US1317779A - Rail-supporting structure - Google Patents

Description

W. P. DAY.

RAILSUPPOBTING STRUCTURE.

APPLICATION FILED JAN. 22. I919.

1,317,779. Patented 06;. 7,1919.

THE COLUMBIA PLANOGRAPH cu.. WASHINGTON n c TE SATS RAIL-SUPPORTING STRUCTURE.

Specification of Letters Patent.

Patented 0 a. 7, 1919.

Application filed January 22, 1919. Serial No. 272,467.

To all whom it may concern:

Be it known that I, WILLIAM P. DAY, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Rail-Supporting Structures, of which the following is a specification.

This invention relates to improvements in rail supports, and particularly to that type of rail support embodying spaced members extending transversely of the rails and rail supporting plates or chairs extending longitudinally beneath the rails and secured to the transversely extending members.

The general object of this invention is to provide a rail supporting structure of this type which may be very cheaply made, which will be strong and rigid and which will be adapted for use either in open or closed track work. 7

A further object is to provide a structure of this character in which the rail supporting plates are formed with upwardly and outwardly "extending flanges, which flanges will abut against the concrete filling of the road bed, so as to keep the support from shifting or slipping upon the concrete.

A further object in this connection is to provide a construction of this character wherein the concrete will readily flow beneath the plates thereby insuring a uniform bearing under the entire surface of each plate and whereby the concrete can be tamped in the usual manner and the tamping will force the concrete beneath the upturned side flange of the plate.

A further object is to so form the plates that they may be stamped up at one operation to provide the upwardly and laterally extending flanges, said flanges performing the triple function of strengthening the plate, securing a firm bearing for the plate upon the concrete bed, and preventing lateral movement of the plates and the supporting structure as a whole.

Other objects will appear in the course of the following description.

My improved rail support is illustrated in the accompanying drawings, wherein Figure 1 is a top plan view of a rail support constructed in accordance with my invention;

Fig, 2 is a side elevation of the rail sup-' port illustrated in Fig. 1; and

Fig. 3 is a section on the line 3-3 of Fig.

1 but showing the rail support as disposed upon its concrete bed.

Referring to these drawings, it will be seen that my supporting structure includes a pair of channel irons 10. I prefer to use channel irons for this purpose as thereby the structure is interlocked with the concrete bed by the lower flanges of the channel irons which would not be the case were angle irons used. These channel irons 10 are arranged with their horizontal flanges extending away from each other, as shown in Fig. 2, and mounted upon these channel irons, at opposite ends thereof, are the rail supporting plates 11 which extend lengthwise of the track and are intended to extend each beneath one of the rails A of the track. Each plate 11 is of steel and may be from to 1} thick. Each plate, on each side edge, is formed with the up wardly and laterally extending flange 12.

To this end the plate is constructedin a peculiar manner, and of a peculiar form. The plate is gradually narrowed from points adjacent its ends to its middle and, as a consequence, the flanges 12 gradually narrow from the middle toward the ends and these flanges, which are, broadly speaking, slightly crescent shaped, are upwardly bowed and the upper edges of these flanges 12 will curve slightly upwardly and inwardly. These flanges may be formed by stamping or press' the sheet metal of the plate and the pe culiar character of these flanges is such as to very greatly strengthen the plate and render it rigid. These flanges are disposed along their entire extent at the same angle. The flanges terminate short of the ends of the platelO to provide a transverse flat terminal portion 13 at each end of the plate, this terminal portion lying flat upon and being riveted, bolted or otherwise attached to the upper flanges of the channel irons. The plate is to be provided with rail engaging devices 14: which may be of any suitable character and form no part of the present invention.

In Fig. 3, I have shown the rail supporting structure above described in position upon a concrete bed 15. It will be seen that while the upper surface of the concrete 15 is, generally speaking, level with the plates 11, the concrete between the plates and at the ends of the plates and immediately opposite the flanges 12 is raised to a level with the upper edges of these flanges and curved to correspond with the curvature of these flanges so as to form transversely extending abutments against which the flanges bear. It is obvious, of course, that the concrete along the entire bed might be on a leyel, with the upper edges of the flanges but preferably the concrete is rounded'ofl" opposite the flanges so as to conform to the shape of the upper edges of the flanges.

' Hththis construction, the flanges 12 act to reinforce the concrete and the concrete crete is embanked, as it may be termed,"

- against the longitudinally-extending flanges 12, it isobvious that this embankment of the concrete will prevent any lateral shifting oi the road bed under stress and inasmuch vas the flanges are curved longitudinally,

due to the reduction in width in the-middle of each plate 11, it will be obvious, that a longitudinal interlock is secured between the plates and the concrete which will prevent longitudinal shifting of the track structure.

It will be seen that the supporting structure is held to the concrete by the interlocking engagement between the channel irons 10 and the concrete. Thus the track structure is held against movement in any direc tion independent of the road bed. This form of track supporting structure is particularly designed for street railways, though not necessarily limited thereto. It

has been tried in practice and under service conditions and has been found to possess great strength and rigidity with-the minimum of weight,

In laying a track with a supporting strue ture of the character described, the rails are engaged with each other by the clamping members 14 and then the rails are supported at intervals on jacks or by other means and disposed at the proper grade, level, etc., and then the concrete road bed is tamped beneath the rails and the sup porting plates 11 around the transverse .Go'pies of this-patent may be. obtained {or five cents each, by addressing the Commissioner of Patents,

members 10 in the manner shown in Fig. 3. When theconcrete or like material has set, then the jacks are removed and concrete is filled into the spaces previously occupied by the jacks. Other means than jacks may be used for supporting the rails and plates '11 while the concrete or other ballast is being tamped beneath and around the track structure, and thus, for instance, blocks maybe disposed at intervals beneath. the rails or beneath thecross braces and then concrete poured or tamped in place, the supto provide oppositely disposed, upwardly and outwardly extending flanges, the outer edges of the flanges being substantially parallel.

2. The combination with a concrete road bed, of a pair of transversely extending spaced channel irons having. laterally extencb ing flanges, and a pair of rail supporting plates mounted uponsaid angle irons, said plates being flat and re'stingat their ends on the angle-irons and attached thereto, said plates extending parallel to each other and transversely to thechannel irons and each plate being gradually contracted in Width toward its-middle and the contracted portion of each plate being formed with oppositely disposed upwardly and outwardly extending flanges, the flanges being longitudinally V curved, said angle irons and plates being embedded-in the concrete bed and theupper face of that portion of the concrete bed abutting against said flanges being on a level therewith. V n

In testimony whereof I affix my signature. WILLIAM PATRICK DAY,

Washington, D. C.

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