US367967A - dwiaht - Google Patents

Description

2 SheetsSheet 1.

(No Model.) J. L. DWIGHT.

GAR REPLAGER.

Patented Aug. 9, 1887.

(No Model.) 2 Sheets-Sheet 2.

J. L. DWIGHT.

GAR REPLAGER.

Patented Aug. 9'

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UNITED STATES PATENT OFFICE.

JUsTUs LYMAN DWIGHT, or rnIBEs HILL, NEW YORK, ASSIGNOR or ONE-HALF TO THOMAS N. KIBBE', or SAME PLACE.

CAR-REPLACER.

SPECIFICATION forming part of Letters Patent No. 367,967, dated. August 9, 1887.

Application filed May 23, 1887.

Serial No. 239,126. (No model.)

To all whom it may concern:

Be it known that I, J USTUS LYMAN DWIGHT,

My invention relates to an improvement in devices for replacing derailed cars on railwaytracks before approaching bridges, embankments, or other dangerous places; and it cpnsists in the peculiar'construction and combination of devices, that will be more fully set forth hereinafter, and particularly pointed out in the claims.

In the drawings, Figure 1 is a top plan view of a device embodying my improvement. Fig. 2 is a transverse sectional view of the same, taken on the line 00 x of Fig. 1. similar view taken on the line 313 of Fig. 1. Fig. 4 is a vertical longitudinal sectional view of the same, taken oh the line 2 z of Fig. 1.

A represents parallel main track rails.

B represents diverging guard rails, which extend from opposite sides of the main track for a suitable distance; and 0 represents the ordinary spring split switch-rails, which are arrangedin line with and virtually form a part of the main-track rails, the said switchrails being on the inner side of the converging ends of the rails B, and having their free ends beveled on their outer sides to correspond to the angles of the rails B, and bearing against the inner converging ends thereof.

D represents supporting-plates, which fit between the opposing sides of the diverging guard-rails B and the main railA. The said supporting-plates have their upper sides inclined upward gradually from the outer ends of the guard-rails B to the points where the switch-rails C bear normally against the said guide-rails, the points of the plates D being only a slight distance below the level of the upper sides of the track-rails, as shown in- Fig. 3.

At a suitable distance from the inner sides of that portion of the track A which extends over the bridge or embankment are secured guard-rails E,which are equal in. height to the rails A.

F represents frog railswhich form continu- Fig. 3 is a ations of the guard-rails E, and converge to a point midway between the rails A, at a considerable distance from the free end of the switch-rails;

G". represents inclined supportingplates,

which are similar to the plates D, and are c placed uponthe eross ties and arranged between the opposing sides of the converging frog-rails F and the parallel'main rails A.

The outer sides of the plates G do not come in contact with the inner sides of the switch rails G, and thereby the latter are free to spring inward toward the frog-rails F at the points where the latter join the guard-rails E.

merely on a level with the top of the rails A, the said supporting-plates G also forming inclined planes similar to those formed by the plates E.

The points of the frog-rails F extend in the direction from which a train would approach the bridge or embankment.

The operation of my invention is as follows:

In the event that a train should become derailed when approaching the bridge, the wheels will run upon one of the plates D and one of the plates G and will strike against the inner side of one of the guard-rails B, and thereby direct it-toward the main track. As the derailed train proceeds, its wheels become gradnallyelevated by reason of the inclination of the upper sides of the plates D and G, and finally its wheels are raised, when they approach the ends of the plates, so high that the treads of the wheels are' on a level with the tops of the track-rails. hen the train nears the point from which the rails B diverge and said switch-rail is thereby moved inward toward the adjacent rail F, and the wheels of the train are caused to pass onto the track, as will be readily understood. The guard-rails E, which are arranged on the inner side of that portion of the track A which extends over the bridge or embankment, bear against the opposing inner sides of the wheels and effectually prevent the train from leaving the track by going over the dangerous place. Trains The points of the supporting-plates G are also 1 running in the opposite direction will be kept 011 the track by reason of the free ends of the split rails 0 being normally in engagement with the opposing sides of the rails B and in line with the track, as will be very readily understood.

By providing one of my improved train-replacing devices for the track at each approach to the bridge or dangerous embankment it will be impossible for trains approaching the said bridge or embankment from either direction to become derailed.

Having thus described my invention, I claim-,-

1. The combination of the track A, the spring point-rails C, included in the track A and arranged in line therewith, the rails B, diverging from opposite sides of the track A from the point opposite the free ends of the point-rail O, and against which the said free ends of the point-rails normally bear, and the plates or supporting-platibrms D G, arranged between the rails A, F, and B, the said plates or platforms having their upper sides inclined upward toward the points where the rails converge, for the purpose set forth, substantially as described.

2. The combination of the main track A, the point-rails 0, included therein and forming a portion of the main track, the rails 13, diverging from the track A at points opposite the free ends of the rails O, and against which the latter normally bear, the inclined plates or platforms G, arranged between the opposing sides of the rails A, G, and F, the guardrails E on the inner sides of the rails A, the convergi ng frog-rails F, forming a continuation of the rails E from the point in the latter opposite the free ends of the switch-rails, and the inclined supporting plates or platforms G, arranged between the frog-rails F and the trackrails A, all combined and arranged to operate substantially as described.

In testimony that I claim the foregoing as my own I have hereto affixed my signatn re in presence of two witnesses.

JUSTUS LYMAN D\VIGHT.

\Vitnesses:

D. H. SANFORD, WM. S. DWIGHT.

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