US3861591A

US3861591A - Railroad crossing construction

Info

Publication number: US3861591A
Application number: US361972A
Authority: US
Inventors: Roger F Rector
Original assignee: Individual
Current assignee: Individual
Priority date: 1973-05-21
Filing date: 1973-05-21
Publication date: 1975-01-21
Anticipated expiration: 1992-01-21

Abstract

A railroad crossing construction. The construction includes the conventional rails and ties. In addition there are provided a plurality of flat traffic plates which may be steel or other appropriate material. Each plate is positioned substantially horizontally so as to provide a flat surface for automobile traffic. Crosswise of the rails in one embodiment there are four main plates and two auxiliary plates. Each of the main plates has a downwardly extending flange on the sides of the plates which are parallel to the rails. Two of the main plates extend inwardly from each associated rail and their downwardly extending inner flanges rest on associated ties at approximately the central portion of the tie. The said inner flanges are secured to each other but are insulated from each other against the passage of electricity. Each of these plates contacts one of the rails at the adjacent end and rests on the flanges of the rail. On the opposite side of each rail is a similar plate which extends outwardly and has its downwardly extending flange secured to the outer end of the associated tie. Pivoted to each of these outwardly extending plates is a hinged plate which normally rests upon a fixed support adjacent the sides of the right of way. Should the rails, ties and ballast be forced downward by the weight of the train, truck or other vehicle passing over the crossing or should the crossing settle by reason of time or weather, the hinged outer plates pivot to accommodate for the movement of the rails and ties.

Description

U ilmte States Patent 1191 1111 3,861,591 Rector Jan. 21, 1975 RAILROAD CROS SINGCONSTRUCTION Each plate is positioned substantially horizontally so [76] Inventor: Roger R Rector 1720 Birchcrest as to provide a flat surface for automobile traffic. Rd. Columbus Ohio 43221 Crosswise of the rails in one embodiment there are four main plates and two auxiliary plates. Each of the Filedi y 1973 main plates has a downwardly extending flange on the sides of the plates which are parallel to the rails. Two [211 App! L972 of the main plates extend inwardly-from each associated rail and their downwardly extending inner flanges [52] US. Cl. 238/8 rest on associated ties at approximately the central [51] Int. Cl. E016 9/02 portion of the tie. The said inner flanges are secured [58] Field of Search 238/8, 2, l, 7, 9 to each other but are insulated from each other against the passage of electricity. Each of these plates References Cited 7 contacts one of the rails at the adjacent end and rests UNITED STATES PATENTS on the flanges of the rail. On the opposite side of each 1,493,406 5/1924 Van Doren et al. 238/8 rail is Similar Plate which extends outwardly and has 1,565,787 12/1925 B11110 238/8 its downwardly extending flange Secured t Outer 1 3 5 244 11/1932 di et l 233/9 end of the associated tie. Pivoted to eachof these out- 2,471,167 5/1949 Oxenr iderm; 238/8 wardly extending plates is a hinged plate which nor- Primary ExaminerM. Henson Wood, Jr. Assistant Examiner-Richard A. Bertsch [57] ABSTRACT A railroad crossing construction. The construction includes the conventional rails and, ties. In addition there are provided a plurality of flat traffic plates which may be steel or other appropriate material.

41 4s 36 66 23 e1 '31 t mally rests upon a fixed support adjacent the sides of the right of way. Should the rails, ties and ballast be forced downward by the weight of the train, truck or other vehicle passing over the crossing or should the crossing settle by reason of time or weather, the hinged outer plates pivot to accommodate for the movement of the rails and ties.

9 Claims, 5 Drawing Figures 51 v 55 71 64 56 s 52 67 g; 1'

75 77 21 77a. 19 11 7a 22 78a 75 1 1.

RAILROAD CROSSING CONSTRUCTION BACKGROUND OF THE INVENTION 1. Field of the Invention Much difficulty at railroad crossings has been encountered due to the movement up and down of railroad tracks because of the weight of trains and other vehicles passing over the tracks, especially at the railroad crossings. The problem of replacing heavily travelled grade crossings is difficult, and the expense and inconvenience of replacing such crossings is considerable. As a crossing settles due to heavy traffic, the crossing becomes rough and vehicles going over the rough crossings are damaged and often loads are partially dumped at such times. The cost of maintenance of such crossings also has been quite high. It is reported that at one crossing at the Baltimore works of the Western Electric Company, equipment suffered mechanical damage, tires blew out on vehicles, and reels of wire were dumped from their carriers because of such damage to the crossing. Traditionally, grade crossings are a challenge to the ingenuity of engineers and the nightmare of maintenance departments, charged with the responsibility of installing and maintaining them. Crossing damages cost individuals and plants thousands of dollars a year. Many attempts have been made to solve this problem but no attempt has solved it to the satisfaction of the public, the users, the plant owners, the railroads and others.

2. Description of the Prior Art Some of these attempts to solve this problem have been patented. The four Muchnic U.S. Pat. Nos. 1,154,534,1,551,165,1,725,410 and 1,725,411, show intermediate plates between the two rails which rest upon the flanges of the rails and mainly show approach plates which rest partly on the rail flanges and partly on the concrete roadway at either side of the track. Many other patents disclose metallic plates interposed between the rails of the track and the opposite sides of the right of way at a railroad crossing. Such plates are also disclosed in Jensen U.S. Pat. No. 1,557,950, reissue No. 17,201, Pearson et al. U.S. Pat. No. 1,710,030, Mulvihill U.S. Pat. Nos. 1,691,078 and 1,743,829, Dailey et al. U.S. Pat. No. 1,758,935, Myers U.S. Pat. No. 1,827,823, Ferneding et al. U.S. Pat. No. 1,885,244, Greely U.S. Pat. No. 2,076,338 and Oxenrider U.S. Pat. No. 2,471,167.

Many of the patentee inventors recognize the problem which has been stated substantially as follows:

Track rails and railroad beds tip, rise, and fall due to weather and traffic. It is therefore very difficult to keep railway and highway junctions in such condition as to provide a level crossing surface for long periods of time. It is, of course, very desirable that the plates intermediate the rails and on the sides remain even with the top of the rails. Otherwise excessive wear and damage are caused to engines, trains and other vehicles travelling over the crossing. This flush or even surface is lost often shortly after the construction of a crossing. The crossing becomes rough and uneven because of shifting of the track rails or settling of the road bed. Heavy cargo carrying road vehicles may also cause crossings to become rough and uneven. Continued maintenance service is thus required. This causes great expense to railroad and highway authorities.

Attempts to relieve these difficulties and expense have been attempted by providing surfaces which are directly supported on the track rails and are thus free to move up and down with changes in the road bed. These types of crossings are generally of metal construction and although they contract and expand with changes in temperature, they are relatively inflexible and not only tend to buckle upon expansion and loosen upon contraction, but also fail to maintain proper alignment with the sides of the roadway.

None of the prior art patents appear to have any sug gestion of a hinged structure excepting only the Pearson et al. U.S. Pat No. 1,710,030. The pivot in the center of the tracks shown in this patent does not solve the problem. It was apparently only provided for ease of installation. In my construction the whole inner construction of the crossing is allowed to float as it were, and the hinge action at the outer edges retains substantially perfect alignment with the roadway regardless of age, track conditions or vehicle road conditions. It permits normal vertical changes of level due to passing locomotives and rail cars. It prevents damage to locomotives and rail cars and lading due to bouncing over solid type crossings. The crossing construction may easily be removed for rail or tie replacement or inspection and replaced without damage. It may even be removed and installed at a different location. It is constructed in interlocking sections and thus provides for easy handling, shipping, stowing and is adaptable to any size crossing and even on ordinary curves. Practically no maintenance is required.

SUMMARY OF THE INVENTION In this invention there is provided a railroad crossing including a plurality of railroad ties, a pair of rails secured to the ties and a plurality of main inner plates resting partially on the rails and secured to or resting on the ties. In addition to the plurality of main inner plates there are a pair of auxiliary outer plates pivoted to the main plates and resting upon solid foundations at the sides of the right of way.

My railroad crossing construction comprises a plurality of railroad ties, a pair of rails secured to said ties, a pair of main plates for each rail, each such plate contacting one of said rails on one side of the rail, resting on the flange of the rail, and extending away from the rail in a direction opposite to the other plate so that there is an inwardly extending main plate and an outwardly extending main plate, having in the preferred embodiment, means for securing the outer portion of each of said outwardly extending plates to the outer portion of some or all of the associated ties, together in combination with an outwardly extending auxiliary plate hingedly connected to an outer portion of each of the outwardly extending main plates and resting upon a support at its outer end slidingly so that the ties, rails, main plates may tip, or move up and down while at the same time the outer portions (the auxiliary plates) lead smoothly from the roadway to the main plates which are flush with the rails and are secured to the ties, and can move up and down with the floating of the tie and rail construction.

One of the objects of this invention is to provide a railway crossing construction.

Another object is to provide a railway crossing structure which is economical in installation and maintenance and is efficient.

A further object of the invention is to provide a safe, smooth economical railroad crossing for rail and vehicular traffic.

A further object of the invention is to obtain a smooth railroad crossing in which the hinge action retains reasonable alignment regardless of age, track condition, or vehicle road condition and permits normal vertical changes of level of the rails due to highway trucks passing over the crossing or due to passing locomotive and rail cars, and in which damage to locomotives and rail cars and lading and to highway vehicles due to bouncing over solid type crossings is minimized or prevented.

A further object of the invention is to provide an economical railroad crossing which can be installed in hours instead of days and with a much smaller crew, which may be removed for rail or tie replacement or inspection and replaced without damage, which may be removed and installed at another location, and which is constructed with interlocking sections and provides for easy handling, shipping, stowing and is adaptable to any size crossing even on ordinary curves.

A further object of the invention is improvement in public relations by eliminating damage to highway vehicles, their occupants and ladings of citizens who drive over a railroad crossing inasmuch as the average public contact with a railroad now (since curtailment of passenger trains) is at a grade crossing.

Further objects of the invention are to provide a railroad crossing which stays in perfect alignment with the track, requires practically no maintenance, has excellent drainage and wherein the rail or tie inspection is easy and the spikes are locked in place.

I have found that the above and other objects of the invention can be attained by a railroad crossing construction comprising a plurality of railroad ties, a pair of rails secured to said ties, a pair of main plates for each such rail, each such plate contacting its associated rail on the side of said rail opposite to the other associated plate and each such plate extending away from said rail in a direction opposite to the other associated plate so that there is for each rail an inwardly extending main plate and an outwardly extending main plate together with means for securing the inwardly extending plates to each other adjacent to the center of the ties and with means for securing the outwardly extending portion of each said main outwardly extending plate to an outer portion of some of the ties and in combination a pair of outwardly extending auxiliary plates hingedly connected to the outer portion of each of the outwardly extending plates and a support for the outer ends of said auxiliary plates,

BRIEF DESCRIPTION OF THE DRAWINGS In order that my invention may be more fully disclosed, reference is had to the accompanying drawings which illustrate forms of apparatus embodying the foregoing and such other principles, advantages or capabilities as may be pointed out herein or as are inherent in the invention. For purposes of clarity and explanation, the following description is explicit and the accompanying drawings are detailed but it is to be distinctly understood that such exposition is illustrative only and that my invention is not restricted to the particular details recited in the specification or shown in the drawings wherein:

FIG. 1 is a view in section of a preferred embodiment of a railway crossing, constructed according to my invention, the section being taken laterally through the rails and longitudinally of the ties;

FIG. 2 is a fragmentary view in section of one side of an alternative embodiment ofthe crossing showing supports consisting of shortened outer plates or brackets which do not rest on the ties and showing the position of the hinged plate as the construction is installed with the main plates and the auxiliary hinged plates horizontal and in alignment with each other as they are shown in FIG. 1;

FIG. 3 is a fragmentary view of one side of the construction of FIG. 1 but showing the position of the hinged auxiliary plate relative to the main plates when the rails, ties and main plates have been lowered due either to settling over a long period of time or due to pressure from the top for a short period when heavy train or other vehicle is passing over the rails or the crossing;

FIG. 4 is a view similar to FIG. 3 showing the alignment of the main plate with the auxiliary hinged plate at a time when the ties, rails and main plates have been raised from any cause including have been raised by the supply of additional ballast; and

FIG. 5 is a view in plan of a crossing looking down on the structures shown in FIG. 1 wherein a portion of some of the plates have been removed in order to show the construction below the plates.

DETAILED DESCRIPTION A PREFERRED EMBODIMENT OF THE INVENTION Referring now especially to FIGS. 1 and 5 of the drawings for a more detailed description of embodiment illustrated, it may be seen that I have shown a plurality of railroad ties such as 11, l2, l3 and 14, which may rest upon ballast 19 which is usually placed upon and covers the earth of the right of way at the highway crossing and elsewhere (or such ties may even at times rest directly on the earth). Tie plates such as 21 and 22 are secured to the ties as for example, to the tie II as shown in FIG. 1. Resting upon

such tie plates

21 and 22 respectively are a pair of railroad rails 23 and 24. Supported partially by the

rails

23 and 24 and partially by the ties such as ties l1, l2, 13, 14, etc. are a plurality of main inner traffic plates such as 31, 32, 33, 34 and 35 and a plurality of main outer traffic plates such as 36, 37, 38 and 39, etc. Hinged to the main outer plates are a plurality of hinged auxiliary traffic plates such as 41, 42, 43, 44 and 45, etc. such hinged auxiliary plates being pivoted on pins such as 48 and 49 which extend through bores such as 51 and 52 through the outer main plates and through the hinged plates.

Each of the rails have base flanges such as S5 and 56 and each of the main traffic plates have a pair of downwardly extending flanges which rest either on one of the rail flanges or on one or more of the ties. Thus for example, in FIG. 1 the main inner traffic plate 31 has flanges 61 and 62. The flange 61 is shaped so that its outer end nests in the portion of the rail 23 between the rail base flange 55 and the upper bearing surface of the rail and thus contacts the narrow vertical portion of the rail. The extreme outer end of the flange 61 rests upon the base flange 55 of the rail 23. The flange 62 is shaped somewhat like a reversed L and has its lower portion resting upon the tie 11. Similarly the main inner traffic plate 32 has a flange 63 substantially identical with (but reversed as to) the flange 61. It also has a flange 64 which is substantially identical with the flange 62 but is reversed relative thereto. The main outer traffic plate 36 has a flange 65 which is also substantially reversed L-shaped and extends downward from the pivot point about pin 48 and at its lower end rests upon the outer end of the tie 11. At its inner end the traffic plate 36 has a flange 66 somewhat like the flange 61 but having a T-shaped portion which extends into the space between the rail base flange 55 and the rail head of rail 23. The main outer traffic'plate 37 has a flange 67 corresponding substantially to the flange 65 but reversed relative thereto and a. flange 68 corresponding substantially to the flange .66 but reversed relative thereto. The

flanges

62 and 64 have an insulation strip 69 interposed between them, such strip being a nonconductor of electricity; A bolt 71 passing through the

flanges

62 and 64 and through the insulation strip 69 secures the two flanges and the insulation strip together. The bolt itself may be made of, a material which is a non-conductor of electricity or may be a metal bolt with an insulating bushing which is a non-conductor of electricity and thus the

traffic plates

31 and 32 are insulated electrically from each other in the usual manner.

Spikes such as 75 and 76 secure the flanges 65 and .67 to the tie 11 at points near the outer end of the tie and spikes such as 77, 77a, 78, and 78a secure the

tie plates

21 and 22 to the tieat points inward from the

spikes

75 and 76.

Flanges

62 and 64 may be secured by spikes to the-tie 11 if desired. Many if not all of the spikes (e.g., see spike 78) secure not only the associated tie plate but also the rail itself to some of the ties. The outer ends of the pivoted

plates

41 and 42 rest upon

slabs

81 and 82 whichmay be of concrete or any other suitable material. The slabs may extend all of the way across the roadway or each may be shorter (each extending part of the way across) and there may be several so that they in effect extend all of the way across. The roadway outside of the railroad right of way is indicated by

numerals

83 and 84.

In FIG. 1 the pivoted traffic plates such as 41 and 42 are shown in a normal position they might assume when the structure is installed. It will be noticed that the pivoted traffic plate 42 is in substantial horizontal alignment with the

main traffic plates

31, 32, 36 and 37 and also with the pivoted traffic plate 41. However, should either the earth or the ballast of the foundation or the ties sink for any reason to a position such as is shown in FIG. 3, the auxiliary traffic plate 42 will pivot about the pin 49 (or auxiliary traffic plate 41 about pin 48). Then though the auxiliary plate 42 will not be in exact alignment with

main traffic plates

31, 32, 36 and 37 nor in exact alignment with the auxiliary traffic plate 41, its

angle relative thereto will be slight and a road vehicle passing along the roadway, across the railroad will not encounter the shocks now so often received at such crossings. On the other hand should the earth or the ballast be raised for any reason and should the ties such as 11 be raised, the auxiliary traffic plate 42 will again pivot about the pivot pin 49 as shown in FIG. 4. Then although the hinged traffic plate 42 will not be exactly in line with the

plates

31, 32 and 41, the angle will not be great and vehicles passing along the roadway crossing the rails will not feel appreciably jarred due to the raising of the rails and/or of the construction supporting the rails. i

In FIG. 2, there is shown an alternative construction. Therein the rail 124 is supported'by tie plate 122 which is in turn supported by tie 111 and ballast 119. The inner main traffic plate l32'nests between the base flange and head of rail 124, and-rests at one end on the base flange of rail 124. At its opposite end, the construction of main flange is identical with inner main traffic plate 32. However, the support 137 differs from main outer traffic plate 37 in that it has no outer flange bearing on the tie 111. The auxiliary traffic plate 142 is pivoted on a pivot bolt 149 which extends through inasmuch as the structure may obviously be duplicated for each pair of rails.

[t is to be understood thatthe above described embodiments .of my invention are for purposes of illustration only and that various changes may be made therein without departing: from the spirit and scope of the invention as defined in the following claims.

I claim:

1.. A railroadcrossing construction comprising:

a plurality of railroad ties;

a pair of rails secured to said ties;

a main traffic plate for each rail, such plate contacting one of said rails on one side of the rail and resting on the flange of said rail and extending away fromsuch rail in a direction toward the other rail so that there is an inwardly extending main plate;

an outwardly extending support for each rail;

an outwardly extending auxiliary hinged plate pivotally connected to a portion of each of the outwardly extending supports; and

roadway supports for the outer ends of said outwardly extending auxiliary plates in which each outwardly extending support is an outwardly extending main traffic plate;

in which there is also provided means for securing the outer portion of each of said outwardly extending main traffic plates to an outer portion of one of the associated ties; 1

in which each of the main traffic plates is formed with a downwardly extending flange at each end;

in which the two inner flanges of the two inwardly extending plates are separated from each other by a spacing strip which is not a conductor of electricity; and I in which theflanges at the outer ends of the outwardlyextending main traffic plates are secured to the outer end of the associated tie by a railroad spike.

2. A railroad crossing construction comprising:

a plurality of railroad ties;

a pair of rails secured to said ties;

a plurality of pairs of main plates for each such rail, each such plate contacting its associated rail on the side of said rail oppositeto the other associated plate and each such plate extending away from said rail in a direction opposite to the other associated plate so that there is for each rail a plurality of inwardly extending main plates and a plurality of outwardly extending main plates;

means for securing the inwardly extending plates to each other adjacent to the center of the associated ties;

means for securing the outwardly extending portion of each of saidmain outwardly extending plates to an outer portion of the associated ties;

a pair of outwardly extending hinged auxiliary plates pivotally connected to an outer portion of each of the outwardly extending plates; and

roadway supports for the outer ends of said auxiliary plates.

3. The structure of claim 2,

in which the ties are supported by the earth and by ballast but are free to rise and fall with passage of engines and cars.

4. The structure of claim 3,

in which the outer ends of the outwardly extending main plates, as well as each of the rails are secured to the ties by spikes.

5. The structure of claim 4,

in which the outer ends of the auxiliary hinged plates are supported by supports associated with the highway.

6. The structure of claim 2,

in which the surface of the crossing and track, including the ties, rails, and plates may move up and down if the earth or the ballast is raised or settles.

7. The structure of claim 2,

in which each of the main plates is provided at each of its ends with a downwardly extending flange.

8. A railroad crossing comprising:

a plurality of railroad ties;

a pair of rails secured to said ties;

a plurality of pairs of main plates for each such rail,

each such plate contacting its associated rail on the side of said rail opposite to the other associated plate and each such plate extending away from said rail in a direction opposite to the other associated plate so that there is for each rail a plurality of inwardly extending main plates and a plurality of outwardly extending main plates;

means for securing the outwardly extending portion of each of said main outwardly extending plates to an outer portion of the associated ties;

roadway supports for the outer ends of said auxiliary plates;

in which each of the main plates is provided at each of its ends with a downwardly extending flange;

in which each rail is clamped between the downwardly extending flanges of the two main plates associated therewith and in which the flanges at the inner end of the two inwardly extending plates are secured to each other adjacent the center of the tie by bolts extending through the downwardly extending flanges of said inwardly extending plates and through a resilient packing interposed between said flanges of said inwardly extending main plates.

9. The structure of claim 8,

in which the packing is of a material which is a nonconductor of electricity.

Claims

1. A railroad crossing construction comprising: a plurality of railroad ties; a pair of rails secured to said ties; a main traffic plate for each rail, such plate contacting one of said rails on one side of the rail and resting on the flange of said rail and extending away from such rail in a direction toward the other rail so that there is an inwardly extending main plate; an outwardly extending support for each rail; an outwardly extending auxiliary hinged plate pivotally connected to a portion of each of the outwardly extending supports; and roadway supports for the outer ends of said outwardly extending auxiliary plates in which each outwardly extending support is an outwardly extending main traffic plate; in which there is also provided means for securing the outer portion of each of said outwardly extending main traffic plates to an outer portion of one of the associated ties; in which each of the main traffic plates is formed with a downwardly extending flange at each end; in which the two inner flanges of the two inwardly extending plates are separated from each other by a spacing strip which is not a conductor of electricity; and in which the flanges at the outer ends of the outwardly extending main traffic plates are secured to the outer end of the associated tie by a railroad spike.

2. A railroad crossing construction comprising: a plurality of railroad ties; a pair of rails secured to said ties; a plurality of pairs of main plates for each such rail, each such plate contacting its associated rail on the side of said rail opposite to the other associated plate and each such plate extending away from said rail in a direction opposite to the other associated plate so that there is for each rail a plurality of inwardly extending main plates and a plurality of outwardly extending main plates; means for securing the inwardly extending plates to each other adjacent to the center of the associated ties; means for securing the outwardly extending portion of each of said main outwardly extending plates to an outer portion of the associated ties; a pair of outwardly extending hinged auxiliary plates pivotally connected to an outer portion of each of the outwardly extending plates; and roadway supports for the outer ends of said auxiliary plates.

3. The structure of claim 2, in which the ties are supported by the earth and by ballast but are free to rise and fall with passage of engines and cars.

4. The structure of claim 3, in which the outer ends of the outwardly extending main plates, as well as each of the rails are secured to the ties by spikes.

5. The structure of claim 4, in which the outer ends of the auxiliary hinged plates are supported by supports associated with the highway.

6. The structure of claim 2, in which the surface of the crossing and track, including the ties, rails, and plates may move up and down if the earth or the ballast is raised or settles.

7. The structure of claim 2, in which each of the main plates is provided at each of its ends with a downwardly extending flange.

8. A railroad crossing comprising: a plurality of railroad ties; a pair of rails secured to said ties; a plurality of pairs of main plates for each such rail, each such plate contacting its associated rail on the side of said rail opposite to the other associated plate and each such plate extending away from said rail in a direction opposite To the other associated plate so that there is for each rail a plurality of inwardly extending main plates and a plurality of outwardly extending main plates; means for securing the inwardly extending plates to each other adjacent to the center of the associated ties; means for securing the outwardly extending portion of each of said main outwardly extending plates to an outer portion of the associated ties; a pair of outwardly extending hinged auxiliary plates pivotally connected to an outer portion of each of the outwardly extending plates; and roadway supports for the outer ends of said auxiliary plates; in which each of the main plates is provided at each of its ends with a downwardly extending flange; in which each rail is clamped between the downwardly extending flanges of the two main plates associated therewith and in which the flanges at the inner end of the two inwardly extending plates are secured to each other adjacent the center of the tie by bolts extending through the downwardly extending flanges of said inwardly extending plates and through a resilient packing interposed between said flanges of said inwardly extending main plates.

9. The structure of claim 8, in which the packing is of a material which is a non-conductor of electricity.