US738754A - Railway surfacing and lining device. - Google Patents

Description

No. 733,754. PATENTED SEPT. 15, 1.90s. 1., M, BAILEY.

RAILWAY SURFAGINGAND LINING DEVICE.

APPLIUATION FILED JUNE 15, 1903.

no MODEL. 2 SHEETS-SHEET 1.

" No. 733,754. PATENTED SEPT. 15,, 190s.

J. BAILEY.

RAILWAY SURFAGING AND LINING DEVICE.

APPLICATION FILED JUNE 15, 1903.

80 MODEL. 7 2 SHEETS-SHEET 2 UNITED STATES PATENT OFFICE.

Patented September 1t, 1903.

JOHN M. BAILEY, OF DANVILLE, KENTUCKY.

RAILWAY SURFACING AND LINING DEVICE.

SPECIFICATIONforming part of Letters Patent No. 738,754, dated September 1 5, 1903.

Application filed June 15, 1903.

surfacing-blocks and track-liners, of which I am now sole owner, the present invention relates to means for giving a true surface to railway tracks and for putting the same in perfect line,both on straight tracks and on curves. e

The present invention is primarily designed to perfect the devices set forth in such previous specification, but is applicable in part to surfacing and lining devices which do not embody any of the distinguishing characteristics of said patented device.

The leading objects of this invention are to provide for constructing all three of the at tachments t0 the rail with frames of one and the same pattern and to facilitate manipulating the self-balancing flag-arms of the Wat: son system, set forth in said Patent N o.

647,343, which I prefer to employ.

Another object is to adapt the improved frames to be made wholly of metal in a very simple form and so as to obviate slotting the metal by any cutting operation.

Other objects are to reduce the cutting of the-metal to the utmost and at the same time to form all the parts necessary to such frames and to provide for clamping the frames upon the rail with ample security for all practical purposes and so that they may and will with certainty be thrown from the track by the cow-catcher of a passing train should they be accidentally left on the rail by the workmen.

The invention'consists in the improved frame and in the improved device asa Whole constructed according to said Watson system, as hereinafter set forth and claimed.

Two sheets of drawings accompany this specification as part thereof.

. Figure 1 is a perspective view of a straight portion of' a railway track, showing the im- 'Serial No. 161,599.

(No model.)

proved device as a whole attached to a rail as in use. Fig. 2 is a diagram illustrating the operation of the improved device as applied to a curved rail. Fig. 3 is a perspective view of the center or jack block, showing the "improved frame on a larger scale; and Fig. 4: p is a perspective view of a marking-clip, shown in Figs. 1 and 2 detached.

Like reference letters and numbers refer to like parts in all the figures.

The improved device as a whole (represented by Figs. 1 and 2) consists, as in said Watson system, of three attachments to a rail under treatment, known, respectively, as the headblock or foremans block, the center block or j ack-block, and the tail-block or guideblock, (shown, respectively, at A, B, and 0,) each comprising an attaching-frame a and a self-balancing flag-arm b or b or 19 With means for attaching the frame to the rail and means for leveling the flag-arm and adjusting the same as to height. The flag-arm b and both its flags on the foremans block A are solid black. The flag-arm b and both its flags on the j ack-block B are solid black With graduations on the arm, as in Figs. 1. and 3. The flag-arm on the guide-block C is solid white and each of its flags is White, with a black stripe running through itljust above the flag-arm. The flags of the guide-block C also project upward as compared with the others, which project downward. .All the flags are preferably and conveniently of sheet metal and their arms or cross-bars of bar-iron.

The foremans block A, as above distinguished, is always used by the foreman. The jack-block B is always used with the jack in surfacing and with the lining-bars in lining track, and the guide-block 0 always sits ahead on the track and governs the foreman in every move he makes with the track as a sighting-guide. These descriptive names for the respective blocks are consequently preferred. v

A spirit-level c is common to all the flagarms, and a clip dis applied to the graduated flag-arm?) of the jack-block B for use as a movable marker in lining a curve, as illus trated by Fig. 2 After determining the dis tance the rail must be moved at a given point by sighting across the leveled flag-arms, as

indicated by the dotted line in Fig. 2, the

the surfacing and lining devices. Thesecommon features include the horizontal pivotforming bolte of each flag-arm, with a flanged washer f for the same and its thumb-nut g and. all the features of the frames co. Each of these frames at is composed mainly, as shown in Fig. 3, of two pieces of bar-iron bent, respectively, sidewise and edgewise to form a pair of clamping- legs 1 and 2 at the sides of the frame, adapted to embrace the head of a rail D between them, and a pair of foreand-aft braces 3 and 4, the extremities of which are adapted to rest upon the top of such head. Near their lower ends said legs 1 and 2 have holes to receive a horizontal screw-bolt h, so located as to pass above the head of the rail and provided with a thumbnut 71 as theclamping means. Immediately above this point the leg-forming bar is bent to bring vertical side portions 5 and 6 over the head of the rail at midwidth, and said side portions are connected with each other at top by a short return-bend 7, so that said legs 1 and 2 and said side portions 5 and 6 with said return-bend 7 may be and are made of a single continuous piece of bar-iron. The braces 3 and 4 are preferably and conveniently formed of heavier bar-iron, so that the connecting portion 8 of the bar extending between said side portions 5 and 6 at or near their lower endshall properly space the same apart to form, in effect, a slot 9, in which the flagarm bolt 6 shall be freely movable. At the ends of said connecting portion 8 four cleats 10 are riveted to its sides to engage as shoulders with the sides of said side portions 5 and 6-, and one or more rivets 11 extend through these portions 5 and 6 and through said connecting portion 8 to rigidly unite said main parts of the frame with each other. The upper ends of said cleats 10 serve also to form or accentuate the seats or rests for the flag-arms at a given height above the top of the rail from which to take vertical measurements, and one or each of said side portions 5 and (5 is graduated, as shown in Figs. 1 and 3, such graduations extending upwardly from the top of the flag-arm h or b or b when the flag-arm is at surface upon the rest formed by the upper ends of two of said cleats. It will be obvious that such rests may be otherwise formed, and other like modifications will suggest themselves to those skilled in the art.

The three blocks A, B, and O, as above described, are detachably fastened upon the rail D, as in Fig. 1 or Fig. 2, by means of the clamping-bolt and nut h and 2' of each, with their flag-arms b b b lowered to surface or held at any required height by the pivot-bolts and their appurtenances e, f, and g and leveled by means of the spirit-levels 0.

On a length of track, Fig. 1, that is or oughtto be level and straight it is only necessary, with the blocksloeated and adjusted as above, to sight along the three flags on either side of the rail at the height of the tops of the flag-arms in order to determine at once whether the rail needs to be raised at any point to surface it and whether it requires tobe moved laterally into line.

The customary standard-width gage and the customary level-board for leveling across the track are used in connection with the set of blocks A, B, and C to simultaneously regulate or adjust both rails. Two or more men with a pair of jacks and such other tools as may be required,'including the width-gage and level-board, work in the neighborhoodof the jack-block B and move the latter along toward the foremans block A or guide-block G as the work progresses. The two rails are thus adjusted simultaneously until both are in surface and also in line. There is no occasion to transfer the sighting appliances from one rail to the other, for if one rail is surfaced true. by means of the blocks and the other rail is raised to the proper height, as determined by the level-board, it also is thrown into surface. So, also, if one rail is in line, as determined by sighting along the three flags on either side, and the rails are the proper distance apart, as determined by the width-gage, both rails must be in line. The rails are in surface when the tops of all the flag-arms are on a level with each other, and they are in line on straight track when all three flags on either side are in line with each other, with the jack block B at all points between the foremans block A and the guide-block B. A gang of eight men is thus enabled to accomplish the same amount of work as twelve men can accomplish by the methods heretofore inuse; but the chief merit of the surfacing and lining devices is the superior character of track made by their use. The degree of a curve is accurately determined in the manner illustrated by Fig. 2. For this purpose the foremans block A and guideblock O are placed sixty-two feet apart on the outer rail of the curve and the jack-block B is placed equidistant from both-that is to say, thirty-one feet from each. The flag-arms being leveled, the graduated outer arm of the jack-block B projects beyond the line of the outer arms of the foremans and guide blocks a certain number of inches, as is shown by its graduation when the operator sights over it, and each inch or fraction of an inch of such projection represents a degree or a like fraction of a degree, as per rules governing this branch of railway-work. To obviate noting or bearing inmind the point at which the sight-line crosses the jack-block flag-arm 19 said clip d,-

the open end of which straddles the graduated bar of the flag-arm, is or may be adjusted thereon as in Fig. 2.

Should any or all of the improved blocks A, B, and C be accidently left on the rail, they IIO will with certainty be swept therefrom by the cow-catcher of a passing train, owing to the form and height of their frames a and the form and arrangement of their fastening devices h and 2', and the danger of derailing a train by such devices is thus fully removed.

The flag-arms can be raised or lowered and stopped by the new adjusting devices e, f, and gthe sixty-fourth part of an inch at any height within the limits of the frames a, and the improved frames insure the device against being affected by the weather and against errors due to lack of rigidity and true alinement with the rail.

Havingthus described said improvement, I claim as my invention and desire to patent under this specification- 1. A set of railway surfacing and lining devices consisting of a foremans block, a jackblock and a guide-block provided with distinctive flags but otherwise of one and the same construction, each of said blocks comprising an upright frame having a pair of depending legs adapted to embrace the head-of a rail between them, and constructed with a verticalslot extending upward above the rail, means applied to said legs for detachably clamping the block to the rail, a self-balancing block-arm carrying the flags, and a screwbolt forming the pivot of said flag-arm and extending through. saidslot as means for holding the bl'ckarm at any required height above the rail.

2. In a set of railway surfacing and lining devices,the combination with a self-balancing flag-arm provided with a spirit-level by which to level it, of an upright frame havinga vertical slot, arest for said arm at the lower limit of said slot, graduations extending upwardly from said rest, a horizontal pivotal bolt extending through said arm and said slot, and

r a tightening-nut upon said bolt.

devices, the combination with a cross-bar, forming part of the sighting devices, of an upright metallic frame composed of a bar bent flatwise to form a vertical slot and having a pair of depending legs at its extremities adaptedto embrace the head of a rail between them, a pair of braces adapted to rest at their extremities on the top of the rail and means ing through saidslot of the frame and through the cross-bar. i

4:. In a set of railway surfacing and lining devices, the combination with a cross-bar,

for rigidly connecting said bar and braces with each other, a clamping device connecting said legs above the rail, and an adjusting device for said bar including a bolt extendforming part of the sighting devices, of an upright metallic frame composed of a bar bent flatwise to form a vertical slot and having a pair of depending legs at its extremities adapted to embrace the head of a rail between them, a bar bent edgewise to form a pair of braces adapted to rest at their extremities on the top of the rail and means for rigidly connecting.

.flatwise to form a vertical slot and having a pairof dependin glegs at its extremities adapted to embrace the head of a rail between them,

a bar bent edgewise to form a pair of braces adapted to rest at their extremities on the top of the rail, and means for rigidly connecting said bars with each other, including rest-forming cleats attached to the sides of the bar last named, a clamping device connecting said 'legs above the rail, and an adjusting device for said barincludingabolt extending through said slot of the frame and through the crossbar.

6. In a railway surfacing and lining block,

the combination of an upright metallic frame comprising a bar bent fiatwise to form a vertical slot, and having a pair of depending legs at its extremities adapted to embrace the head of a rail between them, a cross-bar forming part of the sighting means, a pivotal bolt extending through said slot and cross-bar, a flanged washer on said bolt embracing the edges of said bar of the frame at the sides of said slot, and a thumb-nut to complete the adjusting device. 3. In a set of railway surfacing and lining 7. A railway surfacing and lining block composed of an upright frame having legs adapted to embrace the head of one of the rails of the track between them, braces to rest on the top of the rail, a vertical slot, a rest .at the lower limit of said slot, graduations extending upward from said rest, a flag-arm seated at surface upon said rest, clamping .means connecting said legs above the rail, and adjusting means including a pivotal bolt extending through said slot and flag-arm,sub-

stantially as hereinbefore specified.

JOHN M. BAILEY.

WVitnesses:

H. L. BRIGGS, E. W. 000K.

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