US413519A - I i i i i i i i i - Google Patents
I i i i i i i i i Download PDFInfo
- Publication number
- US413519A US413519A US413519DA US413519A US 413519 A US413519 A US 413519A US 413519D A US413519D A US 413519DA US 413519 A US413519 A US 413519A
- Authority
- US
- United States
- Prior art keywords
- guard
- rails
- plate
- ties
- bridge
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- XEEYBQQBJWHFJM-UHFFFAOYSA-N iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 12
- 238000010276 construction Methods 0.000 description 6
- 229910052742 iron Inorganic materials 0.000 description 6
- 210000001772 Blood Platelets Anatomy 0.000 description 2
- 235000008984 brauner Senf Nutrition 0.000 description 2
- 244000275904 brauner Senf Species 0.000 description 2
- 230000000875 corresponding Effects 0.000 description 2
Images
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B5/00—Rails; Guard rails; Distance-keeping means for them
- E01B5/18—Guard rails; Connecting, fastening or adjusting means therefor
Definitions
- OSWALD JORDAN OF ST. THOMAS, ONTARIO, CANADA.
- My invention has for its object the producd tion of a guard for railway-bridges which shall be at once simple in its construction and effective in its operation; and it consists, essentially, in placing between the main-track rails either two or three or four guard-rails evenly spaced between the main-track rails, and preferably having their ends bent down and fastened in an iron plate let into the ties; also, in certain other novel features of construction hereinafter more fully described and claimed.
- Figure l is a plan view of a section of a railway-bridge with my iinproved guard located thereon.
- Fig. 2 is a sectional view showing the Inode of fastening the ends of the rails.
- Fig. 3 shows a variation in which four guard-rails are used.
- Fig. 4. is a plan view of the fastening-plate.
- Fig. 5 is a view showing a variation in the mode of attaching the guard-rails.
- Fig. 6 is a detail side elevation, 011 an enlarged scale, of said variation.
- A represents the1 ties of the bridge, and B the main-track rai s.
- C are the guard-rails, and in practice I prefer to use the ordinary T-rail, although any form of rail might be used with equal facility.
- the number of these rails is optional. Of course the best results would be obtained where four or even more are used; but for ordinary use I prefer to use three, thus leaving a space of about twelve inches between each guard-rail and betweenV the guard-rails and the main-track rails. If four guard-rails were used, a space of about nine inches would be left between the rails.
- these rails are preferably bent downward and Serial No. 317,108. (No model.)
- a convenient and very effective mode of fastening them is by means of a plate D, which maybe let into the ties so that it will be flush with them, and be spiked or bolted in.
- This plate is provided with oriiices d, corresponding exactly with the shape of the rail as it enters the plate, so that the ball, neck, and ange are all embraced by the plate and the rail held irmly in position.
- the edge d of the plate can be turned downward, and thus prevent anything which may be dragging from ⁇ catching.
- the orifices cl2 inthe plate, through whichthe bolts or spikes pass may be countersunk to receive the heads.
- my guard I prefer to rivet the guard-rails together, instead of bolting them, so that wheels or broken trucks will not catch on them.
- guardrails for bridges in which two rails are placed between the main-track rails and are brought to a point at each end, an objection has been found in that, if the derailed truck, as it strikes the bridge, has worked past the center of the track or on the wrong side of the point of the guard, it is thrown still farther over, and will usually strike the side of the bridge and carry the latter away.
- Figs. 5 and 6 I have shown a variation in the mode of fastening the ends of the guardrails.
- E represents the plate which is attached to the ties, and e represent inclined blocks rigidly engaged to the plate and to which the ends of the guard-rails are rigidly attached.
- the guard-rails terminate in a gradual slope, as is desired.
- guard-rails extending parallel with each other and with the main-track rails, and hav ing their ends curved downward and held in position by an iron plate fastened to the ties, substantially as described.
- an iron plate for holding the ends ot' the guard-rails in position, said plate bolted or otherwise fastened to the ties and having the ends of the rails passed throughvhe same, substantially as described.
Description
2 Sheets-Sheet. 1.
(No Model.)
0.1i. JORDAN.
GUARD FR RAILWAY BRIDGES.
No.l 413.41519. Patented Oct.v 22, 1889.
WITWESSES (No Model.) 2 Sheets-Sheet 2.
o.` I'. JORDAN.
GUARD POR RAILWAY BRIDGES. R No. 413,519. Patented Oct. 22, 1889.
yi/ESSES i MVR/'ifm f I @yf/MG? 7M@ 1 UNITED STATES PATENT OFFICE.
OSWALD JORDAN, OF ST. THOMAS, ONTARIO, CANADA.
GUARD FOR RAILWAY-BRIDG ES.
SPECIFICATION forming part of Letters Patent No. 413,519, dated October 22, 1889.
Application filed July 11, 1889.
To all whom it may concern:
Be it known that I, OswALD F. JORDAN, a subject of the Queen of Great Britain, residing at St. Thomas, county of Elgin, Province of Ontario, Canada, havek invented a certain new and useful Improvement in Guards for Railway-Bridges5, and I declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.
My invention -has for its object the producd tion of a guard for railway-bridges which shall be at once simple in its construction and effective in its operation; and it consists, essentially, in placing between the main-track rails either two or three or four guard-rails evenly spaced between the main-track rails, and preferably having their ends bent down and fastened in an iron plate let into the ties; also, in certain other novel features of construction hereinafter more fully described and claimed.
In the drawings, Figure l is a plan view of a section of a railway-bridge with my iinproved guard located thereon. Fig. 2 is a sectional view showing the Inode of fastening the ends of the rails. Fig. 3 shows a variation in which four guard-rails are used. Fig. 4. is a plan view of the fastening-plate. Fig. 5 is a view showing a variation in the mode of attaching the guard-rails. Fig. 6 is a detail side elevation, 011 an enlarged scale, of said variation.
In carrying out my invention, A represents the1 ties of the bridge, and B the main-track rai s.
C are the guard-rails, and in practice I prefer to use the ordinary T-rail, although any form of rail might be used with equal facility. The number of these rails is optional. Of course the best results would be obtained where four or even more are used; but for ordinary use I prefer to use three, thus leaving a space of about twelve inches between each guard-rail and betweenV the guard-rails and the main-track rails. If four guard-rails were used, a space of about nine inches would be left between the rails. At both ends c these rails are preferably bent downward and Serial No. 317,108. (No model.)
fastened rigidly in place. A convenient and very effective mode of fastening them is by means of a plate D, which maybe let into the ties so that it will be flush with them, and be spiked or bolted in. This plate is provided with oriiices d, corresponding exactly with the shape of the rail as it enters the plate, so that the ball, neck, and ange are all embraced by the plate and the rail held irmly in position. If desired, the edge d of the plate can be turned downward, and thus prevent anything which may be dragging from` catching. Also, the orifices cl2 inthe plate, through whichthe bolts or spikes pass, may be countersunk to receive the heads. Also, in the construction of my guard I prefer to rivet the guard-rails together, instead of bolting them, so that wheels or broken trucks will not catch on them.
In the use of the present style of guardrails for bridges, in which two rails are placed between the main-track rails and are brought to a point at each end, an objection has been found in that, if the derailed truck, as it strikes the bridge, has worked past the center of the track or on the wrong side of the point of the guard, it is thrown still farther over, and will usually strike the side of the bridge and carry the latter away. By the use of my improved guard, however, this objection is entirely removed, since, no matter where the derailed truck strikes the bridge, it is carried or slid along in the saine position as when it struck the bridge; and where three or more guard-rails are used, should a truck strike the guard sidewise, the latter would carry the wheels across without letting 4them strike the ties; also, should the wheels touch the ties, the guard-rails would prevent further twisting of the wheels and guide the truck over safely. Thus the danger of a broken truck or trucks which strike the bridge sidewise, carrying the ties away and letting the wreck through the bridge, is obviated.
In Figs. 5 and 6 I have shown a variation in the mode of fastening the ends of the guardrails. In this variation E represents the plate which is attached to the ties, and e represent inclined blocks rigidly engaged to the plate and to which the ends of the guard-rails are rigidly attached. Thus the guard-rails terminate in a gradual slope, as is desired.
IOO
. from the main-track rails and from each other,
said guard-rails extending parallel with each other and with the main-track rails, and hav ing their ends curved downward and held in position by an iron plate fastened to the ties, substantially as described.
4. In a guard for railway-bridges, an iron plate for holding the ends ot' the guard-rails in position, said plate bolted or otherwise fastened to the ties and having the ends of the rails passed throughvhe same, substantially as described.
In testimony whereof I sign this specification in the presence of two witnesses.
OSWALD F. JORDAN. Vitnesses:
L. A. DoELTY, W. H. CHAMBERLIN.
Publications (1)
Publication Number | Publication Date |
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US413519A true US413519A (en) | 1889-10-22 |
Family
ID=2482450
Family Applications (1)
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US413519D Expired - Lifetime US413519A (en) | I i i i i i i i i |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3002955A1 (en) * | 2013-03-07 | 2014-09-12 | Sncf | STIFFENER FOR RAILWAY AND METHOD FOR MANUFACTURING SUCH STIFFENER |
-
0
- US US413519D patent/US413519A/en not_active Expired - Lifetime
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3002955A1 (en) * | 2013-03-07 | 2014-09-12 | Sncf | STIFFENER FOR RAILWAY AND METHOD FOR MANUFACTURING SUCH STIFFENER |
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