US1382182A - Railway-tie and kail-fastener - Google Patents

Description

C. E. ESTABROOK.

RAILWAY TIE AND HAIL FASTENER.

APPLICATION FILED AUG-6, 1920.

Patented June 21, 1921.

4 SHEETSSHEET l.

INVENTOR C. vE'. Estabrook,

WITNESSES A TTORNE Y8 C. E. ESTABROOK.

RAILWAY HE AND RAIL FASTENER.

APPLICATION FILED AUG-6. 1920.

1,382,182. PatenwdJune 21, 1921.

4 SHEETS-SHEET 2.

l. M a A w b b wi l 3 MW N h INVENTOR C. E E8 L ab rook,

I I, By Willy-g? ATTORNfI S C. E. ESTABROOK.

RAILWAY TIE AND RAIL FASTENER.

APPLICATION FILED AUG-6,1920.

'4 SHEETS*SHEET 3.

Patented June 21, 1921.

INVENTUR i s tall/00k, LJLMM 26;

WITNESSES C. E. ESTABROOK.

RAILWAY TIE AND RAIL FASTENER.

APPLICATION FILED AUG-6,1920.

1,382,182, Patented June 21, 1921.

4 SHEETSSHEET 4.

INVENTOR WITNESSES V V V C. In. lzstabrooie PATENT OFFICE.

CHARLES ELSWORTH ESTABROOK, OF SPRINGPORT, INDIANA.

RAILWAY-TIE AN D RAIL-FASTENER.

Application filed August 6, 1920.

To all whom it may concern:

Be it known that I, CHARLES E. ESTA- nRook, a citizen of the United States, and a resident of Springport, in the county of Henry and State of Indiana, have invented certain new and useful Improvements in Railway-Ties and Rail-Fasteners, of which the followin is a specification.

My invention relates to railway ties, and rail fasteners, and a purpose of my invention is the provision of a tie or rail fastener so constructed as to be accommodated to different kinds of ballast, rails, rolling stocks and climatic conditions, my invention havmg the desirable features of simplicity, dura ility and efliciency and capable of being ad'ustable to support the rails of tracks of di erent gages.

I will describe four forms of railway ties and rail fasteners embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings:

Figure 1 is a view showing in side elevation one form of railway tie and one form of rail fastener each embodying my invention.

Fig. 2 is a top plan view of Fig. 1.

Fig. 3 isan end elevation of Figs. 1 and 2.

Fig. 4 is a detailed perspective view of one of the locking keys shown in the preceding views.

Fig. 5 is a view showing in side elevation another form of railway tie and rail fastener embodying my invention.

Fig. 6 is a top plan view of Fig. 5.

Fig. 7 is a vertical sectional view taken on the line 77 of Fig. 6.

Fig. 8 is a view similar to Fig. 7 taken on the line 8-8 of Fig. 2.

Fig. 9 is a view showing in side elevation a third form of railway tie and rail fastener embodying my invention.

Fig. 10 is a top plan view partly in section of one of the anchor members comprised in the tie shown in Fig. 9.

Fig. 11 is a vertical sectional view taken on the line 1111 of Fig. 10.

Fig. 12 is an end elevation of the tie shown in Fig. 9.

Fig. 13 is a detailed perspective view of one of the rail fastening bolts shown in the preceding views.

Fig. 14 is a detailed perspective view showing one of the bar securing bolts shown in'Figs. 5 to 8, inclusive.

Specification of Letters Patent.

Patented June 21, 1921.

Serial No. 401,710.

Fig. 15 is a View showing in side elevation another form of railway tie embodying my invention.

Fig. 16 is a top plan view of Fig. 15.

Fig. 17 is a fragmentary perspective view of a portion of the railwa tie shown in Figs. 5 and 6 having applied thereto one form of shield embodying my invention.

Fig. 18 is a transverse sectional view taken on the line 18-18 of Fig. 17.

Similar reference characters refer to similar parts in each of the several views.

Referring specifically to the drawings and particularly to Figs. 1 to 3 inclusive, I have here shown a railway tie comprising two anchor members designated by A, each of which is formed of suitable metal and of substantially pyramidal form. Each anchor member A is hollow so as to provide a compartment in which a portion of the track ballast is adapted to be disposed as will be more fully described hereinafter. At the apex of each of the anchor members A an upwardly extending projection 15 is formed upon which a track rail designated by R is adapted to seat, one longitudinal edge of the projection 15 being formed with a vertically extending lip or flange 16. The vertical walls of the projection 15 are provided with suitable openings to receive a plurality of rail fastening bolts B, each of which latter is threaded at one end as indicated at 17 to receive the nut 18 while the opposite end is bent to provide a book 19, as shown in Fig. 13. The shank of each bolt B is partially flattened upon its upper side so as to engage the inner side of the anchor member and to cooperate with the confronting face of the bill on the hook 19 to snugly engage the bottom, edge and upper side of the base flange of a rail when in applied position, so that when the nut is applied to the bolt as shown in Fig. 7 the bolt will securely lock the rail against lateral movement on the anchor member. As shown in Fig. 2, each projection 15 is provided with two pairs of bolts B, the bolts of one pair being disposed in reverse relation to the bolts of the other pair so that all the hooks 19 engage the base flange of the rail. The two innermost bolts B also extend through the flange 16 thereby securely locking the rail against outward lateral displacement.

The anchor members A of the tie are adapted to be connected to each other by means of a connecting bar designated at C,

such bar extending through suitable openings formed in the anchor members and secured within the members against longitudinal movement by means of keys designated at K and K, respectively. As shown in Fig. 2, the opposite ends of the connecting bar C project beyond'the outer ends of the anchor members and are here provided with horizontally disposed slots hrough which extend the keys K. Similar slots are also provided in the bar C at points adjacent the confronting ends of the anchor members for the reception of the keys K. As shown in Fig. 4, each key K or K comprises a somewhat pointed head 20 vformed at one end of a shank 21 and the latter being provided with. an opening through which extends a cotter pin 22. One edge of the shank and head is beveled as indicated at 23 so that in the applied position of the key to the connecting bar, the beveled edge will conform to the curvature of the corresponding anchor member and thus permit of snug fitting of the key through the connectin bar and into engagement with the anchor member. The pointed head 20 permits of the ready insertion of the key into the connecting bar, the shoulder of the head locking the key against longitudinal displacement in one direction, and the pin 22 locking the same against movement in the opposite direction. are wider than the keys K, the purpose of which is to secure a slight longitudinal adjustment of the connecting bar to vary the distance between the anchor members A and to thereby allow of the tie as a unit to accommodate a track of slightly different gage. This longitudinal adjustment can be readily effected by reversing the positions of the keys K with respect to the keys K or vice versa. In other words, with the keys in the position shown in Fig. 2, the rails R are spaced apart a distance less than the distance therebetween when the keys K occupy the positions of the keys K so that when it is desired to vary the distance between the anchor members and to thus vary the gage of the track, it,

is only necessary to properly position one set of keys with. respect to the other. A further adjustment of the tie may be obtained by varying the lengths of the slots in the bar and increasing or decreasing the width of the keys.

Referring now to Figs. to 8 inclusive, I have here shown another form of railway tie and rail fastenerer in which the anchor members A are of substantially the same shape as the anchor members in the first form of railway tie with the exception that they are formed with recesses 24 to provide shoulders 25, while within the recesses 24 is formed arail fastening member desig- As shown. in Fig. 2, the keys IQ nated at 26. As illustrated to advantage in Fig. 7, each fastenlng member 26 1s substantially wedge-shaped in cross sectlon to provide a substantial support for a lip 26 formed on the inner edge thereof and disposed in spaced relation to the top of the anchor member for the reception of a portion of the base flange of a rail. The shoulders are formed with suitable openings at points corresponding to openings 27 formed in the anchor member, and through these openings are extended bolts B similar in construction to the bolts B in the first form of tie. With the bolts B arranged in this manner, the hooks 19 function to engage the base flange of the rail and to thus cooperate with the lip 26 in securely holding a rail against lateral movement on the anchor member.

As in the first form of railway tie, the anchor members in. the second form of tie are of identical construction and are also connected in a manner to allow of lateral adjustment of one with respect to the other to vary the distance between the two to support the rails of tracks of different gages. To this end, I provide a pair of connecting bars C which embrace the sides of the anchor members and; are secured thereto by means of bolts B. As illustrated to advantage in Figs. 7 and 8, the bolts B extend through any one of a plurality of openings 28 formed at various points within the side portions of the anchor members. This arrangement of the openings 28 permits of the securing of the anchor members A in various positions with respect to each other to vary the distance therebetween by inserting the bolts B in the desired openings 28 as will be under stood. As shown in Figv .14, the shank of each bolt B is of ovate contour in cross section. and as shown in Figs. 7 and 8. each opening 28 is also of ovate contour to accommodate the bolt shank and to thus lock the latter against rotation within the opening. Because of this construction it will be clear that with any one bolt in an opening 28, rotation of the bolt is prevented so that after the nut of the bolt has been applied rotation of the bolt to loosen the nut cannot occur.

Referring now to Figs. 9 to 12 inclusive, I have here shown another form of railway tie comprising a pair of anchor members A identical in construction to the anchor members A of the second. form of railway tie with the exception that they are formed with a rail fastening member 29 supported in the same manner as the rail fastening member 26 but formed at its edge with an upwardly inclined lip 29 and a vertically extending lip 29. These two lips 29 and 29 are adapted to embrace the base flange and web of the rail R at its outer side and to thus lock the rail against outward lateral movement. The rail is locked against inward lateral movement by the books 19 of the bolts B which extend through the anchor member in the same manner as that described in connection with the bolts B of the second form of tie. In addition to this fastening means, I alsoprovide bolts B which extend through the lip 29 and the web of the rail R in the manner illustrated to advantage in Fig. 10. This means may also be employed for connecting the confronting ends of apair of rail sections as illustrated in Fig. 10, thus eliminating the use of the ordinary fish plates.

For ad'ustably connecting the anchor members d in'this form of my invention, I provide a connecting bar designated at C which extends through the anchor members in the manner shown in Fig. 11 so that the opposite ends thereof project beyond the anchor members. These projected ends of the connecting bar C are disposed between a pair of cars 30 secured to the anchor memher by means of rivets 31. At this point within the length of the connecting bar, a series of openings 32 are formed which extend diagonally with respect to the bar as clearly shown in Fig. 11. The ears 30 are provided at corresponding points with an opening to receive a bolt B which is adapted to pass through any one of the openings 32 and to thereby lock the connecting bar against longitudinal movement. It will be understood that by virtue of the position of the openings 32 an adjustment of the connecting bar can be effected by removing and replacing the bolt from the openings. As shown in Figs. 9 and 10, the connecting bar is also formed at points adjacent the confronting sides of the anchor member with two series of openings 33, the openings of each series being arranged in triangular formation and adapted to receive a cotter pin 34.

From a consideration of Fig. 9, it will be clear that the openings 32 and 33 and the bolt 13 and cotter pins 34 all coact to effect a longitudinal adjustment of the connecting bars (I with respect to the anchor members A, and to thus vary the distance between the anchor members to accommodate and support the rails of tracks of various gages.

Referring now to 15 and 16, I have here shown a modification of the railway tie shown in Figs. 5 and 6. in which the anchor members A are of the same construction as the anchor members shown in Figs. 5 and 6, with the exception that they are provided at their confronting sides with slots to receive the opposite ends of a connecting bar C". The connecting bar C is constructed in a manner similar to the connecting bar C in Fig. 9 in that it is provided with openings through which bolts 50 are adapted to extend. As in the form shown in Figs. 9 and 10, the anchor members are provided with ears secured to their confronting sides adjacent the slots and spaced apart to receive the opposite ends of the connecting bars C. The cars 30 are formed with openings to receive the bolts 50, the openings in the ears and the openings of the connecting bar being so arranged as to permit of the longitudinal adjustment of the anchor members with respect to the connecting bar.

In Fig. 17. I have shown a portion of the railway tie shown in Figs. 5 and 6, and having applied to one of the connecting bars C a shield or protecting plate designated by S. The shield S is designed for the purpose of protecting the connecting bar from the action of the elements, and as shown comprises a single sheet of metal bent into inverted U-form and having its end portions cut away as indicated at 50 for conforming engagement against the adjacent ends of the anchor members. The lower edges of the shield are bent outwardly and upwardly to provide troughs 51, as clearly shown in Fig. 18.

In the applied position of any one of the four railway ties, the anchor members are partially embedded within the ballast of a road bed in such manner that they are completely filled with ballast so that the ballast functions to firmly hold the members and the tie as a unit against lateral displacemcnt. The ballast beneath the anchor members is maintained dry and subsequent damage caused by freezing prevented.

From the foregoing description of the several forms of railway ties and rail fasteners, it will he manifest that I have provided a railway tie capable of longitudinal adjustment to accommodate and support tracks of various gages. and means for securing rails of various sizes to the tie irrespective of its adjustment and for holding or locking the same thereon against spreading.

Although I have herein shown and described only four forms of railway ties and rail fasteners embodying my invention, it is to be understood that various changes and modifications may be made herein without departing from the spirit of the invention and the spirit and scope of the appended claims.

What I claim is:

l. A railway tie comprising. anchor members. rail securing means carried by each of the members. a connecting rod extending through said members and connecting the same. keys of different sizes insertible through said connecting rod and engaging said anchor member. and means for locking said keys within said connecting rod.

2. A railway tie comprising a pair of anchor members. rail clamping means carried by said members. spaced ears on each of the members, a connecting bar extending through said members and between said ears, and having holes formed therein, and bolts extending through said ears and through certain of said holes for the purpose described.

3. A railway tiecomprising, a pair of anchor members having rail securing means thereon, bars connecting said members at the opposite sides thereof, ovate openings formed in said members, and bolts having shanks of ovate contour in cross section extending through said openings and through said connecting bars.

4. A railway tie, an anchor member, a rail fastening member formed on the anchor member and comprising a lip inclined with relation to the anchor member and spaced therefrom, and a second 11p integrally formed with the first lip and vertically disi posed, hooked bolts extending through the anchor member and cooperating with the first lip to retain a rail on the anchor member, and bolts extending through the second lip and adapted to extend through the web of a rail for securing the rail to the lip.

5. A railway tie comprising, anchor members, rail securing means carried by each of the members, a connecting rod extending into said members and connecting the same,-

and a shield embracing the rod between the anchor members and comprising a single sheet of metal bent into inverted U-form and having its end portions cut-away for conforming engagement against the adjacent ends of the anchor members.

CHARLES ELSWORTH ESTABROOK,

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