US1857458A - Railroad crossing - Google Patents

Description

'May 10, 1932. c.`P. KIMMEI.

I RAILROAD CROSSING Filed Jan. 20, 1932 Carjpjmel l@ f Patented May 10, 1932 UNITED STATES PATE-Nr OFFICE CHARLES r.. mman, or GARS; INDIANA f v i RAILROAD CROSSING y Application med January 2o, '1932. serial No. 587,735.' n

Y My invention relatesto a, u construction adapted for use at the intersection of highways with railroad tracks.

- Under modern trafiic conditions such crossings have certain very definite requirements due to the `high speed and weight of vehicles usingther highways and they necessity for constant maintenance to provide a relatively smooth surface. An object of this "inn)v vention-'is to provide a crossing structure .of relatively low initial cost that Vmay be vinvstalled by ordinary track labor with tools as generally carried' by the ordinary railroad section gang and. that may easily be main- 15 tained without excessive cost or extensive interruption of` highway traffic. t y Some of the requirements of an ideal crossing structure are as follows:

` First: The crossing sectionl must be. the

20 full depth of the rail.

Second: It must haveV suiiicient mass to resisbgb Seeed impact 1 Tenthi It shallbe sonl designed that it may be applied without special construction work to curves, frogs and switches. A f A fEleventh: It shall adaptitself .to varying-fl rail heights without thenecessity for a corf 55 respondingy number of different production rolls and preferably it shall be `adapted to utilizestandard sections in order to meet different rail height conditions. i*

Twelfth: The constructionshall ,be such `that. when assembled itlwill drain water away from the road bed vdirectly beneath the crossing. v

The `construction hereafter described-meets C? theconditions referred to in every particular.

The invention will be more readily under-y stood by. reference to Vthe accompanying drawings,`in whichzk v c Fig.. 1 kis a transverse', sectional view througha single crossing constructed in ac- 70 cordance-'with'rny invention; K j

Fig. 2 is a plan view of the end portion thereof. andv i by railroads. The toe of the base section will Y extend forward suiiciently sothat when resting upon the tie plate fia-nge, tipping of the fabricated section will not be possible. If the tie plate iange is thinner than the height of the recess 15, a slight adzing of the tie beneath the foot flange 14 of the base section will allow the toe of the basesection to rest upon the tie' platev ange.

The body or leg 16 of the toe angle is" shaped to provide a seatfor-themarginal edge vof the stem 17 of theTsection, the stem of the T section 'being joined to theuprig'ht.

leg of the base section by rivets 18, as shown,

or by spot welding, if desired. A-fT sectionwill be selectedhaving suitable dimensions in orderthatthe height when rivetedin place will correspond tothe height of the track rail. VIf desired of course the upper surface ofthe `flange' or `table 194o'f the T section may be' at 20 to provide antij lithic or stone and a binder of a suitable kind.

I may prefer to install a pair of fabricated sections between the fabricated sections adj acent to the track railsas shown .inFigv 1 in which case a tie plate is laid on the tie vin order adjacent to the track rails. .Y Y

The base leg of. the toe Vangle necessarily has to be of .a lengthr to give adequate 'upright support and allow for efiicient spiking to the v'to provide a construction identical to that 'cross ties. It is obvious that the base angle section as shown on the drawings would .resistbending about a curve or ,radiusv of the track. 'A slot 25 is sawed to a certain depth into the base leg of the toe angle at intervals that will allow the section to be formed about a curve by thevordinary trac-k gang-without any special bending equipment. It is obvious that if it was required `to formthe assembled sections at the point of fabrication to suit the many different degrees of ourvatures that obtain, itwould be a great inconvenience and expense. Y.

It'will be noted fthat the crossing may be installed by the ordinary track gang; that it may be painted or coated from time to time by removal of the material 24; that the ma;

, terlal adjacent to the track rail may be readily removed for inspection of bolts and fish plates and that the crossingrstructure is in eect a unit with the track structure. Y. -K -f Modifications in the structure may suggest themselves to those skilled in the art and I do not wish to be. limited except as indicated in the appended claims.

I claim:

1. In a railroad crossing, the combination with the track rails, ties andtie plates, of a pairofguard rails spaced a suitable distance from and extending parallel'to the track rails for Nthe length of the crossing, said guard railsfbeing ofggenerally T-section, formed in two parts that are joined through their webs, rtheflow'er part having a foot flange adapted to overlie thetie-plates and be spiked to a tie.' l s 2. In. railroad Crossing, the combination with thev track rails, tie, and tie lates, of a pair of guard railsspaced a s'uita le distance from andextending parallel to the track railsl for'the length of thev crossing, said guard rails being :of .generally T-section,

formed in two parts that arev joinedthrough their webs, the lower part having a foot flange adapted to overlie the tie-plates and .be spiked to a tie, 'the upper part being in the the web of4 which may be selected to produce a guard rail of the same .height as the track Fall.

3. Inv a railroad crossing, thecombination .90 vform of a standard T-section the depth of with'the track railsftie and tie plates, of a pair of guard rails spaced a suitable distance from and extending parallel to the track rails for the length 'of the" crossing, said guard yrails being of generally T-section, formed in two parts that are oinedthrough their'webs,

the lower'parthaving a footiiange adapted to overlie the tie-platesand'be spiked to a tie, and yreadily removable vehicle-track material for illingthe crossing to` rail height between adjacent* uard-rails.

4; 5A fa ricated element for railroad crossings, comprising a two 4.part section,'the` parts being joined through lapped webs,` the Mlower part being formed to provide a foot flange to Yoverlie a tie-plate and to'be spikedV toa tie,

the upper VVpart having a flange, the upper surface of which is adapted to lie in the plane of the topl of a track rail. f l

, 5. A fabricated element for railroad crossings, comprising a two part section, the parts n being joined through lapped webs, the lower part being formed to provide `a footflan'ge to overlie a tie-plate and to be spiked to a' tie, the upper part being astandard T-section, the dimensions of which maybe selected to produce a guard rail corresponding in height tothe track rail with whichit is tobe used.

6. A fabricated element for railroadcrossings, comprising a twoV part section, the parts being joined through lapped webs, the lower part being formed to provide a foot flange to overlie atie-plate and to be spiked to a tie, said lowerv part being standard for all track rail heights, the upper part being astandard T-section of varying heights to correspond to the track rail height.

7. A fabricated element for railroad crossings, comprising a two part section, the parts being joined through lapped webs, the lower part being formed to provide a foot flange to overlie a tie-plate and to be spiked to a tie, the upper part having a flange, the upper surface of which is adapted to lie in the plane of the top of a track rail, the web of the upper part being cut away at the ends and the flange bent diagonally down in position to be spiked to a tie.

In testimony whereof I have afliXed my signature.

CHARLES P. KIMMEL.

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