US530197A - Railway-crossing - Google Patents

Description

('No Model.)

I 2 Sheets-Sheet 2. A. J. MOXHAM. RAILWAY CROSSING.

Patented Dec. 4, 1894.

WITNESSES: mVEA/m/s p UNITED STATES PATENT OFFICE.

, ARTHURJ. MOXHAM,OF JOHNSTOWN, PENNSYLVANIA.

RAILWAY-CROSSING.

SPECIFICATION forming part of Letters Patent No. 530,197, dated December 4, 1894.

I Application filed March 30, 1894. Serial No. 505,768. (No model.)

To all whom it may concern.-

Be it known that I, ARTHUR J. MOXHAM, a subject of the Queen of Great Britain, residing at Johnstown, county of Gambria, State of Pennsylvania, have invented a new and useful Improvement in Railway-Crossings, of which the following specification is a true and exact description, due reference being had to the accompanying drawings.

My invention, Case 40, relates to those structures used where one railroad track crosses another track, whether both be steam roads, or one a street railroad. In these crossings, owing to the weight and speed of the trains on the steam' road, it is exceedingly difficult to construct a crossing which will stand the wear and tear for any length of time.

The object of my invention is to provide a crossing which will carry the cars across the other track with little jar, and which is at thesame time well adapted to withstand the wear put upon it by the travel upon the rails. It is difficult in a crossing of this kind, constructed of various pieces of rail fitted and bolted together, to keep the bolts tight and the structure rigid, as the jar of the trains soon works everything loose and greatly destroys the efficiency of the crossing.

By my invention I am enabled to form a crossing without bolts or similar fastenings and which is in one integral piece and consequently cannot become loose.

Referring to the drawings: Figure 1,shows a top view of a crossing embodying my inven tion and adapted for use Where a street car track crosses a steam road. Fig. 2 is a section on XX of the street track in Fig.1. Fig. 3 is a section on Y-Y of the steam track. Fig. at is a side View of a portion of the street track illustrating a detail hereinafter described. Fig.-5 is a section on line ZZ of Fig. 4. Fig. 6 is a detail hereinafter explained. Fig. 7 is a plan of crossing adapted for use where one steam road crosses another.

In general my invention consists in forming the rails-upon which the steam cars travel of substantially heavier section than the usual rails of the steam track, and having other advantages which I will point out. In constructing the crossing I first form two of these steam-track rails continuous through the crossing and weld the crossing rails to them, and thus join the crossing in one integral structure with no bolts to loosen or loose pieces to become displaced.

In the drawings, A are the rails of a street-- car track, and B, the rails of a steam track. The heads of the various rails are marked H, and the grooves in which the flanges of the car wheels run are marked G.

In constructing the crossing I form the steam rail B as follows: I take a bar of rolled steel of the configuration shown in full lines in Fig. 6, or I plane a rectangular billet, as shown by the dotted lines, down to the shape of the full lines. This shape. it is seen, is substantially rectangular and is provided with base flanges for spiking down to the ties, and a groove for the wheel flange. The head of this section is substantially wider than the head of an ordinary rail, say four or five.

inches. The ends of this bar I reduce to conform to the shape of the adjoining rails, as shown at-G. This may be done by planing or milling. In Fig. 1 the ends arethe shape of the abutting rail for some distance from the end; but in Fig. 7 they are tapered ofi'on the outsideand the splice bar bent to correspond. This removes any weakness which might be in the rail where the reduced section joins the full section. That portion of the widened head which lies outside of the street track I taper off or incline, as shown at D. The object of this is-t-hat a car wheel, the tread of which is worn hollow near the flange and which consequently hangs below the top of the rail on the outside, may be lifted up upon the widened rail head gradually, and then carried over the crossing rail without the blow and jump which would result from the overhanging portion of the wheel striking it.

In crossings as usually constructed it is customary to place a separate rail, or other bearing surface to perform this lifting of the wheel, close against the outside of the head of the steam rail. This separate piece becomes loose and is with difficulty retained in position. The steam rail for one track being thus formed, I weld to it the crossing track rails A and E by electric welding, or otherwise, if desired. To reinforce the welded points and strengthen the crossing in the cases where one of the tracks is a street car track and the street rails are of small section I prepare the ends of the street track rails before welding by putting theininto a mold and casting molten steel around the ends, as shown in Figs. 4 and 5. This practically makes the end of the rail rectangular and affords a much larger welding area than would be the case if the rail alone were welded. The welding of the enlarged end to the steam rail serves also to weld the cast steel portion to the street car rail at the point of weld, thus reinforcing the connection of the cast steel to the street rail. Where all the rails are of the heavy section this reinforcement is not necessary. After the rails are welded together the grooves for the flanges of the car wheels are planed through the rails B at F. Th us I form a crossing in which the car wheels have only the gap left for the flange of the crossing wheel and except for this point is supported throughout by the tread. The steam road is provided with a rail of increased width of head and without any portions which may become loose.

Having thus described myinvention, what I claim, and desire to protect by Letters Patent, is-

1. In a railroad crossing a rail one portion of which is provided with a guard and a head widened 0n the outside while the end portions are adapted to mate with the abutting track rails.

2. In a railroad crossing a rail the central portion of which is provided with a head wider than the end portions, the ends of said widened portions beinginclined as described.

3. In a railroad crossing a rail having in the central portion the head widened as described, the ends of said widened portion being inclined, said rail having the abutting rails of the crossing track united thereto.

4. In a railroad crossing a rail the central portion of which is devoid of web and is provided with a head wider than the abutting track rails, a longitudinal groove adjacent to the gage line of the head for the wheel flange, and a guard forming one wall of the groove, the ends of said rail being provided with a web and base flanges.

5. In a railroad crossing a rail separately constructed, the end of which is reinforced by cast metal secured thereto, the whole being integrally united to an abutting rail.

6. In a-railroad crossing a rail the central portion of which is of substantially rectangular form and provided with flanges for securing to the tie, and a longitudinal groove for the wheel flange, while the end portions are provided with a web and base flanges.

7. An integral railroad crossing composed of rails having portions of their heads widened on the outside for the purpose set forth; inclines at the end of said widened portions, and end portions mating with the adjoining track rails.

8. A rail, the central portion of which is provided with a head of greater width than the end portions of said rail said end portions being provided with a web and base flanges.

9. A rail, the central portion of which is provided with a head of greater width than the end portions, the ends of said widened portions being inclined.

10. A rail, the central portion of which is provided with a head of greater width than the end portions, the ends of said widened portion being inclined and tapered inward to the width of head at end portions of the rail.

11. A rail, the central portion of which is substantially rectangular in form and provided with flanges for securing to the tie, and a longitudinal groove for the wheel flange, the end portions being provided with a web and base flanges.

12. A rail, the central portion of which is substantially rectangular in form and provided with flanges for securing to the tie, and a longitudinal groove for the wheel flange, the end portions being provided with a web and base flanges, and the central portion being provided with a head of greater width than the end portions, the ends of said central portion being inclined.

In testimony whereof I have affixed my signature in presence of two witnesses.

ARTHUR J. MOXIIAM.

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