IMPROVEMENTS IN AUTOMATIC RAILROAD GATES
Year: 1884

page_text: COMPLETE SPECIFICATION.
"
I, WILLIAM CLARK, of the firm of A. M. and Wm. Clark, of 53, Chancery Lane,
in the County of Middlesex, Fellow of the Institute of Patent Agents, do hereby
declare the nature of the said Invention for IMPROVEMENTS IN AUTOMATIC
RAILROAD GATES and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:―
"1
This invention relates to the class of railroad gates operated by the locomotive
or cars and it consists of apparatus for releasing and replacing gate operating
weights by the engagement of the locomotive or car wheels with a track lever
connected with a weight-sustaining and weight-releasing mechanism.
The invention further consists in a device, by means of which the gate moving
mechanistu is rendered inoperative during the rearward movement of the train,
also in the combination of the track lever, of a lever for withdrawing the track
lever from the path of the locomotive and car wheels for preventing the closing of
the gate whenever desirable.
The invention further consists in a frame pivoted to a fixed support and carrying
a moveable weight connected by a chain or cable with the gate operating shaft and
in the combination with the said frame of a lever of the third kind pivoted at its
lower end to a fixed support and carrying at its upper end a roller which engages
with the weight carrying frame and is connected at points between its pivot and
its free end with track levers located at suitable distances from the gate operating
mechanism and on opposite sides thereof.
It also further consists in a device for connecting two systems of gates located in
opposite sides of a double railway track in such a way that both systems may be
operated by either gate operating weights, but so arranged that if both gate
operating weights are moved by approaching trains, the opening of the gates will
be prevented until the gate opening track levers of the two tracks have been
operated by the passing train.
The common dificulty with railway gates operated by the cars or locomotives, is,
that the high speed imparted to the gate and gate operating mechanism tends to
quickly injure and destroy them and render the gate unreliable or useless. To
avoid these difficulties I employ weights to operate the gate and I provide
mechanism for replacing the weights by power transmitted from a passing
locomotive or cars.
In the accompanying Drawings, Figure 1 is a side elevation of the improved gate
operating system with parts broken out to bring the apparatus within the compass
of the drawing Figure 2. is a transverse section of the weight and weight frame

page_text: the track lever out of the path of the locomotive and car wheels.
Figure 4 is a side elevation of the improved apparatus showing both gate
operating weights upon the same side of the highway.
Figure 5 is a detail view of the paw! and rateliet mechanism.
Figure 6 is a side elevation of the upper portion of tho gate.
Figure 7 is a front elevation of the same.
Figure 8. is a detail view of the dash-pot employed to modify the movement of
the gate.
Figure 0. is a detail view of the compensating device.,
Figure 10 shows a modified form of the gate operating mechanism, in which only
a singly gate operating frame is employed.
Figure 11. is an enlarged side, elevation of the gate operating mechanism and
Figure 12 is an enlarged detail view of the shaft connecting the gates on opposite
sides of the track.
Like parts are designated by the saine letters of reference in the different figures
of the drawing.
At one or both sides of the railroad track A and at the side of the highway B to
bo closed is placed a gate C consisting of a counterbalanced arm D secured to tho
shaft E journaled in the post F. The arm D is capable of being placed in either a
vertical or horizontal position and has sufficient length to reach wholly or partly
across the highway.
To the shaft Eis fixed a sheave G and in the post Funder the sheave Cand
below the surface of the ground is journaled a sheave H having two peripheral
grooves on opposite sides of the gate and at a suitable distance therefrom, are
placed similar but oppositely arranged systems of mechanism which for the sake of
clearness I shall designate as system 1 and system 2.and as the corresponding parts
of the two systems are aliko Ishall refer to them by the same letters of reference.
Below the railroad bed is placed an oblong frame I on a fixed pivot G on which
it is capable of making a quarter of a revolution in a vertical plain parallel with
the railroad track; the sides of the frame I are T shaped in cross section with the
double flange of the T undermost forming a bearing surface for the flanged wheels K.
to roll on.
The pivot J is in the upper side of the frame I near one end. An
arm L projects from the pivot end of the frame I and is connected with the longer
arm of a lever M by a link N.
с
The lever M has a fixed fulcrum a and its shorter arm is pivoted to a vertical
bar O extending upward at the side of the rail b of the track A. A track lever P
is pivoted to the rail beat c with its free end resting on or jointed to the upper end
of the bar O. The pivoted end of the track lover P is on a level with the top of
the rail but tho free end in its normal position is a short distance higher. The
top surface of the track lever P forms a vertical curve-which may be either
regular or compound and its upper surface at the pivot point is tangent to the
horizontal plain of the top of the rail. The car wheel runs along the curved upper
surface of the lever P and depresses the said lever gradually without giving a
sudden shock to the lever or mechanism connected therewith The track lever Pis
slotted to receive two bolts d, which pass through the slots into the rails and
support two spiral springs which press the track lever P against the rail b.
The free end of the track lover P is beveled so that the car wheel striking
against the beveled end of the track lover will push it away from the rail and pass
it without depressing it.
The track levers of systems 1 and 2 both lio in the same direction for reasons
that will be made clear when the operation of the apparatus is described.
The free ends of the frames I are connected by a wire rope Q which runs over
shed g and is of such length as to hold one frame in a raised position while the
other is down and vice versa.
The flanged wheels,KK turn on a shaft Roxtending through eyes formed in the
ends of the yoke S and through disc weights T which may be readily applied or

page_text: removed if desired to increase or diminish the speed of opening or closing
the gates.
The yoke S straddles a frame I and parts connected thereto and is jointed to n
lever arm U secured to a shaft V. A sector lever W in system 1 has a grooved
periphery for receiving the wire rope X which is secured to the said sector lever
at and extends to and around the doubly grooved' sheave H thence upward'
around the sheave G on the shaft E thence downward and around the sheave Hin
its second groove, thence to the sector lever W of system 2. Upon the shaft E is
placed the counterbalanced bar D forming the gate. A spring i attached by its
inner end to the shaft. E is connected with the bar D at its outer end and pushes
the said bar forward against a pinj projecting from the sheave 'G so that whenever
the sheave G is made to turn, the gate will turn also, except there should be some
obstruction beneath the gate at the moment of closing when the spring i will yield
allowing the sheave G to move forward witliout carrying the bar Ď. The wire
rope X is fastened at the point on the sheave G to insure the positive motion of
the sheave. The post F is provided with a-stop A¹ for preventing the gate from
falling below a horizontal position or rising past a vertical position.
The gate bar D besides being capable of yielding vertically is made in two parts
and hinged together by a rule joint 1 and the two parts are held in line normally
by the springs, m m fastened to one part of the bar D and pressing on the other
part The rule joint is arranged relative to the track so that it may open outward
or away from the track allowing a team or animal to escape sbould the gates shut
while the animal or team is on the track. The track lever P has considerable
length and a curved inclination or grade which is slight near the pivotal point and
increases toward the free end.
This construction insures a gradual and easy starting of the gate operating
mechanism and prevents anything like blows or severe shocks to the mechanism.
A switch lever C¹ placed near the track is connected with the track lever by the
rod D' which passes loosely through a hole in the track lever P and has a head p
at the inner side of the track lever. By turning the switch lover C¹ the track
lever P may be drawn away from the track so that the locomotive and car wheels
will not engage the track lever; but when the switch lever C is in its normal
position the operation of the track lever is in no manner interfered with as the said
track lever is free to move vertically or laterally. To prevent any disarrangement
of the gate operating mechanism in case a very long train should covor both
Systems or in case there should be a train on each System as might be the case in
a car yard I place a spiral spring A2 in the cable Q so that when both track levers
are depressed the spring will yield allowing the parts to move without straining
the cables or endangering the mechanisni. The spring A³ has sufficient strength to
prevent it from yielding during the normal working of the gate operating
mechanism. It is obvious that the spring A may be placed between either of the
track leveis P and the vertical bars O or in any suitable part of either System,
therefore I do not confine myself to any particular position for the said spring A³.
The operation of the mechanism is as follows:-
A locomotive or car wheel running upon the curved track lever P of System 1.
depresses the said lever slowly at first and more rapidly thereafter, bringing more
or less pressure to bear upon the vertical bar O, pushing down the shorter arm of
the lever M, raising the longer arm thereof and through the connection of the said
lever M with the arm L, raises the said arm moving the free end of the frame I
downward into a nearly vertical position. This operation releases the weights T
which before were retained at the end of the slot in the frame I near the pivot J.
Simultaneously with the depression of the frame of system 1, the free end of
frame I of System 2 is raised by virtue of its connection with the frame I of
System 1. by the wire rope Q. This raises the weights T of Systemi 2; at the same
moment the weights T of system 1 are released so that they are free to fall, of
their own gravity while the weights T of System 2 are replaced at the end of the
slot in the frame I all as shewn in dotted lines,

page_text: The falling of the weights T pulls down the lever. U turning the sector lover W
and drawing the wire rope X forward towards System 1. This inovement of the
rope X turns the sheaves H and G and moves the gate arm D from a vertical to a
horizontal position as shown in dotted lines and also draws the weights T of
system 2 to the end of the slot near the pivot J in frame L
The locomotive after passing the highway B runs upon the track lover P of
System: 2 which has been elevated by movement of the frame L The said track
lever P'is now depressed and through the medium of the bar O lever M and link N
throws the framo I downward into the position shown in full lines in the drawing
at the same time raising the frame I of system 1 by means of the rope Q. The
weights T of system 2 now fall drawing down the lever U turning the sector
lever W and drawing the wire rope X toward system 2 turning the sheaves H, G,
returning the gate bar D to the vertical position and at the same time replacing
the weights T of system 1 at the end of the slot in frame I near the pivot J. Tho
raising of frame I of system 1 replaces the track lever P in its inclined position
ready to be acted on by the next passing locomotive or car.
I do not limit or confine myself to the exact construction and combination of
parts herein shewn and described as these may be varied without departing from
the invention. In some instances I may place the entire mechanisin above the
level of the ground instead of beneath the ground. In such case the connections and
levers would necessarily require soine modification to meet the exigencies of the
case. Again I may in some instances connect the track lever P by means of a bar
directly with the frame I dispensing with the lover M and link N.
Instead of the curved track lever P, I may employ a straight track lever by
placing the upper surface of its pivoted end below the level of the rail so that the
car wheel will not touch the lever until after it has passed the pivot; With this
arrangement the car wheel, after a contact with the straight track lever will
continue to depress it until it passes off at the free end,
The springs may be supported by brackets attached to the rail and extending
around the track lever. In this case the track lever will be imperforate.
In the modified gate shown in Figures 4 to 9 inclusive I have placed both
systems of gate operating mechanism together in one frame at one side of the
highway. I have also provided mechanism for compensating for expansion and
contraction of the cables employed in operating the gate and I have devised other
improvements which will appear in the description.
The gate A is located at one side of the highway B' and the gate bar C³when
placed in a horizontal position is capable of closing the said highway. In the
present case I have shown only one gate A³ but I may employ two gales, one on
either side of the track or I may place two such gates upon each side of the track
and connect them by means of ordinary well known mechanism so that they will
all operate simultaneously. The gate bar is secured to the shaft D³ journaled
in the post E and upon the said shaft is secured a sprocket wheel F which
receives motion from the sprocket wheel G³ on the shaft H. The gate bar C³ is
forked to embrace the post E and the two arms of the fork are received upon the
shaft D³ one or both of the said arms being rigidly secured to the said shaft. The
extremities of the forks beyond the shaft D³ are widened forming wings I³ whose
area is sufficient to receive enough snow, sleet or rain in the case of a storm to
counterbalance the effects of snow, sleet or rain on the gate bar C³
I have found in my experiments in railroad gates that without this automatic.
counterbalance the accumulation of water or snow upon the gate bar C³ seriously
interferos with the action of the gate and that by applying the wings 1. I am
enabled to provide a perfect counterbalance which will counteract the ovil effects
of snow or rain. The arm J³ movably secured to the shaft D carries a weight K³
which is internally screw threaded and is capable of being adjusted along the
length of the said arm J the arm being threaded to receive it. The outer end of
the arin J³ is provided with an eye a³ for receiving a bolt 6 which may be placed
in any one of a series of holes formed along the edge of the wing I³ to adjust the

page_text: weight to any desired angle relative to the gate arm C³ so as to uniformly counter-
balance the said arm at different angles. To modify the movement of the gate C3,
and prevent it from closing too suddenly. I have applied to the gate a dash-pot X3
containing a piston y³ which is connected by a rod to the chain a running over
a pulley journaled in a bracket projecting from the post E³; the said chain
being attached to the sprocket wheel F3 so that when the gate closes it pulls upon
the piston y' and the cylinder of the dash-pot being filled with oil or other fluid
retards the motion of the gate as the oil is compelled to pass through a very small
aperture in the piston. When the gate opens the piston descends of its own
gravity and the oil or other liquid contained by the dash-pot passes through the
larger opening in the piston and through the valve d' which opens upward into*
the space above the piston.
The shaft H³ extends across the road bed below the track rails L' and carries a
second sprocket wheel G³ for operating the gate similar to that already described
on the opposite side of the track. Near the gate A* at one side of the track and in
line with the sprocket wheel M³ secured to the shaft H³ is placed a frame N³
composed of three uprights c³, d³, e³, and two inclined cross bars f³ connecting the
said uprights The frame is made. double so as to permit of journaling between its
two sides the several parts of the gate operating mechanism Pulleys g³, h³, is, are
journaled in the upper ends of the uprights of the frame N³ and between the
bars near the upright c³, es are pivoted the weight sustaining and weight
releasing frames 08, 01: The pivotal point of each frame being at the end and near
one side. The free ends of the frames o are connected by a chain P3 which
extends over the central pulley h³ and is of such length that when one of the
frames is in an elevated position the other frame will hang on its pivot in a nearly
vertical position. The edge of the pulley h³ is provided with rounded ratchet
teeth which are engaged by a double acting pawl 3 pivoted to the bracket 18
attached to the inner surface of the upright 63. The double acting pawl ³ is
composed of a swinging arm m³ surrounded by a spiral spring n³ and a sleeve o
sliding on the arm m³ and provided with a point which engages the rounded
ratchet teeth The sleeve o³ is provided on opposite sides with curved springs pa
which strike stops q³ located at opposite sides of the upright d³ when the ratchet is
brought in position for action on either side of the centre line of the wheel h³.
The spring m³ presses the sleeve o³ upward into engagement with the wheel h³
and is of sufficient strength to retain either of the frames o³, o in their elevated
position but is not strong enough to prevent the depression of the frames o³, of
when they are acted upon by the track lever. An endless chain Q³ extends over
the pulleys g³, and being crossed extends around the sprocket wheel M³ on the
shaft G To the extremities of the chain Q³ are secured the yokes R³, R* which
extend downward over the bars f³ and the frames o³, o' and between their free
ends are pivoted the flanged cylindrical weights S³, S*. The weights S, S* are
placed in the slots T3, T4 of the frames o³. o with their flanges projecting partly
over the sides of the said frames.
Track levers U³, U are placed on opposite sides of the gate operating mechanism
at the sides of the track the track lever Us.being remote from the gate operating
mechanism the distance required to secure the proper interval between the time the
locomotive strikes the said track lever and the passage of the train over the
highway for the closing of the gate; but the track lever U is near the gate
operating mechanism so that immediately after the train passes the highway it
may operate the said track lever and cause the gate to open. The track lever U³
rests upon the roller journaled in the end of the shorter arm 83 of the right
angled lever, & secured to the rock shaft us journaled in fixed supports. The longer
arm of the rock shaft u³ is connected with a cable or rod w³ which extends to
the frame o³ and is connected with the said frame near its pivot.
To compensate for the expansion and contraction of the cable or rod w³ I have
inserted in the said cable a compensator V³ which maintains uniform length in the
cable throughout all variations of temperature. The compensator V³ is

page_text: composed of two series of oppositely arranged levers. 1, 2, 3, expansion bar. 4, 5,
and connecting links 6, 7; the levers are fulcrumed in a wooden bar 8 and their
lower and shorter arms are connected by an iron expansion bar 4. The longer
arms of the lever 1 aro connected by the links. 6 with the shorter arms of the
levers 2. said levers 2 being fulcrumed in opposite ends of the expansion bar 5.
The longer arms of the lovers 2 are connected by links 7 with the lovers 3 near
their fulcrums which are in the wooden bar 8. The levers, 1, 2 are of the first
kind, the levers 3 are of the third kind. The free ends of the levers 3 are provided
will pulleys 0. which ride upon the cable wand the ends of the cable extend
across the compensator and are attached to the free end of the levers 3 so that the
drawing of the cable tends to draw the levers 3 toward each other and place the
expansion bars 4, 5 under compression. The relation between the expansion bars,
4,5 and the lovers 1, 2, 3 is such that the expansion of the said bars 4. 5 is
multiplied so as to be equivalent to the expansion of the cable and when the
expansion elongates the cable w³ it also elongates the bars, 4, 5, and the increase in
length of the said bars, being multiplied by the levers 1, 2, 3, pulls the ends of the
cable in opposite directions so as to take up whatever slack might have resulted
from the expansion of the cable. When the temperature lowers so that the cable
contracts the expansion bars 4, 5 also contract and the reverse, of what has been
described occurs. The compensator V is sustained in a vertical position by the
cable which passes over the pulleys 10 journaled in fixed supports near the
said compensator and by roller 11 upon which the expansion bar 4 rests. The
compensator V moves freely back and forth with the cable.
The track lever U is located near the gate operating mechanism and rests upon
a roller journaled in the shorter arms of the right angled lover secured to the
shaft u The longer arm of the said lever is connected by the cable w' with
the frame of near the pivot of the said frame.
The operation of the improved automatic railway gate is as follows:-
..A train passing along the railway track in the direction indicated by the arrow
toward the highway B strikes the track lever Us depresses the shorter arm of the
right angled levert and moves the longer arm of the said lever so that the
cable wis drawn toward the said lever and the frame o is turned on its pivot so as
to hang in a nearly vertical position. The turning of the said frame o by virtuo
of its connection through the chain Q with the frame of raises the frame o into an
inclined position with its free end a short distance higher than its pivoted end.
The weight S being now released rolls toward the pivoted end of the frame of
rendering the chain Q slack, the weight S will now fall and will draw the
chain Qfrom the under side of the sprocket wheel M³ turning the shaft Hs and
drawing the chain connecting the wheels F, G, will turn the shaft T and cause
the gate bar C to turn into a horizontal position closing the bighway B. All of
the parts of the gate operating mechanism will remain in this position until after
the train has passed the highway B and has depressed the track lover, U when
the right angled lever. t will be turned and its longer arm will draw the cable w
which will pull the frame o' downward into a nearly vertical position and the
frame o by virtue of its connection through the chain P with the frame of will be
raised with its free end a short distance above its pivoted end. Tho weight S will
now roll toward the pivoted end of the frame o³ rendering the chain Qslack and
the weight S will fall toward the lower end of the frame o' and draw the chain Q³
from the top of the sprocket wheel M turning the shaft H and by virtue of the
connection of the sprocket wheel G³ with the sprocket wheel F3 will return the
gate C³ to, its vertical position opening the highway B³ and all of the parts of the
gate operating mechanism will remain in this position until the track lever U³ is
operated by another passing train..
I have described the apparatus as being provided with sprocket wheels for
receiving the chains by which rotary motion is imparted to the gate operating
mechanism but I do not limit or confine myself to the use of sprocket wheels as I
may employ any other form, of chain wheel or pulley by attaching the chain to

page_text: some point in the periphery of the wheel or pulley to insure a positive motion. I
have also described the adjustable counter balancing weight K as being adjustable
along the length of the arm Ja by means of a screw thread but I may hold the
said weight in place by means of a set screw.
In some cases I may find it advantageous to employ a fretion brake instead of
the pawl and ratchet mechanism connected with the wheel h³.
In the form of gate operating mechanism shown in figures 10, 11, and 12, I
employ for each system only a single weight sustaining and weight releasing
frame.
Although two systems of gate operating mechanism and two pairs of gates are
employed at each crossing where a double track railroad is crossed by a highway I
shall in this case describe but one system and the mechanism by which the two
systems are connected. Upon opposite sides of the highway A at one side of the
track are located the gates B, Bo which are fixed to shafts C, C carrying sprocket
wheels D, De, for receiving the endless chain Es by which the two gates are
operated simultaneously. The endless chain E' passes around the sprocket wheel F³
fixed to the shaft G which extends under the railway track or tracks and is
connected with the sprocket wheel Fo which operates the two gates on opposite
sides of the track. The endless chain Es passes from the sprocket wheel D³
around the sprocket wheel F on the shaft Go thence under the guide pulley H³
thence upward over the sprocket wheel D° and downward under the guide pulley I³
thence around the guide pulley J³ to the sprocket wheel D³. Upon opposite ends
of the shaft G and outside the sprocket wheels F, F are loosely placed chain
wheels K, K which are capable of making a part of a revolution on the shaft Go
without turning the shaft. The chain wheels K³ each carry pins as which project
inward toward the centre of the shaft Gs through curved slots 65 in the sprocket
wheels F, F, the said curved slots being of sufficient length to permit the
pins a³ to make a quarter of a revolution without turning the sprocket wheel F³.
Near the gate C5 and in the plane of the chain wheel K is located the pulley L
which turns on a fixed pivot c. The chain M' secured to the periphery of the
chain wheel K' and extending partly around its under side runs over the pulley L³,
and is fixed to a yoke N carrying the cylindrical weight 0. The cylindrical
weight O is bored axially and placed on a pivotal pin extending through the arms
of the yoke No. The cylindrical weight 05 is received in the slot P³ of the
frame Q and the flanges of the said cylindrical weight extend partly over the side
of the said frame. The frame Q³ is pivoted on its upper side near the end remote
from the gate C³ upon a fixed pivot d and is capable of turning upon the said
pivot through about a quarter of a revolution as shown in full and dotted lines in
Figure 11 A lever R of the third kind is located below the frame Q and is
pivoted at its lower end to a fixed support S which is placed a short distance in
advance of the pivot d³ that is between a vertical line dropped from the pivot d
and the free end of the frame Q The lever 15 carries at its upper end a roller e³
which engages the said frame Q³ and between the centre of the said lever and its
pivot a cable or rod P³ is connected by a pivotal joint to the said lever R³ and
between the centre of the said lever and the upper end thereof is connected a
similar cable or rod Te by means of a pivotal joint The cable T is connected with
the longer arm f of the right angled lever U which is secured to a rock shaft g³
journaled in a fixed support. The shorter arm h³ of the lever U³ carries a friction
roller upon which rests the free end of the track lever V³ pivoted to the track
rail W. The track lever V and angled lever U³ are removed from the gate C³ a
sufficient distance to permit the closing of the said gate after the locomotive strikes
the track lever V³ and before it reaches the highway crossing A. The cable To
extends in the opposite direction from the lever R³ and is connected with the
longer arm 6 of the right angled lever U6 which is secured to the rock shaft go
journaled in the fixed support below the track The shorter arm of the lever Ŭ*
carries a roller 16 upon which rests the free end of the track lever V6 which is
pivoted to the track rail W The track lever V* is located near the gate C so that

page_text: the train after passing the highway A' will immediately move the gate operating.
mechanism and cause the gates to open promptly after the passage of the train.
In the drawing the cables To and T and the track and track levers are represented
as broken and brought near together to bring all the essential parts of the invention
within the scope of the drawing. The gate operating mechanism is arranged for
trains passing in the direction of the arrow and the free ends of the track lever V³
and V lie in the direction taken by the trains so that the wheels of the locomotivo
will strike tlie said track levers first near their pivotal ends and will roll over
them and gradually dépress them.
A locomotive in passing over the track lever V depresses the said lever, pushes
down the shorter arm of the right angled lever U and moves the longer arm f
so that the cable T is drawn toward the track lever and the lever R is moved so
as to withdraw the roller e from beneath the frame Q and thus allow the said
frame to fall into the position shown in dotted lines in Figure 11 The cylindrical
weight O which has hitherto been supported by the said frame being now released
tends to fall toward the free end of the frame and in so doing pulls upon the
chain M and turns the chain wheel K and the said chain wheel by virtue of the
engagement of the pins a carried by the chain wheel K with the sprocket wheel F
fixed to shaft Q the said shaft is made to turn drawing the chain E³ from the top
of the sprocket wheel D causing the said sprocket wheel to turn carrying with it
the shaft C and gate B. The same motion of the chain turns the sprocket
wheel D, shaft C³ and gate B so that the two gates turn toward each other over
the highway A until they are brought into a horizontal position where they are
arrested by a stop and held by the weight 05 acting through the chain and
connections already described.
As the closing of the gate depends upon the falling of the weight 0³ after its
release by the dropping of the frame the closing of the gate is gradual and may
continue for a short time after the train has left the track lever Vs but the
weight O is sufficient to close the gate before the train can reach the highway A',
After the train passes the highway it engages the track lever V and by depressing
the shorter arm of the right angled lever U draws upon the cable T° and
through the medium of the lever R raises the frame Q into in inclined position as
shown in Figure 10 and in full lines in Figure 11 with its free end higher than its
pivoted end and sustains. the frame in that position The roller & carried by the
lover R being thon in front of the pivot d locks the frame in its elevated position
so that it cannot be released without another operating of the track lever V. The
cylindrical weight O rolls to the pivoted end of the frame Q rendering the
chain M slack permitting the gates B, B° to return to their vertical position the
said gates being counterweighted so that they will take the vertical position by
gravity.
When two systems of gates and gate operative mechanism are employed and
motion is transmitted from one. system to the other through the shaft G only one
of the frames Q will be required to operate both systems of gates but should thō
release of the weight O' of one system by the action of the locomotive on the track
lever V be effected simultaneously with the raising of the weight of the other
system by the passing of the locomotivo over the track lover Ve of the said system
no effect will be produced upon the gates as the release of the weight O will hold
the gates closed and the return of the weight on the opposite side of the track will
result merely in slackoning the chain M.
Should the track levers of the two systems be operated simultaneously the
weights O of both systems falling at the same time would accelerate the closing of
the gates but would produce no other effect and should the track levers V of both
systems be operated at the same time by locomotives, tho weights O will be
returned to their elevated position and the gates B, Bo would open as in the first
instance:
I may dispense with the cylindrical woights Osby increasing the weight of the
nahing the sokle disently in the free and of the said frame as

page_text: indicated in dotted lines in Fig 11. Or I may place an adjustable weight in the
slot of the frame Q so, that the operation of the gate may be regulated. In the
support in which I have pivoted the lever R'I have provided shoulders j and ji
which limit the motion of the said lever.
The lever R³ is provided with an, adjusting screw by means of which it may be
elongated or shorted to regulate its action on the frame Q³.
I have described the wheels to which motion is communicated by the chains as
sprocket wheels; but any other form of wheel will answer the same purpose
providing the chains are attached to the wheels at some point in their periphery.
Having now particularly described and ascertained the nature of the said
Invention and in what manner the same is to be performed I declare that what
I claim is ·
1. The combination with a railroad gate of two gate operating weights and two
oppositely arranged systems of weight sustaining and weight releasing. mechanism
whereby the releasing of one weight closes the gate and the releasing of the other
weight opens the gate.
2. In imechanism for operating railroad gates the combination with a track lever
arranged to be operated by locomotive or car wheels, of a pivoted weight sustaining
and weight releasing frame. I as specified.
3. The combination with the gate bar D, of the weights T and intermediate,
connective devices..
4. The track levers P, frames. I weights T and connective devices in combination
with the gate bar D as described.
5. In mechanism for operating railroad gates, two systems of oppositely arranged
operating mechanism, each consisting of a track lever P, bar O, lever M, frame I
and weights T, the two systems being connected with each other and with the gate
by means of wire ropes or other connective medium.
"
6. In mechanism for operating railroad gates the frame I wheels K and weights T
in combination.
7. The combination of the switch lever C¹ and track lever P as described.
8. The spring pressed track lever P having the beveled end e.
9. The combination of the spring acted rule joint 1 with the gate bar D as
specified whereby the free end of the said bar is permitted to move laterally for the
purpose named.
10. The combination with the gate bar D and shaft E, of the spring i and stop
pinj or its equivalent.
11. In gate operating mechanism the combination of the frame I, track lever P
and intermediate parts, the wheels K, shaft R, weights T, yoke S, and wire rope
connections.
12. The combination with the gate bar D, and weights T, of the wire rope X
and sheaves H, G.
13 The combination with the gate, and intermediate mechanism of a curved
track lever whose top surface at the pivoted point is tangential to the horizontal
plane of the top of the rail.
14. The combination with systems 1 and 2 of the gate operating mechanism, of
a spring interposed between the two systems as herein described.
15 In gate operating mechanism, two oppositely arranged weight sustaining and
weight releasing frames O, O' the connecting chain P³, pulley h³ and a retaining
device in combination as herein specified.
16 In gate operating mechanism two oppositely arranged weight sustaining and
weight releasing frames 0³, Of the connecting chain P³, pulley h³ provided with
rounded ratchet teeth and the double acting pawl and in combination as
herein specified.
17. In automatic railway gates the combination with the gate bar of an enlarged
counterbalancing surface adapted to receive and retain rain or snow for automatically
counterbalancing the gate bar when charged with snow or moisture as herein
specified.

page_text: 18. The combination with the gate bar 0³ of the movable adjustable
counterbalancing weight K³ as herein specified.
19. The combination with the gate bar C of the dash pot for modifying the
closing movement of the said gato bar as herein described.
20. The combination with the operating cable of, an automatic. gate, of a
compensator adapted to compensate for the expansion and contraction of the said
cablo as herein specified.
21. The combination with the cable of an. automatic railway gato of a
compensator formed of one or more expansion bars and series of multiplying levers.
as herein specified.
22. The combination of the levers 1, 2, 3 expansion bars 4, 5, non-oxpanding
bar 8 and the guide rollers 9 and 11 as herein specified.
23 The combination in an automatic railway gate of the track levers U³, Û',
angled levers, t' cables W³, "W* compensator V³ and the weight-sustaining and
weight releasing mechanism substantially as herein described.
24. In gate operating mechanism, the combination with the gate operating
frame of a lever R adapted to be operated by track levers and capable of
raising and supporting the frame Q substantially as herein specified.
25 In gate operating mechanism the combination with the weight elevating and
weight sustaining frame Q³ of the lever R, track levers V³, V and intermediate
connections substantially as heroin described.
26. The combination with two or more railroad gates, arranged on opposite sides
of the railroad track of the shaft the fixed slotted chainwheels F F, the loose
chain wheels K, K and the movable gate operating weight O' as specified.
27 The combination in gate operating mechanism of one or more counter
weighted gates B, B, chain E wheels K, F, chain Ma movable gate operating
weight track levers Vs, V6, and intermediate weight operating mechanism as herein
specified.
28. The combination of the track levers V, V, angled levers U, U* cables T, To,
lever R' frame Q' gates B³, B' and intermediate connections as herein specified.
29. In gate operating meclianism, the pivoted gate operating fraine Q and
devices for raising and sustaining the said frame Q), one or more counter-weighted
gates, and intermediate connective devices, as herein specified.
Dated this twenty third day of September 1884.