operated vby a vehicle moving in the line of traflic having said electric contact means therein, said vehicle 'operating in turn said electric contact means, operation by said vehicle of said first electric contact 'ing in the line of traiic havin combination, means movable in opposite directions, for sequentially blocking intersecting lines of trafiic, electrically operated means for moving said blockingmeans, first v and second electric Contact means located in one of the lin'esof said trafiic and adapted for successive operation and electrically connected to said lelectrically operated means for moving, means for supplying electric cur-H rent, and a contactible switch cooperating between said means for supplying current to said first and second electric contact means, said switch being operated by a vehicle movg said electric contact means therein, said vehicle being provided with means for contacting in turnsaid first and second electric contact means, contact-of said means of the' vehicle with said first contact means causing o eration of said electrically operatedmeans or moving said blocking meansin one'direction and contact of said means of the vehicle with-said second means causing operation of-said electrically operated means for moving said blocking means in direction reverse to the first direction. f

8. In a safety device for road crossings, in combination, gates movable in opposite'di.-

rections for sequentially blocking intersect` inglines of trafiic, first and second electric contact assemblageslocated in one of said lines of traffic and spaced apart therein for operatign in turn, said assem lages including groups of electric contact members, said groups being adapted for successive operation, means for supplying electric current,

and means cooperating between said current supplying means and said gates and includ- A l ing electrically operated means for moving the gate and a switch for connecting the current supplying-means to the assemblages,

said switch being operatedby a vehicle moving in the'line of trafiic. having said assembla es therein, saidcvehicle operating in turn said assemblages by operating successively the groups of contact members in the assemblages, operation by said vehicle of said first l assemblage causing movement of said atcs in one direction and operation by said ve icle of said second assemblage causin movefirst direction, successive operation by said vehicle of the grou s of contact members included in the assem lages causing movement of one of the gates in advance of the other gate when the gates are moved in either irection. Y i 9. In a. safety device for a road crossin formed by the intersection of two lines 0% -ment of said gates in direction opposite `to the traffic in combination, anassemblage ofelec-V tric contacts arranged in one of said lines of traffic and consisting cfr-a plurality of groups of contact members, means in the other line of traffic successively movable to close the same, said closing meansbeing connecte-d to said groups, said Agroups being adapted for successive operation of the groups, and means for successively operatingb the lgroups and appurtenant to a vehicle lmoving along said line of traffic.

10. In a safety device for aroad crossing formed by the intersection of two lines of traffic successively movable,said groups being d operable successively to close said gate means, v and bridging means appurtenant to a vehicle,-

4 moving lalong said line of traffic and engage'- able with said groups for successively operating the groups. y

1l. Iii a safety device for ioad crossings,`in combination, means .successively movable in opposite directions for sequentially blocking sively axially rotatable in 'forward andare` and clearing intersecting lines of' trafc, warning signals appurtenant to onev of said lines of traffic and remote from said blocking l means and indicating danger when the line of Itraffic to which said signals ap ertain is blocked and the other line is c ear, and means cooperating between said blocking means and warning signals for maintainin said signals at danger in the event of failure of said blocking means to move to position for clearing the line of traffic' to which said signals appertain and blocking the other line of traffic. A

12. In a safety device forintersecting passages for traffic, in combination,pos'ts succesverse directions, gates secured to the posts and swingingly movablefin forward and' re.- verse directions 4by' rotation of the posts, warning signals remote from said gates, the gates, when the posts are rotated in one direction, being swingingly moved for clearing one of the intersecting assages and blocking the other passage an when the posts are rotated. in the reverse direction being swingingly moved for clearing .the last mentioned Y passage and blocking the fiist mentioned pasl sage, and electric means cooperating between the posts and warning signals for o erating the signals respectively to warn tra c in one passage in the event of failure of the gates to move to position for clearing said one passageand blocking the other passage.

13. In a safety device associated with a crossing formen by the intersection of a pas-- sage for track 'controlled traffic and a passage for road traffic, in combination, posts axially rotatable in forward vand reverse directions, gates secured to .the posts andswingingly movable by rotation of the posts for sequentially blocking and clearing the passage for track controlled trafHc and the passage forv road traffic, warning signals arranged along' the line of passage ofthe track-controlled traffic andremote from said gates and appurtenant to said traffic, and' means cooperating between the posts and said signals for maintainingthe signals set as'indic ating danger for the track controlled traffic in the event of failure of the gates in their movement to block the road traffic and means'to successively 'actuate said'posts. V Y

14. In a safety device associated with a crossing formed by the intersection of a passage for track controlled traffic and a passage for road traffic, in combination, posts axially rotatable inlforward and reverse directions,

`gates secured to the posts and swingingly movable by-rota-tion of the posts for blocking and clearing the passagefor track controlled traffic and thepassage for road traffic, a post and its gate being arranged on each side of the track controlled traffic, and means for rotatf ing the'post-s, said means being adapted for rotating one of theposts to swing its gate in advance of the rotation by said means of the other post and the swinging of the gate of the other post for preventing interference between the gates in their swinging movement.

15. In a safet device associated with a crossing formed y the intersection of a passage for track controlled traffic and a passage for road trafiic, in combination, posts axially rotatable in forward and reverse directions, gates secured to the posts and swingingly movable by rotation ofthe posts for blocking Aand clearing the-passage for track controlled traffic and the passage for road traffic, electrically operable means for rotating the posts,

and electric contacts arranged in the line of passage of the track controlled traffic and operatively connected to said electrically operable means for operating the same, a post and its gate being arranged onI cach side of the track controlled traffic and said contacts being adapted for operating said electrically operable means to rotate one of said posts to swing its gate in advance ofthe rotation by said means of the other post and the swinging of the gate of the other postcfor preventing interference between the gates in their swinging movement.

' 16.. In a safet device associated with aI crossing formedy the intersection of a passage for track controlled traffic and a passage for road traffic, in combination, posts axially rotatabley in vforward and reverse directions, a motor for each of thel posts foigrotating the pos't, gates secured to the posts and swingbetween the gates in their "trame, and means for operatingthe motors for rotating the p osts, a post and its gate being'arranged on each side of the track controlled traiic and said means-being adapted for operating the motor for rotating one of said posts to swing its gate in advance of operationby said means ofthe motor for rotating the other post and swinging of the gate of the other 'post-for preventing interference swinging movement.

17; In a safety device associated with a crossing formed by the intersection of a passage for track controlled traliic and a passage for road-traiiic, in combination, a source of supply of electricity, posts axially rotatable in forward and reverse directions, gates secured to the posts and swingingly movable by rotation of the posts for blocking and clearing the passage for'track controlled traftic and the passage for road traiiic, electrically operablemeans for rotating the posts, electric contacts arranged in the line of passage of the track controlled traiiic between the tracks thereof and operatively connectedto said electrically operable means for operating the same, andan electricswitch located between said tracks and operatively connected to the source of electricity and to said contacts and operable bymeans appurtenant to a veu hicle travelling in the line lof passage of the track controlled trafiic.

18. In a safety'device associated with a sage for track controlled traiiic and a passage for road traflic, in-combination, a source of supply of electricity, posts axially rotatable in forward and reverse' directions, gates secured to the osts and swingingly movable by rotation cip the posts for blocking and clearing the passage for track controlled tra-ffic and the passage for road trai'lic, electrically operable means for rotating the posts, warning signals supported by the posts and common to both the passages for traiiic and operable by rotation o'f the posts, warning signals arrangedq along the line of passage of the track controlled traicand appurtenant to said passage and operated by rotation of the posts, electric contacts arranged in the ,line of passage of the track controlled trafiic and operatively connected to saidelectrically operable means for operating the same, and an electric switch operatively .connected to the source of electricity and to said contacts and operable by means appurtenant to a vehicle travelling in the line ofpassage of the track 'controlled trafc, said'velucle being provided with means for contacting said electric contacts during passage of said vehicle for` opetating the contacts. v

19. In f t-zsafetgpv device 'associated with a crossing formed by the intersection-of ai'passage for track controlled traic and a passage vfor road trac, in combination, posts axially rotatable 1n forward and reverse d1rect1ons,'.

" traic and the passage for road traiiic, electric warning signals arranged along the line of passage ofthe trackcontrolled traiic and remote from the gates, and, electric means cooperating between the 'posts and said distant signals for operating said signals by rotation of the posts, and automatically operable means to successively actuate said posts. 20. In a safety device for road crossings, the combination of means successively movable for blocking a road at the crossing; means appurtenant to one ofthe roads remote from the blocking means for automatically successively controlling the blocking means; and signal means appartenant to one of said roads and remote from the blocking means and controlled by the blocking means..v

21.. In a safety device for'road crossings,

appurtenant to saidv last named road remote from 'the blocking means and controlled byl the blocking means.' 22. In a safety device for road crossings, the 'combination of a single pair of successively movable gates at opposite sides of both roads of the crossing for blocking the road at the crossing and closer to each other than the width of the gate; means for automatically successively actuating the gates.

23.'I1a safety device for road crossin S, the combination vof a pair of successive y movable means on opposite sides of said crossing Vfor blocking the road at the crossing and a pair of means appurtenant to said road remote respectively diiii'erent distances from the crossing and operable by a passing vehlcle for respectively successively operating the blocking means respectively.

Signed at New York, in the county of New York and State of Nevlork, this 22nd day of September, A. iD. 1924.

BERT Bisio.

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