US1071161A

US1071161A - Metal-reinforced railway-tie.

Info

Publication number: US1071161A
Application number: US66790811A
Authority: US
Inventors: John F Lahart
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-12-26
Filing date: 1911-12-26
Publication date: 1913-08-26
Anticipated expiration: 1930-08-26

Description

J. F. LAHART.

METAL REINPORCED RAILWAY TIE.

APPLICATION FILED 1120.26, 1911.

1 ,O7 1 ,1 6 1 Patented Aug. 26, 1913.

2 SHEETS-SHEET 1. mi

J. F. LAHART.

' METAL REINFORGBD RAILWAY TIE.

APPLICATION FILED DBO. 26, 1911.

. mm r j uvm @2m Au JOHN F. OF MINNEAPOLIS, MINNESOTA.

METALREINFORCED RAILWAYeTIE.

Spectcation of Letters Patent.

Application filed December 26, 1911.

Patented Ang. 26,1913. Serial No. 667,908.

To all whom t may concern.'

Be it known that l, JoHN F. Inliner, a citizen of the United. States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Metallteinforced Railway-Ties; and .lf do hereby declare the followmgto be a full, clear, and exact description of the. invention, such as will enable others skilled in the art to which it appertains to make and use the. saine.

My invention has for its object to provide an improved metal reinforced railway tie, and to such ends, generally stated, the invention consists of the novel devices and combinations of devices hereinafter de scribed and defined in the claims.

Particularly, the invention is designed as an improvement on the forni of reinforced railway tie disclosed and claimed in my prior Patents 942,267 and 942,268, issued of date December 7th, 1909, .and the present features of improvement simplify the construction and increase the ctlicieney and general praeticability of metal reinforced concrete ties.

It is well known that metal reinforced concrete ties, while strong and dutable,l1ave, as hitherto constructed, been subject to this serious defect, that they have no resilient-e, and hence, are the causes of noisy trulic and, furthermore, are hard on the wheels and other parts of the rollingv stock. Also. it has been found that where metal is placed directly' in Contact with the concrete, the weight of the heavy load of" trains and the pounding action produced by the heavy rolling stock will crush or crumble the concrete and sooo destroy the etiicieocy ot' the tie.

As one feature oi," my present invention, VlV provide a, cushioning plate or body which is formed a part of the body of the ticand which interposed between the concrete portion of the tie and the rail or other metallic parte. such as a saddle plate placed dirt-elly miler the railln the acmmpanying drawings' which illustrate the improved tie. like characters 'indicany like parts throughout the severalviews.

Referring to the drawings, Figure l is plan 'View showing the imlmf'ivcd tie; Fig. is a vertical sect-ion talfzen lonniwidinally through the tie on the line r2 zo on Fig. l; Fig. is a transverse section taken on the linea*3 of on Fig. l; Fig. -l is a diagramto :s

matic plan view illustrating a modified arrangement of the tie reinforcement; Fig. 5 is a transverse section taken on the line c5 ai on Fig. 4 through a tie designed as illustrated in said Fig. 4; and Fig. G is a perspective View showing one of the metal reinforcements used in the tie shown in lfigs. i and 5.

The concrete body l of the tie is formed in its bottom with a concave groove or channel 2 that extends less than from end to end thereof, leaving the end portions of the said tie body Hat on their under surface. The sides of the tie body l are preferably rounded downward and inward, as shown in Fig. 3. The form thus given to the bottom of the tie body l securely anchors the same against movements produced by creeping of the rails or strains longitudinally of the rails. and also decreases the lifting effect produced by heaving of the ground under the action of frost. Also, the tie body thus formed will have a sort of selftamping action. More particularly stated, after a tie has been settled in the road bed by 'heavily ladened trains, the natural spring;

ing in the rail brings the tie back to the level, allowing the loosened ballast or earth to settle back under the tie and thus pre vents the tie from being forced deeper :ind deeper into the bed. The concrete body 1 and its upper face is formed with a longitudinal groove or shallow channel 3 that is widened to the width of r'the body l at points which underlie the rails et. This chienne' and its expanded end portions are completelylled with a strong rough and slightly pliable or resilient composition 5. preferably mede :is follows: Une part of Portland ce ment', one part of fibrous materials, prefer ablyof asbestos, and three parts of sand, are mixed dry and are then interming'lcd with hot tar and thus formed into a sort of a mortar or concrete which is pliable while hot, but quickly hardens as it, cools This fillingr material, after it is set or herdened. permanently adhered to the concrete. body 1 of ther tie, but will always have a very much less rigidity, or in other words, is slgl'itly pliable, but at the Same time is tougher and stronger than the concrete of the said tie body 1. It, therefore, forms an efficient cushion between the concrete tie body 1 and the rails.

Metallic saddle plates 6 are setfapproxi-- mately t'lush into the lling metal 5, and to sol anchor the tics to the rails U-bolts 7 are embedded in the said concrete body 1, are extended through the filling material 5 and through the saddle plates 6, and are provided with clamping nuts 8 which, as shown, press washers 9 against the base Hanges of the rails. The saddle plates 6, at portions that underlie thc rails, are preferably formed with slots 10, through which, portions of the filling material or cushioning plate afforded thereby, project upward into direct contact with the base of the rail. Also, the saddle plates 6 are preferably formed with parallel flanges 11 which hold the rails securely against lateral shifting movements, so that the tie affords an accurate gage in the spacing of the rails. In Fig. 1, the numeral 12 indicates holes or slots in the saddle plates G, outward of the flanges 11, and through which, other portions of the cushioning plates 5 project upward to the upper surface ofthe said saddle plates.

The metal reinforcement of the tie is preferably afforded by two quite heavy rods 13, each to form a rectangular loop, the ends Vof which, as shown, are -united at 14. These loop reinforcing rods are set in oblique planes that cross each other transversely of thetie, and the lower rods thereof are embeddedlin the lower outer portions of the concrete bodyfl, while the upper rods thereof are embeddedin the central portion of the filler or cushioning plate 5. The ends of .the said' reinforcing loops extend outward toward the ends of the tie considerably beyond the saddle plates 6. The upper rods of the said reinforcing rods or loo s 13 are provided with eyesl through which), the prongs of the Ubolts 7 are passed. By this arrangement, the tie reinforcing rods are anchored both in the concrete body l and in the cushioning or filling-plate 5, and are also anchored to the railanchoring bolts 7. Furthermore, the saidI reinforcing loops 13 .not only reinforce the complete tie after the manner of a truss but securely bind together the various component parts of the tie body. In fact, it will be noted that the lower portions of the reinforcing loops are embedded in the concrete body 1 and the upper portions thereof are embedded in the filler or cushioning plate 5, while the end portions of the said loops are extended obliquely from the said concrete body into the said filler and are there united to the rail anchoring devices.

A tie constructed as above described, is of low enough cost to be not only commercially practicable, but economical because of t-he long life of the tie. It adords the proper resilience to prevent the tie from being pounded to pieces by the rolling stock, and the cushioning plate or material employed, while it has sufcient strength and rigidity to carry the heavy loads, serves, neverthe- .thereof are shown.

less, as an eflicient sound deadencr and shock or vibration absorber.

In the construction of the tie body, it will usually be found desirable, first to form the so-called cushioning plate or body 5 and then, while the latter is in an inverted position, to form the concrete main body 1, over and around the same. Otherwise stated, the tie body will preferably be formed upside down. This also gives the best opportunity for forming smooth faces on that surface which is to form the top of the complete tie.

In the tie illustrated in Figs. 1,2 and 3, the saddles in the rails are in theform of flat metal saddle plates, but in the modified arrangement of the tie reinforcement illustrated in Figs. 4, 5 and 6, the rail saddles are formed by bending of the upper portions of the metallic reinforcing loops or rods 13, so as to form a rectangular skeleton 13". The upper portion of the said reinforcing rod 13 and the skeleton saddle 13" are embedded in the cushion plate or metal 5. In Fig. 6, only one of the two reinforcing loops is illustrated, but in Figs. 4 and 5, both In this modified arrangement, also the upper portions of the reinforcing loops or rods have eyes through which the prongs of the U-bolts 7 are passed.

What I claim is:

1. The combination with a railway tie and rails, of a cushioning plate applied on said tie, and a tie plate seated on said cushioning material, said tie plate having passages through which portions of the cushioning materlal extend into Contact with the bottom of the rail.

2. A railway tie having a concrete bodyand provided on its upper surface with a cushioning plate extended from one rail support to the other, and rail anchoring devices embedded in said concrete body and cushioning plate and projecting above the latter.

3. A railway tie having a concrete body and provided on its upper surface with a cushioning plate .extended from one rail support to the other, and metallic reinforcing rods extended in part through said concrete body and in part through said cushioning plate.

4. A railway tie having a concrete body and provided on its upper surface with a cushioning plate extended from one rail support to the other, rail anchoring devices elnbedded in said concrete body and reinforcing plate, and metallic relnforcing loops embedded in part in said concrete body and in part in said cushioning plate and anchored to the said rail anchoring devices.

5. A railway tie having a concrete body and provided on its upper surface with a cushioning plate extended from one rail support to the other, rail anchoring devices embedded in said concrete body and reinforcing plate, and metallic reinforcing loops embedded in part in said concrete body and in part 'in said cushioning plate and anchored to the said rail anchoring devices, and metallic rail saddles located on the upper surface of said cushioning plate and through which said rail anchoring devices are passed.

6. A railway tie having a concrete body and having rail supporting sections con- 10 structed of a material composed of cement, sand, tar and a fibrous substance.

In testimony whereof I affix my signature in presence of two Witnesses.

JOHN F. LAHART. Witnesses:

F. D. MERCHANT, HARRY D. KILGORE.