US1444205A

US1444205A - Rail-anchor method

Info

Publication number: US1444205A
Application number: US572460A
Authority: US
Inventors: Warren M Osborn; Reginald N Wade
Original assignee: CHICAGO MALLEABLE CASTINGS COM
Current assignee: CHICAGO MALLEABLE CASTINGS Co; CHICAGO MALLEABLE CASTINGS COM
Priority date: 1922-07-03
Filing date: 1922-07-03
Publication date: 1923-02-06
Anticipated expiration: 1940-02-06

Description

Feb. 6, 192 3. 11,444,2(25.

- w. M. ossomu ET AL.

RAIL ANCHOR METHOD.

FILED JULY 3; 1922.

" lave/2m;

Patented Feb. 6, i923,

UNHTEE Application filed July 3,

To all whom it may concern Be it known that we, W nner-1; M. Ossonn, and REGINALD N. -Ween, citizens of the United States, both residing at Chicago, in the county of Cook, State of Illinois, having jointly invented certain new and useful Improvements in Rail-Anchor Methods, do hereby declare that the following is a full, clear, and exact description of the same.

Our invention elates to a new and improved method for anchoring railway rails from any longitudinal movement except that of contraction or expansion and which anchors the rail as a unit to spiked tie-plates in both longitudinal directions at approximately the center of its length.

It has been demonstrated that rails can be prevented from creeping by providing tieresistance in both directions near the center of each rail length to keep it from longitudinal displacement under the traffic, and proper expansion facilities at each joint to allow each rail to expand and contract as a unit, that is to say without affecting the rail ahead of or behind it; the rail should be anchored both ways to give sufficient tie-resistance, as near its center as possible, to hold it from any longitudinal movement except that of expansion and contraction, and the joints should allow the rail to expand and contract without pushing or pulling the next rail. That part of the problem relating to the joint connections ofi'ered no serious difliculty as they were readily slotted and tensioned to allow the rail ends to move between them when the rail expanded or contracted, but the factor of anchoring the rail to hold it against longitudinal movement produced by causes other than expansion and contraction has heretofore resulted only in unsuccessful experiments and expedients. For example, various types of anti-creepers were fastened to the rail and'extended below its base to bear on the sides of the ties, but lost-motion between them and the ties soon developed as the tie was not attached to the anti-creeper but of course did move with the rail which was spiked to it; also, when the anti-creepers were placed on both sides of the same tie a churning of the tie was produced by its being forced first in one direction and then the other by the creeping of the rail and this churning action of the tie crowde the ballast forward on its leading side and produced a recess or gap in the bal earsnr clerics.

N. WADE, 01E CHICAGO, ILLINOIS, ASSIGNORS COMPANY, OF CHICAGO, ILLINOIS, A. CORPO- RAIL-ANCHOR lv'IETHOD.

1922. Serial No. 572360.

last on its rear side. Again, long angle bars were bolted to the center of the rail and slotspiked to a plurality of ties, but this was found to be objectionable as it required the drilling of at least six or eight holes through the web of the rail at rail-center to give sufficient tie-resistance for each rail length, with the result that the rails were weakened and large numbers of them broke; the hamniering action of the shanks of the bolts on the sides of the bolt-holes destroyed the duotility of the steel of the rail and rendered it brittle, and so engineers of track maintenance regard this practice as undesirable and unsafe. Also, a plurality of short angle-bars were bolted to the rail-web at the center of the rail and spiked to individual ties, but the same objections resulted from drilling the holes through the rail-web.

Our invention obviates the creeping of the rail as it is anchored both ways to tie-plates which are spiked to the ties so that suflicient tie-resistance is provided near the center of each rail length to hold the individual rail from any longitudinal movement except that of expansion and contraction, and proper expansion joints are provided at each of its ends. The unit control of each rail is assured as it is anchored near its center against longitudinal displacement in either direction and expands and contracts without affecting the rail ahead of or behind it. Also, the rail is not weakened or its characteristics affected; it is anchored in both directions by means of the same ties; there is no churning of the ties, and there are no gaps in the ballast at the sides of the ties; in short, rail creeping and tie churning are both eliminated.

Our invention may be carried out in various ways and by various means, and in the accompanying drawings we illustrate practical applications of it. In these drawings, Fig. 1 is a top plan view of a rail and tieplate assembled on a tie with welding material in place to be welded to the rail base; Fi e 2 is a sectional view on the line 22 in ig. 1 with parts added and an electrode of an electric weldin circuit shown diagrammatically, and fig. 3 is a top view showing the application of the invention to a rail length with parts broken away.

The invention consists in the matters hereinafter described and then pointed out in the claims In the drawings the reference letter 2;. represents the head of a rail, B its base, U the web uniting the head and base, and D the ties. In the practice of our invention we employ a. tie-plate and an element projecting above and immovable transversely of the plate and overhanging the rail base that will afford abutment in both horizontal directions for lugs or projections welded on the rail itself; usually this overhanging element is in the form of a flange integral with the plate and extending across more or less of the width of the plate, and preferably it is formed by a plurality of spaced flange units. In Figs. 1 and 2 the tie-plate (l is shown as provided near one side with a shoulder for the railba-se which carries at its upper face aseries of integral heavy ribs 3 spaced apart along its length and rising above it and overhanging the top edge of the rail-base when the latter assembled on the tie-plate. The plate is provided with spike-holes t for the spikes 5 outside the line of the shoulder 2 and between the ribs. The lower faces of the overhanging ribs are faced off to the contour of the rail-base, and the central rib may have a threaded opening to receive a set-screw 6 which bears upon the ra:il-base, all in a manner now well-understood in the art. The opposite side of the plate is provided with spike-holes 7 to receive spikes 8 for the opposite side of the rail, it being understood that the plate will be spiked to the tie by the spikes 5 and 8. After the plate is assembled between the rail-base and tie, and preferably after the plate is spiked to the tie, the parts of the rail-base between the ribs 3, and also at each side of the plate, are cleaned and all grease is removed with a burning torch or other suitable means. Then a lug of welding material, as at 9 is welded on the rail-base in each recess between the ribs 3, and also preferably at each side of the overhanging portion of the plate, preferably by any suitable electric arc welding system or device. While the welding may be done by any suitable hot-flame or thermit system, we prefer to use electric welding, as it is more economical and expeditious for track work and does not affect the characteristics or constituents of the rail; any suitable equipment may be used, such as the well-known track welders now commonly used for repairs on a streetrailway apparatus and track, and so it is not necessary to here show more than a dlagrammatic indication of the electrode as at e in Fig. 2.

lnFigs. 1 and 2 we also illustrate enemplifications of our invention in which the overhanging element is not integral with the tie-plate. In one form the spike-holes 7 are elongated, as shown at the lower left hand corner of Fig. 1 and in Fig. 2, to recelve clips that fit between the spikes 8 and.

rail-base and overhan the latter. The clip here shown is made or metal and has substantially rectangular body 10 constructed to fit the-width of a-spikel1ole 7 and provided with an inwardly directed upper flange 11 to overlie the rail-base, and withan inwardly directly lower wing 12 to underlie the inner end of the spike-hole and seat in a recess 13 in the under face of the tie-plate. In the form shown at the upper left hand corner of Fig. l the head of the spike 8 forms the flange that immovable transversely of the plate and overhangs the rail base; it may be either a driven spike or crew spike. When these parts are assembled as shown they are cleaned, and lugs 9 of welding material are welded on the railbase on opposite sides; of the overhanging flanges. if desired the integral overhanging flange or ribs 3 may be used with either of the other forms, for example as illustrated in Fig. 2, All forms serve to hold the plate to the tie and impart the resistance of the latter to the plate and its longitudina-lly interlocked rail; the projection is immovable transversely of the plate and tie, and overhangs the rail-base to interlock with the welded lugs, so that the tie-resistance is imparted to the rail in both directions. It is obvious that variations in the forms of these parts may be made without departing from the scope of our invention.

In practice the tie-plates may be cast malleable iron plates Or rolled steel plates, and in either case the welding material is preferably not united to the plate but only to the rail itself. The heat of the arc melts the welding material directly into place, and as the rail-base and the welding material are in horizontal position the latter is prevented from running. l l hen the lugs of welding material are welded to the rail they anchor the latter to the plate against longitudinal movement in either direction, while allowing vertical play of the rail on the plate after it is spiked to the tie. By this means a combined rail anchor and tie-plate is provided which is practically a unit with the rail so far as longitudinal creepmg strains or stresses of traliic are concerned, and also is spiked to the tie so that the tie-resistance tolongitudinal displacement or creeping is effectively and com iletely imparted to the rail. The rail anchored in both directions to the same tie, and there is no lost motion between the ties and rail, and no churning of the ties or crowding of the ballast either way and no recesses in it at the side of the ties. By thus anchoring the rail to plates spiked to a plurality of ties near the center of the rail, as shown in Fig. 3, each rail length is held as a unit from any longitudinal movement in either direction except that produced by expansion and contraction of the rail. This creates unit conits material to abut on opposite trol and each rail can expand and contract without pulling or pushing the rail ahead of or behind it proper expansion space being kept at the end of each rail. The rail is not weakened and the characteristics of are not affected in any way.

We claim:

1. The method of anchoring railway rails consisting of assembling in position between a tie and rail a tie-plate having a projection overhanging the rail-base, spiking the plate to the tie, and welding lugs on the rail-base sides of said projection.

52. The method of anchoring railway rails consisting of assembling in position between a tie and rail a tie-plate having a plurality of spaced ribs overhanging the rail-base, spikin the plate to the tie, and welding lugs on the rail-base in the spaces between the ribs.

3. The method of anchoring railway rails which consists in assembling between a plurality of ties and the central portion of a rail a series of tie-plates each having a projection overhanging the rail-base, spiking the plates to the ties and welding lugs on the rail-base to abut on opposite sides of said projection.

41. The method of anchoring railway rails which consists in assembling rails on their ties with expansion spaces between the rail ends, assembling between a plurality of ties and the central portion of each rail a series of tie-plates each having a projection overhanging one edge of the rail-base, spiking the plates and opposite edges of the railbases to the ties, and welding lugs on the rail-bases to abut on opposite sides of said projections.

In testimony whereof we afiix our signatures.

WARREN M. ()SBORN. REGINALD N. WADE.