4 1,!2t$,410 gularly positionecl in gener,,il coiitour to the flajicre 14 of the rail It will be observed thai the OfTset poi-tion 26a may be supplied for the f till length of the apl)roach plate llt but, in order to av6id uiinecessary machininly and.foipurposes which will hereinafter appear@ thes(@ oftset poi-tions are provided only for ,t portion of the length, as niore partictilarly illustrated @n Fi.cure 9. Transi@@) vei-sely across its iinder-surface, bracing ribs 30a are provided, intersectino, the Ion-itudinally disposed ive'b 28'@, still - urther servin(y to loll('itudlinally reinforce the plate 11'. The loiver extren-iity of the web 28,1 is out@%,-,,.rdly tiliriied to foriii an anchoring flange 2811, als6 serving to form ivith the upper slirface of tlie, plate a chaiinel inember. This fl,,in-c 28b is pr v@ided witli a, pl-Lirality oft, 0 spike holes 28' for receiviiig the anclior.ing screw spikes 2811, more specifically illustrated in Figure 6, aii oi@.ifice being p@ovided in the surface of the plate at 28'd to periiiit pa,,@s,.t-e Z!l of th ke for anchoriii(y throu-Ii the liole P- s t@ 28', Thl'ei terminal of the plate 2-0,1 has the brace 30a fornied angularly serving to brace the terminal in the n-ianner as described iii connection with the modification shown in Fi(,nire 1. Instead of directly positioning the a p - proacli plate 11' upoii the cross ties and the flange, 14, it is preferred to dispose this type of construction upon a, filler block 22" and an ,tdjuster bloelt 22". It will be observed that, as described in connection with Figure 35 1 the rail enoaging end of the apl)i-oacli plate is positioned so that the offset portion 26a acts as a fulertim upon the ball of the rail so that when a filler strip 22a iS po8i_ tioiied so as to be slightly oversize, down40 ward iiiovement by the terminal 25a will servo, to Nvedge the engauing end of the approach plate to securely hold the same in contact with the rail. The wedcincr action iiiay be ii-icreased by variations in tli7e height 3 of the adjuster block 22b. When proper engagement is obtained, an anchorin- sci-ew spike 28d is driven through the holes 28c and passes through the block 22a to engage the tic 2811, as shown in Figure 6. lt will thus be observed that I have provided a railwayp,,tvenient crossing which is not oinly resiliently disposed to absorb sliocli: 01 vehiculaitraffic passing tliereover btit permits the use of metallic plates between 55 rails which may be electrified for sigiiallin(,y or motive power purposes. In Figures 11, 12 and 13, the intermediate I)Iates of the charicter shown in Figures 110 raay be similarly constructed in so far 60 as their i-ail enoaging ends are concerned. HowiE@ver, for ;Iurposes of decreasing the weight of the material or for further purposes of repair and access to the railway road bed, the intermediate plates take on the form of plural sections 10a an4 10b I sup- 6,@ ported at the micl- ortion by an intermedip ate or auxiliary rail 11',,. The primary rail engaging end.s of these plates are of the form illustrated in connection with Fig-ares 1-10, more particularly shown in Fioure 2. 70 The oppositely disposecl end en(raging the auxiliary or intermediate iail ii- preferably takes on the form of the Iail engaging end sliown ancl ilIListrated in connection with approach plates in either of the forms shown 75 in Fioures 3 or 10. zn For the purpose of positioning the intermediate plates loa an-,I 101, tllere is first diqI)osed upon the flange 14," a filler block 22a. The flan(ye si ilar to that shoni,n in Fi--Lire m @n 10 and numbered 24a has its e'xtended por(-lion 27ab dispose(! upon tlle filler block 22-1 and the offset poi@tion 26,-Ib is arrancfecl to enffage the undei- portion of the ball of the rail 13'@'. Thus, with the offs-,t. portion act- 5 in- as a fulerurn upon the ball of the rail, tn the plate loa may be made, to snuoly enoao,,e the rail 11@ until the o-pposite @ncl co-rreol spondin., to the edge 17 (Filures 1 and 6) seats upon the rail 12 upon the filler block 90 22 in the m,,tnner as described in connection with F@igure 2 or inodified in the form shown in Figui-e 10. Wed-e blocks 21 are driven n into position betnveen the rail ball 13 ancl the cliannel 20 provided'in this end of the 95 intermejiate plate 101,. As it is preferred to liave this end of the plate of substantially the same construction as shown in Figures 1-10, these parts have been given I corresponding numerals. 100 It will thus be, observed that I have provided a railway crossing or higliway arade crossin(y havino, periiianency, dur,,ibility and flexibility of c@nstriietion by being i-esist,,tnt to the v ibratory action of vehicular traffic 105 pagsin,- thereover, characteristics of simplicity of maintenance, ease of repaii, and access to the railway road bed, a long life under all tempei,ature and atmospherie conditions and adaptability to railways ljsin(,Y elee- 110 tric signalling or inotive power. Having thus described my invention and ilitistrated its tise, -,vhat I claim as new aiid desire to secure by Letters Patent, is1. In a railway crossing, a series of cross 115 ties and ma,in ti,ack i-ails,' a set of plates between the @i-iain rails adapted to form a continuous stirface thereover, eacli plate comprising a flat body portion anct enoagirig ,iiid supporting inembers at its ends @estilig 120 oii the base flan-,,oes of the rails and shock iiisulatina me,,ins interposed between the ends of the plates ancl the rails. 2. Iii a railway crossino, a sei,ies of cros,,; 125 ties and main traelc rails , a set of plates be tween the main rails adapted to form a conti@uous surface thereover, each plate co - mprising a flat body portion and engagiixg

2,725,410 and supporting members at its ends restin.on the base fla.nges of the rails and shock insulating means interpoged between the ends of the plates upon Nvhich said plates rest and means for holdin the plates in po9 sition enoagin(y the ball portion of said rails. 3. In W rail;ay crossino, a series of cross zn ties and main track rails, a set of plttes between the main rails adapted to form a con10 tinuous surface thereover, each plate comprisina a flat body portion and engaging and s@ppoi-tino, flanoes at its ends restina on the base flanges of tl-io rails ancl sl-iockiiisulating means interposed between the ends 15 of the pl,,ttes upon whicli said plates rest and means for holdino- the plates in position enga(rino, the biall @ortion of said rails, said last inentioned means comprisin(f a pair of wedgiblocks. t@ 20 4. plate for railway crossinos comprising a surface portion and a depei@ding meinber at one end thereof constrlicted and arranged to engage a, rail between the base flange and ball thereof agaidst vertical dis25 placeinent aiid stipported upon tl-ie base flange and means engagino, the flonge of said rail adapted to prevent lateral displacement. 5. An approach plate for railway cross30 ings comprl,.;ing a substantially flat body portion, a depending flange at one end, cojistructed and arranged to ed-aae a rail between the ball and flange ]po@'ti@n tliereof to hold the same against vertical displacement and supported upon the base flange and 35 means adapted to prevent lateral displacement in relation to the rail. 6. An approach plate for rail crossinos comprising a substantially flat body portion liavino, a depending flan(ye at one end there- to n of, said depending flange bein(r formed with in an offset portion ari-anged to enitalye the ball portion of the rail to wedoe t]@e -flanoe between said portion and the flanle oi the r ail to prevent vertical displacement and 4 5 means adapted to prevent lateral displacement. 7. A plate for rail crossings comprisine, a substantially flat body portion having ,t d epending flange at one end tliereof, said 5 0 fl ange beino, formed with a rail ball engagi ng portion and a rail flange seating portion a rranged to prevent vertical displacement of s aid plate and means adapted to prevent l ateral displacement. 6 5 S. A crossino, plate for railways adapted t o foi-m a contintious surface thereover, said p late liavin- depending flanges at ends t hereof forn@ed to engage t rail between the b all and base flange portion thereof to hold 6 0 t he same against displacement and a bracing ri b longitudinally disposed arranged to supp ort loads normally encountered in use, said r b bein(, formed to clear the railway road b ed. 6 5 In testimony whereof I have hereunto si gned my name this 14th day of July, 1927. HENRY E. MUCHNIC.

Patented Aug. 20, 1929. 11725,410 UNITED STATES PATENT OFFICE. RIENRY E. MUCHNIC, OF ATCHISON, KANSAS, ASSIGNOR TO THE LOCOMOTIVE FINISHED MATERIAL COMPANY, OF ATCHISON, KANSAS, A CORPORATION OF ]KANSAS. RAILWAY-CROSSING FAVEXENT. Original application liled November 24,1926, Serial No. 150,491. ratent No. 1,703,686, dated February 26, 1929. Divided and this application filed August 1, 1927. Serial No. 209,911. This invention relates to an improvement in railway crossings, particularly pavements at railway crossings and has for an object thei-eof the provision of metal structure, socalled -i-ade crossings foi-ming with a railwily road bed a coiatinuous surface for readily pei,iiiitting the passage thereover of the vellicular traffic. Aiiiong its objects, my invention resides lo ill the pi-ovision of metal structure suitable fol- conibining with a railway road bed to 'de a pa ement thereover for vehicular pi-ovi v et-oss-traffic whei-e Iiighways or the like intei-sect the railway i-ight of way, so as to i5 t)j-ovide a ei-o3sing of firin and longweariii(-" cliaracteristies against extreniely heavy traffic. Ttio present ap@lication is a division of niy applicatioii 150,491, fil@d November 24, 20 1926 Patent 1,703.6S6, li'ebruai-y 26, 1929. My invention still further has for another objec ' t thereof the pi-ovision- of a railway ei-ossing to provide a continuous pavement over the railway for vehicles, liaving the fa2.5 voi@,tble characteristics of being simple to la i-equii-ing iio particular skill or expeny@ sive ma(,@Iiinerv no predetermined prepara, I tioii or iiiodification of the railway bed and still be extremely inexpensive and efficient o froni aii economical standpoint. Wliere Piy invention is to be used with an electiified railway system, either for signallijig purposes or of the electro-inotive power type, my invention still further has f or an 35 objec ' t tliereof the provision of a railway crossliig for vehicular traffic of metal structtire which may be associated with the rail-%,v,ay road bed without interfering with the electrical codnections for signalling purposes 4o or motive power. In the preferred embodiment, niy invention has for an object thereof the provision of iiietallic blocli:s arranoed to enaaoe standbeam rueard rails, forniino, witg the I- st 45 ture tliereof key or lockin(y engagement to foriii a coiitinuation of the vehicular road bed witli the railway road bed and is held in this position against horizontal stresses as w,-Il as vibratory action of rolling stock 50 tliei-eovei-, the engagement of the blocks bein,y of the character such as will not re . n Iuir e pi-edeterinined prepai-ation of the I way road bed or railway ties btit may be assenibled therewith without the use 6f special tools or machinery or withoiit in any way 55 interfering with the i-ailway road bed. More particularly 1 prefer to iiiake metallic blocks Or elements having rail engag . ortions mg p and supported upon the rails and spaced therefrom as well as from the railway ties, 60 providing ready drainage thereu'nder and avoiding the accuinulation of mud or dgbris ivllich may ordinarily displace the metal structure or otherwise interfere with the long life or intended operation of an electri- 65 fied railway system. The aeneral characteristics of the eleinents forming the railway cross ng are plates or blocks which include a surface 1)ortioii having end railway engagin@Z or key To portions and downwar(ily dispose5 flantres having support on a rai4 the blocks includin- bi-idging portions across railway ties or tn intei-veniiig space between rails, providing a block having I highest economy so far as 75 weight of metal is concerned, of strength to support the normal loads encountered but suiliciently spaced from the railway road bed to be free from interference due to aecun-ililition of mud and d6bris atid permit50 tiiig the fi-ee drainage of water thereunder. Arnong its further objects, my invention i-esides iii the provision of metal railway crossing pavinc, elements having rail engaging portions requirin the minimum aMOunt 85 9 of machining, finishing or the like and which are arranged to engage the rails without in any way modifying the same and, which elements may. be laid without predeterminedly preparing the railway road oo bed to hold the same I'n their intended position.. More particular features reside in the provision of railway crossing blocks or eleinents having lockiii- and keying engagement with the ball and flange of the rail but 95 without in any way coming in contact with the tie or road bed each block or element 1 being a complete unit, being independently lield in position for individual adjustment, partial access to the under portion thereof, loo and of a size permitting use at curved portions of a railway road bed. Still more partictilarly, the railii,ay blocks or elements are prov ided with rail engaging portions resiliently disposed upon the flange of the,rail, 105 resistin(, shock due to vibration of cross A

2 i,725,410 tr.tffic tliereover and permittin(y expansioii (!tic to teiyil,,ei-,,ittire variations, atmospheric c@,oi-iditioiis, or Lhe, like. Citlier of my invention reside in Llic provisioii of raili@-,iy crossing pavement -iciil,-qt,s or blocks havin(y lockinu or en - -agzn zn rails so tlii@t@ ill a, s i t'll . flirthei p,,irticular embodiment the .bloqks iiity be redticed in gize to bridee oiily o ,,-ar'u-'IIlly 'Llie sp-,co betaveen pai-all@l rails 1 'd'T, , L VOL oi- pla'es of uliusual size alild by omitliiic)- the doivnwardly CLei)eii(Iiii-c, lon(,,itud;nal ribs )r flanges. In tn this ,i-@iboclimeyit, my iiii,e,ntion has for its i5 objee'L -ii-ie pi-ovisloii of an intermediate rail between tl,,e i,ails ordin,,ii-ily provided but of tl-lie cliftt-ac-'(-er iiiiieli i-eqliires no n,@odification o-L' 'Lllie keyin(y,or eiigagin(y portion so that'a rail ii:iay be useci iiiteri-nediate the 20 P"@iliNT@iy ro@,id bed r@iiis. The other features ol tli-is embocliinent reside in the provision f)-(' aii iiiteriiiediate riil stiitable for use w ith 'lecl s@,steiiis 'or si,)-nalling r motive (@lecti@it -L - z@ 0 po,,NTer, intel-ferid(y iii any Avay with t@ 25 @l-licit- inten,,Iecl funelion. To tiiese objects and such further .Objc,c'u-@,; ',S 111@,.y 11)pear herein or be hereinpoint,t-,d oul-, I iiial@e reference to the ace@l,.ii-,,,@,@nvinL,- d.-aw)'i).,,!s loviiiing a p,,irt liere30 of @in -iviiiehFio-tiTe I is a pei@sdective view, pai@tly l)-@.,o]Ken a-"-ay, shoivino,: @l i,ailiv,,iy road bed ,,ind cros@,inc,, embodyinc, n-iy invention; Fi(Tui@e 2 is t ver'Lical section of a det,,iil 35 eli-aivn to ,.tn enlai-,q@ed scal.e of a portion of q @t,lie sti-tictlire shoiain(y the locliin(y engagenioiit o.-@L-' a filock and a rail; Fi(,ui-c 3 is a ver@uic,,il section drawn to ,aii enl,,trged scale of the appro,,tch side of a 4.0 l@@ti 'l; F@ 4@ is a perspective vienv of a pair .0-i (2o7actip(,- wed e blocks; 9 Fi(,Ure r) is a section '.-akei-i on a line 5-5 @of Figiire 2; 45 .@ l@'igU].-(, 6 is a trarsverse section across the i-ailw-y i,-o,,td b(,@(I disclosing a modification; ri,2,-Lll,e 7 is t plan vieiv oi' @t blocli: oielenient fOr LI@C 'Iii'Lermediate the rails; Fi,,--Lire 8 is a section takeii on ,t line 8-8 n @,50 o-'L Fiuure 7; zn IAic,-tire 1,1 i,,@ a plaii )Ticiv of an - approacli n plate sloiiii iii transverse section in F -'I (Y I u @e 6; 10 is Ii, trqi-isverse section dra-kvn to eiilai-,@,yed scale of the ency,,igement of ,tp pi,oach plate, eleii-ie--@its aiicl intermediate i,,ail elei-nc-,nts; Fi(I'Lire 1-1 is -,L tr,,Liisverse sp-etion ,teross a road bed of - still fiir'Lher modification; (;o Fi(yu,,,e 12 is a pl@in vieii, drtwn to in eiin lai.-(Yed sevle sliowin,,,- rail-N@ay blocl@s Nvliei-i @ Z-1 associ,-.-ted iiith an intei,ii-iediate rail Pi,rui@e 13 is a plan vi-eii@ o'L an approacli plate asshovi,-,,i in Fiotire 11. Refervin(, to 'Lllie di@awiii(,s it ",ill be observecl tlilt a railiviy ei-ossing i)avemeiit coiiteli-ipl,,ited by my inielit,@on c,)mprises generally intermediate platc@s 10 and approach plates 11 eich arrin ed to en('a-e 9 n @, stock form of rails 12 in lockiniengagen-ient 70 @n -,Aith the ball portion 13 a d the flaiige porn tion 14 of said rail. Adjacent plates, plun iiumbei- arrano-ed ei-id 1,0 endi ral i are disposed to form a substantially continuous stii-face iaith the vehicular road becl 15 Of 7,5 r the tyl)e normally encounte red at ade crossings street intersections, e@L,@,., su,-h as conei-ete, I macadani asphalt, dii(I @ or the like. - The ends of the intermediate pl.ates or the approacli plates previously describecl are so pi-ov;.ded with doavnwazclly disposecl flan,)-es and rail engao-ing portioiis. I@-@ the cas,l 04--' the interm, ediate plates 10, each element is pi-ovided with a downwardly disposed flaii-e 16 liav;lng t i-ail flan(y,- engagid f-,, portion, 1 i Iq 5 tn zn and aii interposed bi-"df,,ing sicle rib 18. The n ei;ail flaiige eii(,a(,@i-iig portion 17 is extepdc,,cl iiigtilai,ly a-n(@i, ilpwardly a' 17', conformin(r zn in contour substantially to the flan--e 14- of @n the rail. The outer face of the flange '@6 -is @)o also pi@ovided wl'th aii ext-ei-ided abutment 19 coopei-a'ting ivitli the extended por@lion l@' to so ket 20 for tb pairs of -,Ie(!,,e form I c e blocks 21, shown in detail in Fic,-tii,e 4. It 'II be obsei'ved'that these ivedge blocl@s ai-e 9.5 formed in, (Yenei,al coiit6ur at one portion tliereof so as"to ,@,ntigl3, -ng,14,-Ye 'Lhe I)all 13 o-@@' (lie rail at its Ulider surt,,ice 13'. Generally, the intermediate plites 10 Iiave OITCI.' J" clliyiei-isi6lis lenytbi,@,ise thereof, tiaat lo(, ai I n is, betweeii the e@Ltendecl poi@tio.ns I'@' Eiii)- stantii'Lly less th,,in the dis'L,,,ince bet-weei-i the ITer'Llical i@,ebs of tli,-@ i-ails, I)ermitting the insertion, 'L,heceo" witliotit iii anv'way incdifyinr or mov , in@,, the rails, assei-iibly be'inly per- o,-) missible -kvitlioi-it in aiiy i'vay ino,,Iifyin(y the raili-ay road bed. The overall diri-.,ensi,)ns in length of 1-his intei-i-liecliate piice are (ril-,,iter thad the distance betineen the ball@ t, poi-tions 113 of the r-,iils, for pui,-I)o,:es wliieh 110 iiill liei-einafter ,ippear. It is prefer,ecl @Lo position tn in'Lern-tecliate plate and .@es@ the ti saiiie upon iie flan(yes 14 in!-erposin(,r, however a i-esilieiit filler block 22 servin(y to co- LI act ivith the Y,@edge blocl@,s 21 'U-o resilientlv 115 dispose and Iiold the I)Iate a(,ainst vertic,@l t, thriists, as ivell as encl thi-Lists, the filler block also servin(,, as an insiila'L-or for the condtie'Ling meta"-Iic plate betive6n p,-,ii@s of rails 12. It will be observed thr..t an inte,.-med,@a@@i?, 1,)n plate may be positioned bet-v@@een the pairs of 'ls 12 by fii,st ,irra-n(ying the fililer block 22 i,a,@ zn Lipon the rail fltpgos 14. The angularly disposed relatioi-iship o'l the blocks vrill serve t'o center the inl-ermediate pl,.ite Niheii T,)roper 1,.orizontal adjustinent -is r.,iade. Ei@cl. and vertical tal.@e-Lip is obtainecl by positionin(T i@n the socket 20 the paii,s of i-ved-e blocl@s 21 and as eac'ii interiiiediate plate has its erc.Is pi-ovided Avith these socke-,S 20, indivi,-Iual '3(

1,725,410@ ad justment may be had by simply driving tho wedges relative to each other until a position substantially as sliown in Piyuro 4 is obtained, wberetipon the position of a spike ,5 or nail 21' will prevent aiiy reversal of n-ioveiiient, It will thus be observed that by dis-)osing tlie, end of the pl@ite 10 between the wed,-e block-,s 21 and the fillc@r block 22 1 obtain at ,t siiigle ope@at,on lockin(y ejigageio ment both in a vertical direction as well as in a liorizontal direct-Ion, ancl wbere I use filler blocks such as made of wood, liai-d .rubb,er or other insulating rnaterial, I effeetin,ely prevent the short eircultid -Y of any 1.5 electric current between the rails 12. It will also be observed that as the plate is raised substantially above the 1,,,til flanges 14, clearance is rovided to prevent the accumulation oTd6bris oii the uiider side of 20 the plate, whereas the ari-ulii-ly dependid,flan-e 16 provides suitable c,earance for the wbeel flanges, servin(,, tlso as a (,uarcl tlierefor. It will be furtber observed that by disposing the plates ul)on the fillei, blocl@s 22 and liolcling the saine in position by means of the wedge blocli:s 21, particulat-ly, where these i-i-embers are iiiade of hard wood or similar iiiaterial, I may substantially reduce 30 the cost of the intermediate plate by avoiding the unnecessary finish of the enga,,--,ina portions of the plates, the resiliency of these blocks serving to talce tip any irre(yularity in the castin(Y and still obtain propei, position35 lial- and lei-eling of the plates. tie foi- the I"s 24 and 28. The angular brace flane 30' supports the terminal 25 and 1= still furtlier stiffens the plate so that faii-ly tliin matei-ial may be used for economy and zn liffhtness of weight. It will be observed that 70 the ribs 29 and 30 are formed for a depth to (Yive sufficient rigidit-v btit to provide clearance over the roadbe@,l ties an(I the space between the legs 24 and 28, foi, the purpose as described in the consideration of the inter- 75 iiiecliate plate 10. As the plates 11 are preferably arranged to bi-idge -tditeent ties on the road bed, they ai,c I I ai,-er than the intermediate plates 10 wliieh @ti-e wh6lly stipported upon the flanges 50 of the rails. The plates are provided, if desred, with (rraiiied surfaced portions to increase the ti-action or frictional contact for veliieles passing thereover. The plates 10 and 11 which are located at 85 the ed-e of the highway are provided witli a downwii-dly disposed apron 32, to each gide for purposes of deflecting pendent portions such as couplei- heads, chains or the like whicli may possibly be suspended frolli 90 the railway cars, aiid thus deflect them and prevent engatement with the metal plates. In the const'ruction shown in Figure 6 the intei,iiiediate plate 10' is formed with rail en,,agin- portions siinilar to those shown in 9-'3 Fiotire 1 except, however, where it is (tesired to ' increase the resilient bijidiiig action between the ball and flan-e of the rail, the intermediate plate extension meixiber 17 is disposed to rest upon a filler block 22 having 100 The intermediate plates above described a covering of insulating material of hi,rh L I are suitab,le for Lise between p,,tirs of- rails nonconducting cliaracteristies 22'. Ilis type s,uch as 12, wliich may be providecl f6r the of construction not only gives increased re-L-olli@-i(, stock or between adjacent rails wliere silieiice to the vibratory action of passing ve40 more thaii one set of tracks are, to be used. hicular ti-affic but is also useful where -high 105 At tlle outside of the rails, however, it is@ tension current is used between rails. This preferred to provide appi,o,,tch plates 11 is inore clearly illustrated in the' detailed wliieh liavo a siirf ace poi.@tioii 23, a rail en- view sliown in Figui-e 10. ,(,agiiig portion 24 at one end .ind a highwa3@ For purposes of decreasing the weight 1 45 aligniiig teriiiinal 25. The rail enoaain- and at the same time retainino, the necessary 110 t, tn t@ ortioii 24 c6m rises a downwardly disposed i@ioidity the intermediat@ cas@inc, 10' has ii@ p p @n . I flan(,e 24' includin- an off-set poi-tion .td,,i,pttinder-surface forme'l with lo@gitudinally zn zn @(I to en(ya-e the rail 12 under the ball 13 disposed bra(@ing ribs 34, 35 and 36, areu @-I n ately as at 26 whereas the lowei- extremit 27 disposed to -ive maximum stiiffness at the y tn 50 serves as a le(, or rest eTigacyi@-i(t the flan,e central portion and still supply clearance 115 zn n 2--l n portio.n 14 of the rail. It is preferred to adjacent the rails. Thus, at tli e portion ,i:djust the diniens.ions of the flanae 24' in where niaximum insulation is desired, there accor(lance witli the size of tiie w'eb 12 of will be freedom of movement of d6@ris, water the i'ail ' so that the end of the plite iiot only oi- the like, permitt,ing free passage without 55 Snilgly eiigages the ball and flailge b' t is iinduly affectiiig the insulating qualities of 120 u wed-ed tbei-ebetween upon downwai-d n-iove- the wooden wedge blocks 21 and t@e filler t, Illent of- the terniinal portioii 25, the poi-tion block 22. 26 actijig as a fiilcrum. The plate is further Fi@,ures 0 to 10 further illustrate modified provicled -@v'th a, longitudinally dlisposed le@, form"s of the approach plate. As shown at 60 28 liavina an otitwai,dly tiirned aneborin'@),, 11', the rail engagin(y portion 24a includes 125 flan-e. -?(ii auxiliary l@nyittidinal rib 29 i _ si,ii offset portion 216a -similar to that shown provicled to add stiffness at-'nd r.igidity to the in Figure 1, but the downwardlv disposed. sui@face plate, whereas a ti-ansverse rib 'O. c 0 , portion is of a length I ss than ihe web of stippl'eci in numbei-s as desired, not only t,he rail and in this ase is provided with an 1 c 65 ftii-ther stiffens tli'e plate but also acts as a inwardly disposed lower extremit.Y 27,,, an- 130