US406309A - Liam wharton - Google Patents

Description

"(N M 3 Sheets-Sheet 1.. E. SAMUEL. STREET RAILWAY CROSSING.

Patented July 2, 1889;

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(No Model.)

B. SAMUEL. STREET RAILWAY CROSSING.

am Q Patented-July. 2. 1889..

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UNITED STATES PATENT OFFICE.

EDIVARD SAMUEL, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO \VIL- LIAM WVHARTOMJR, & COMPANY, INCORPORATED, OF SAME PLACE.

STREET-RAILWAY CROSSING.

SPECIFICATION forming part of Letters Patent No. 406,309, dated July 2, 1889.

Application filed September 21, 1888. Serial No. 285,979. (No model.)

To all whom, it may concern:

Be it known that I, EDWARD SAMUEL, a citizen of the United States, anda resident of Philadelphia, Pennsylvania, have invented certain Improvements in Street Railway Crossings, of which the following is a specification.-

My invention relates to improvements in the construction of street-railway crossings,

the main object of my invention being to so construct the crossing that cars traversing either track can pass the crossing without strain or jar, a further object being to facilitate the passage of wagons or other vehicles.

In the accompanying drawings, Figure 1 is a plan View of my improved street-railway crossing. Fig. 2 is an enlarged plan View of a portion of the crossing. Fig. 3 is a longitudinal section 011 the line 1 2, Fig. 2. Fig. 4 is a transverse section on the line 3 4, Fig. 2. Fig. 5 is a transverse section on the line 5 6, Fig. 2. Fig. 6 is a section on the line 7 8, Fig. 2. Fig. 7 is a detached perspective view of a combined brace-bar and Wagon-mount, 2 5 forming part of the crossing structure. Fig.8 is a plan 'view of a modification. Fig. 9 is a section on the line 9 10, Fig. 8; and Fig. 10 is a view of myimproved crossing when used in connection with a conduit for cable or electric 3o railways.

A A are the main or continuous rails forming part of the crossing, and in the drawings I have shown these rails in the form of gird errails of a peculiar cross-section; but it will be 3 5 understood that any form of rail may be used. The rails A have treads a a, for the wheels of the car, and wagon-treads a, and said rails A A are supported in girders B B, crossing the rails at right angles or thereabout, de-

0 pending upon the angle of the crossing. These girders B have, outside of each of the rails A, grooved rail-sections b, and at the eX- treme ends of the girders are sockets Z), for the reception of the ends of the ordinary rails 5 of the street-railway.

Between the rails A A are two grooved railsections E E, forming continuations of the rail-sections I), and secured to the girder B in any suitable manner, bolts 6 and nuts e being shown in the present instance for this purpose. Depressions or pockets are formed in each girder B at the inner sides of the rails A A, and in each of these pockets rests a combined tie-bar and wagon-mount D, bolts 6 passing through the rail E, through the web portion d of the tie-bar, and through the girder B, thus firmly securing the tie-bars to the girders and forming a quadrangular framework.

The tie-bar D has a longitudinal lip d, which overlaps the tread a of the rail A, thus forming with the head of the rail a groove for the flange of the car-wheel, the lip portion d of the tie-bar being slightly higher than the head a of the rail A. (See Fig. 4.) The ends of the tie-bars D extend from the level of the treads f of the rails E to the wagon-treads a of the rails A, thus forming a gradual incline by which wagon-wheels traversing the rails A can mount the crossing-rails and pass from rail to rail over the lips 61', thus avoiding the usual jar at streetrailway crossings. The tie-barD extends down at the side of the rail, as shown in Fig. 6, to prevent the stones and ballast of the paving sinking under the rails.

The rails A are continuous, as above remarked, and car-wheels traversing these rails will therefore freely pass the crossing without shock or jar, and the girders B are formed in the following manner, to prevent jarring of the car, the wheels of which are traversing the crossing-track: The treads g of the outer rail-sections b of the girder are 011 a higher level than the treads a of the rails A, so that a wheel traversing said rail-section I) is lifted to such an extent that its flange will pass freely over the tread aof the rail A. The treads f of the rails E are also higher than the tread of the rail A to the extent of the depth of the flange of the carwheel, so that after the fiange'of the wheel passes over the rail A the tread of the Wheel is in line with the tread f of the rail E, as shown by dotted lines in Fig. 3. I

The girders B are supported in the center by bearing-blocks B, secured to the cross-tie in any suitable manner, and are preferably made in two pieces bolted together, as shown in Figs. 2 and 3, and each girder is by pref- I00 erence provided with an internal flange B which lies alongside of and re-enforces the inner flange of the rail-section E.

The treads of the rail-sections I) may, if desired, be at the same level as the treads of the rails A, the bottoms of the grooves of the said rail-sections 1) being inclined so as to act upon the flanges of the wheels and lift said flanges to the level of the treads of the rails A and permit the passage of the flanges over said rails without shock or jar, as shown in Figs. 8 and 9. The girders B are shown in these figures as being in one piece supported in the center by blocks B.

In Fig. 10 I have shown the girders B of my improved crossing made in two parts, leaving space for the slot 10 of a conduit XV when used in connection with cable or electric railways.

\Vhen the crossing is used on double tracks, the section between the two tracks is level or similar to the part between the two rails of the one track.

I claim as my invention-- 1. The combination, in a railway-crossing, of the unbroken rails A of the track, girders supporting said rails, and crossing-rails with tie-plates extendingfrom girder to girder and forming wagon-mounts, all substantially as described.

2. The combination,in a railway-crossing, of the rails A of one track, transverse girders having cross-rails between the rails A, and tie-plates situated at the inner sides of the rails A, and having lips which overlapsai d rails and are beveled to form a gradual rise, substantially as described.

3. The combination of the continuous main rails, the supporting-girders, the intervening cross-rail sections having high treads, and the outer cross-rail sections having grooves with inclined bottoms for lifting the flanges of the wheels to the top of the main rails, all substantially as specified.

4. The combination, in a railway-crossing, of the continuous main girder-rails and crossrails, with plates situated at the inner sides of said main rails and extending below-the base of the rail and alongside of the paving, substantially as and for the purpose described.

5. The combination, in a railway-crossing, of the main rails, the supporting-girders, the intervening cross-rail sections with internal re-enforcing flanges B on the said girders extending alongside the inner edge of the rail-sections, substantially as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

EDVVD. SAMUEL.

Witnesses:

XVILL AM SELFRIDs, HENRY Howson.

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