US1764306A - Trackway - Google Patents

Description

M. G. HILPERT June 17, 1930.

TRACKWAY Filed Oct. l0, 192'(v 4 Sheets-Sheet 2 gwvewtO/o MierGealilJ-ber, i

June 17, 1930. M, G, HILPERT' 1,764,306

TRACKWAY Filed oct; 1o, 1927 4 sheets-sheet 5 Mier GeoLHlZfaer,

June 17, 1930. M. G. HILPERT 1,764,306

TRAGKWAY Filed ct. l0, 1927 4 Sheets-Sheet .4

M 613er GemHiybert,

Patented yJune 17, 1930 UNITED STATES MEIER GEO. HILrERT, or BETHLEHEM, PENNSYLVANIA T RACKWAY Application filed October 10, 19.27. Serial No. 225,268.

This invention relates to an improvement in trackways, and more particularly to what may be termed a permanent track construction.

To that end the invention contemplates a rigid construction especially adapted for round-house pits, cinder pits, transfer tables, circular turntables, tunnels, mountain grades, snow sheds, train sheds and the like where it is desirable to rigidly mount the rails on the roadbed to resist creeping and provide a maximum support for the bases of the rails.

A primary object of the invention is,

therefore, to provide a permanent roadbed together with means for securing the rails Yto such bed in a novel and effective manner to meet all conditions of use in installations of the type above referred to. That is to A say, it is proposed to provide a metal to metal contact between the rail and a part of the roadbed, and to locate the fastening means for the rail away from and independ ent of the tie locations thereby to permit of fastening the rails to the ties by a` given load. In that connection it is proposed to provide a construction which lpermits of alining and adjusting the ties, Vreinforcing elements, rails and railfastenings in a prac- 3o tical and expeditious manner before the concrete is poured, thereby providing a rigid self sustaining structure which can be easily and eifectively anchored in the concrete bed. A further object of the invention is to provide a simple-and practical roadbed construction which permits of the utilizationof old orworn rails or rolled sectionsof a similar' type, thereby taking the factor of economy into consideration while at the same time utilizing the otherwise unservice# able parts in a manner to provide ample strength and securityV and also protection against further deterioration by rusting 1 V the construction of the roadbed.

bination and arrangement of parts hereiny after more fully described, illustrated and claimed. Y

A preferred and practical embodiment `of the invention is shown in the accompanying drawings, in Which:-\

Figure l is a vertical cross sectional view of the improved construction.

Figure 2 is a vertical longitudinal sectional view of the construction shown in Figure l, the same showing a portion ofl the concrete in place.

Figure 3 is a detail vertical sectional view taken on the line 3-3 of Figure 2.

Figure 4 is a side elevation of the roadbed construction and a part of the concrete, the same also illustrating a modified form' of rail fastening device.

Figure 5 is a vertical sectional view taken on the line 5-5 vof Figure 4.

Figure 6 is a Side elevation of a portion 7,0 of the roadbed andltrack showing a still further modified form of rail fastening device.

Figure 7 is a detail Avertical sectional view taken on the line 7 7 of Figure 6.

Figure 8 is a detail view of a type of rail engaging clip that may be used lto secure the rail in position. v

V Figure 9 is a plan view of an adjustable washer adapted to be used in connection with Yso the lateral adjustment of the rails.

Figure 10 is a top` plan view of the clip shown in Figure 8.

Figure 11 is a plan view of a modified form of washer which affords a wider range S5 of adjustment between the edge of the rail and the shank of the bolt element of the rail fastening device.

Figures 12 and 13 are respectively top plan and vertical sectional views of a cir- .cular form of rail engaging clip.

Figure 14 is a detail longitudinal sectional view of a` portion of an old bed and `new roadbed and track, illustrating another type ofrail fastening and the manner of effectingits emplacement in the old permanent roadbed. v Figure 15 is a vertical sectional view taken on the line 15-,15 of Figure 14.

Figure v16 is a View similar to Figure 15- 100 Showing a `still* further modified form of construction.

Figure 17 is a detail vertical longitudinal sectional view illustrating the manner in which the ends of the rails may be supported at the bottom and welded at the top to secure maximum rigidity at the rail ends.

Similar reference characters designate corresponding parts throughout the several figures of the drawings.

In carrying the present invention into effeet it is proposed to provide a track construction wherein the roadbed or track-bed is made in a thoroughly practical and substantial manner to hold the tie elements rigidly and securely in positionv to support the rails. In that connection it is proposed to disassocia-te the rail fastenings from the ties by locating them in the permanent'bed structure so that the rails will be flexed or pulled downwardly at points between the tie locations in such a way as to make the tie elements in effect a fulcruinabout which the metal of the rails bends when the clamps or fastenings are applied. construction aims to provide an arrangement which fastens the rails under clamp tension to prevent wave motion inthe rails and so that the impact of the traveling loa( falling` from one rail to another is entirely obviated because of the rigidity of the construction and its being under an initial loading throughout.

By way of illustrating the manner in which the invention may be carried into effect, reference may be made to Figures l and 2 of the drawings which show a pair of running rails R resting upon the tie elements T, the same preferably being suitable metallic members such for example as old rails which may be used with their base portions inverted while the head portions thereof may be welded as indicated at VJ to the relativelyshort tie-footing members T. The ends of the ties T and the footings T are preferably burned to a bevel cut as shown in Figure lthereby to provide additional anchoring means for these members in the concrete bed and to distribute the load for a given length or weight of rail over a greater area of earth,` ground or other surface on which the track `is built.

In preparing the present construction, it is proposed to fully assemble and adjust the rails R and tie elements T before the concrete C is poured, and to that end the said tie elements T and their footings T may be mounted on any suitable and convenient supports l which may be ybricks or their equivalent that remain in the permanent bed when the concrete is poured, but serve to temporarily hold the tie elements in the proper elevated position to permit of adjusting and placing the reinforcing elements and the anchoring elements for the rail fasten- Thns, the present ing means. Any suitable form of reinforcement may be utilized to provide strength and rigidity for the roadbed, but by way of illustrating a preferred arrangement of such reinforcing elements, it will be observed from the drawings that the reinforcing rods 2 may be carried by anyconvenient support such as a brick or block 3 to space the reinforcing elements from the bottom of the pit or the like to permit the concrete to be tamped therebeneath.

Referring now more particularly to the means for fastening or securing the rails R in position on the tie elements T, it will be observed that the same includes primarily, suitable anchoring rods 4 which extend continuously beneath a series of ties and engage with suitable spacing elements 5 arranged beneath the tie footing T. The said spacingf elements provide in effect a plurality of rulcrum points at the tie locations for the rods to engage so that they may be readily bent and placed under tension during the rail fastening or securing operation. As shown in Figures l, 2 and 4, the anchoring rod spacing members 5 are preferably in the form of angle sections which may be set against or welded to the underside of the .footings T. On the other hand a piece of rock or brick or its equivalent may be used to provide a spacing point for the anchoring means which will be well below the tiev footings thereby to permit of the concrete to be filled in between the anchoring members and the bottoms of the footings as will be apparent from Figures l and 2, to provide additional anchoring strength for the rods 4.

The rail fastening device designated generally as Fy essentially includes a clip or nut receiving yoke 6 and an adjustable anchor member 7. In the form shown in Figures 2 and 3, the said yoke 6 is preferably in the form of a substantiallyV-shaped loop, the upper ends of the arms of which are adapted to receive rail engaging clips 8 for securing the rails to the tie members while the lower end or bight lthereof is adapted to receive the hook portion 9 of the adjustable anchor 7. The shank portion of the said anchor 7 is threaded as indicated at 7a and receives thereon a nut 7b which is adapted to cooperate with a bearing member 10 which may be in the forni of an angle section one of whose flanges fits over the shank of the member 7, so that by adjusting the nut 7" the" anchor 6 may be pulled downwardly while the rods 4 may be pulled upwardly, thereby serving to place the rail R under permanent bending and hold it to the tie.

The location of the fastenings F between the positions of the ties T is one of the distinctiveV features of the invention since it provides for yplacing both the rail and the anchoring rods under tension thereby to secure excellent bearing between R and T prior' to concreting, also maximum flexing of the rail between the tie locations in` such a way that the rail will not creep or move longitudinally, and at the same time preventing a wave motion in the rail under heavy moving loads due to its primary l'oading and continuous beam effect. In connection with the fastening means for the rails it may be pointed out that the clips 8 are held onthe arms of the yolres 6 by the nuts 8 which force `the clips into rigid binding engagement. with the rail lianges, thereby securely holding the rail in position. In this connection, however, it may be pointed out that the pulling together of the rail and anchor members l between the ties is mainly accomplished through the medium of the adjustable anchor 7 carrying the nut 7b, but after the concrete C has been iilled areunl the tie anchoring structure below the rails andv allowed to set or harden, further clamping pressure may be exerted t irough the medium of the clips 8 and nuts 81L to bring the rail down on the concrete to compensate for shrinkage in the latter. Y

After the strucaire has been assembled as described in the foregoing manner it will of.

` on the concrete bed itself, the later pulling down 'of the clips 8 taking care of concrete shrinkage.

Figures 4; and 5 illustrate a different forni of rail fastening device to serve the identical purposes of the foregoing arrangement designated generally as F. This type of fastening includes al pair of adjustable belts ll which are united by a cross member l2 havan intermediate rail bearing portion 13 which is formed to bear on the underside of the base of the rail and bears on shoulders on bolts il or is arc welded thereto while the tips or outer endsof the wings thereof provide fiile-ruining shoulders ld for the rail en# gagine' clips 15. -llifhcn'the nuts 1G on the threaded ends of the bolts .ll are tightened up, the clips l() will be forced downwardly into firm engagement with the rail flanges. The method of anchoring` the fastening F is similar to the method of securinff 'the other form of fastening, and to that end the lower ends of the bolts ll are provided with nuts 17 for engaging with a cross-tie 18 which engages the anchoring rods il.

Figures S andV 7 show a further modi'lied formof rail fastening Fl wherein the bolts ll have collars 19 welded thereon for supporting the cross member 20 which is preferthe rail fastening means.

ably of a formed casting and of cross sections shown in Figures .6 and 7. i This yoke has an intermediate portion engaging the bottom of the rail and the yends of the wings thereof also constitute fulcruining shoulders 2l for the clips 15a so that when the nuts 16a are tightened the clips -will be forced against the rail flanges.

Figures 8 and l() illustrate the type of clip l5 employed in Figures 4 to 7. As will be observed from these figures, the upper face ofthe clipsv may bev formed with a ratchet portion 15b for engaging with a cor-4 responding ratchet face on the underside of the nut 16 to provide a nut locking action in conjunction with the clips.

- It willalso be observed that the clips 15 operate inv conjunction with a suitable adinstable-washer either of the type shown in Fig. 9 or Fig. 11. In Figure 9, the washer 22 is of rectangular formation with the hole 22a therein arranged eccentrically so that any one of the four sides of the washer may be placed against the edge ofthe foot flange of the rail to take up kthe space between the bolt on which the clip is mounted and lthe edge of therail thereby to e'fectivelypreventlateral movement of the 'raily on the ties or concrete and allow of adjusting said rail as the gage side wears. Figure ll shows a pentagonal washer' 23 with the hole 23a thereof` also located eccentrically, thereby to provide five sides to the washer all' ofV which are located at different distances from the axis of the hole. This washer gives a wider range ofadjustinent.

Figures lQand 13 shows another form of circular rail clip 2l having a projecting portioniQ adapted tobear on the rail while the flange portion 26 is adapted to bear on tneconcrete C. Figures le, ways of providing a rigid track structure in connection with an old concrete bed C. In these views the tie portions T2 need :not

and 16 illustrate different i extend from one rail to the other but are mounted on suitable supports S which may be either another rail section or other convenient support which rest 4upon the sur# face of the old concrete bed C. According to this type of installation, it is necessary;

to provide the old. concrete bed with a hole or socket Q7 adapted to receive a portion of The type of rail fastening means shown in Figure lid is designated generally as F3 and the saine includes a bolt member which is doubled upon itself to provide a shanl por tion 28 which is titted into the socket or hole 27 and then the hole grouted with concrete thereby to lirinly anchor the fastening in a fulcruming member 32 of substantially' flange. This construction also illustrates a further means for providing the fulcruming element for the clip. That isto say,

rectangular formation and having a bolt engaging portion is held to the clip before the concrete fill is placed in position by means of a Wire 34 or its equivalent. After the fastening has been firmly anchored in the old concrete bed and the rail placed under tension through the medium of the clips 30, concrete C2 is filled in on top of the old concrete thereby to envelope and surround the ties T2 and their supports and also envelope the fastenings F3. Then the concrete has set, the fulcruming frames 32 will also be rigidly embedded in position and the manipulation of the nuts 31 may then force the clips 30 into additional binding engagement with the rail flanges.

In Figure 16, the rail fastening is designated in its entirety as FL and comprises the spaced bolt members 3G which fit in the sockets 27 and are grouted therein for anchoring purposes. In this form the clip fuleruming members 38 have their lower ends resting upon the old concrete C while their upper ends form a bearing or fulcrum for the clips 39. y i

The arrangement provided in Figs. 14, 15, and 16 illustrates how the rails may be anchored just above an old concrete bed Without blasting the same out. In these cases, the running rails R are first alined laterally and then the anchor bolts are grouted in the holes or sockets drilled in the old concrete so that when the clips and nuts are applied to the bolts the ruiming rails may be clamped down against the tie elements which are supported on the old concrete bed, giving the rail R its primary loading and continuous beam effect.

The manner of arranging the tie elements T at rail ends is illustrated in Figure 17. As will be observed from this figure the said tie elements are located adjacent the ends of the rails R and the abutting faces of the `rail ends are welded together at 1V 2, thereby providing in efi'ect a continuous rail. The said tie elements T are supported on an inverted old rail A10 which is disposed longitudinally with the running rails R, and the said old rail 40 constitutes not only the support for the tie elements but also the anchoring means for the type of rail fastening designated as F3 in Fig. 15 and therefore designated by the same character in Fig. 17. By uniting the rail ends through the medium of the weld W2, it will be apparent that the downward pressure of the rail fastenings F3 on the rails will firmly hold the rail ends on the ties T in the same manner as the fastenings pull down the intermediate portions of the rails in the other forms of the structure.

From the foregoing it will be apparent that it is a feature of the present invention to provide means for rigidly securing track rails and track ties to each other by placing the rails under initial stress and placing the assembled construction in proper position before the concrete mass is put in place, and then tamping the concrete solidly beneath Vthe bases of the rails between the points of metal to metal Contact of the rails with the metal ties since the total weight of the structure is bolted together .as one unit. In this way both the rails and the anchoring means as well as the fastenings are permanently placed under initial and permanent tension thereby to effectually counteract all yielding movements of the rails under moving loads.

Furthermore, the feature of tensioning the anchoring rods and rails before the concrete is poured enables all parts to be accurately alined and allow a major take up in the fastening means before the concrete is poured thus keeping the upper nut` and bolt height to standard track and wheel clearances, and after concreting will permit the `top nut and rail engaging clip to take up shrinkage to insure that the running rails will bear on the concrete between the ties which is not attained by any tie to rail fastening means. The cast steel clips together with the fulcrumingmeans provided at the outer edges thereof not only 'serve to accurately hold the running rails but also permit of their removal in case replacement is necessary.

Another feature of the invention resides in the arrangement and locationV of the tie elements which for a minimum weight or expense of tie steel permits of a maximum effective distribution of the load on the concrete bed and thence on subgrade. That is to say, the steel bearings between the rails and the tiesT are sufficient for the bearing power of the steel and can be equaled by the concreto contact under flanges and heads of ties T plus additional footing T lengths as necessary and figurable according to the bearing power of concrete.

The concrete for a distance z or more, se Fig. 2, may be then said to safely support thewrequired moving load and impact as Vplaced over each tie T and it remains to spread the concrete transversely as at y, Fig. 1 sufliciently to safely place the total load on whatevei` type of soil or sub-grade forms the base foundation.

This construction thereby provides a figurable road bed from rail base to sub-soil, and also provides a rigid road-bed having rails at all ties in actual continuous and loaded contact therewith, by reason of which there is no surge or wave motion preceding each moving wheel (as present construction gives) thereby eliminating all motion, and all pound, and thus all wear between the rail and tie, the moving load simply further compressing the rail and tie and the railto-tie contact as it passes over each tie and releasing the fastenings tension somewhat when passing over the point of rail fastening. Y

It is here to be noted that with this construction the rail cannot deflect excessively intermediate of ties T; first, because of the rail being a continuousbeam; that is, a beam having at all supports restrained ends which reduces the deflection for any moving load up to as much as one fourth When the ends are fully restrained; and second, because the concrete intermediate of ties T ycan be made to help bear the moving loadsince there is no actual motion, hammer, or wave at this point. Consequently, ties T may safely be placed at greater distances apart for the Oiven 'rail section for rail Ry or conversely lighter rails R may be used for thesame train service and thus cheaper rails and rails having greater life (due to better manufacture) used. j

It is obvious that the details are particularly arranged (l) for quick rail. replacement by simply releasing the rail clips ;V for ease of rail gage adjustment by releasing rail clips and resetting the adjustable washers; (3) for perfect rail alignment, vertical and transverse, prior to embedding in concrete since the Whole construction asV first bolted into a unit that can be shimmed to proper level and shoved to proper alignment and then has weight enough to stay put while concrete is placed; (d) for minor elevation adjustments by releasing fastenings to allow of slipping liners between rails R and ties T and then replacing theinitial loading on each tie; (5) for permanency by providing locks for all fastening nuts.

Tl .is construction likewiseV insures the bearing of the rail R on the concrete (or tie plates laid therein) intermediate ofthe fulcrum ties T since the fastening can follow up the shrinkage of the set concrete surface, as tamped under rail intermediate of tics T.

An important feature of this invention is its ability to rigidly hold the rail R against all expansion and contraction since the combined pulls of all the fastenings place a sufiicient and constant tota-l load on the embedded ties'T to' malte the resulting static friction between rails and ties (not counting intermediate concrete) much greater than the forces of expansion or contraction for all possible variations of temperature and the usuallj7 sed sections of running rails R. My invention by the operation of this same constant static friction or resistance effectually stops all rail creep or crawl, a particularly objectionable action of all present roadbed track, to stop which, many anitcreeper and rail clamp devices are being used.`

This construction therefore accomplishes benefits heretofore not achieved, and provides an easily adjustable, alignable and replaceable rail of a permanent Way and at the same time a rail rigidly held and initially loaded while in use as the main mcmber of such permanent way. i

Without further description it is thought that the features and advantages of the invention will be readily apparent to ,those skilled' in the art, and it will of course be understood that chances `in the form, pro

portion and minor details of construction may be resorted to, without departing from the spirit of the invention and scope of the f appended claims. Y

I claim :-v l l. A trackway construction including metallic ties, rails resting upon but not fastened inverted rail section. embedded in said concrete and having its base constituting a support for the rail, and railfastening means embedded in the concrete at the side ofv said tie and having means spaced from the tics for forcing the rail into engagement with the tie.

el. A permanent tracl/iway including a concrete roadbed, a metallic tie consisting of an inve ted rail section embedded in said concrete and having its base constituting a support for the rail, and rail fastening means embedded in the concrete at the side of said tie and having means .for forcing the rail into engagement with the concrete to compensate for shrinkage and drying.

5. A traclway construction comprising a permanent roadbed includingties and fastening anchoring means arranged below the ties and said ties and fastening and anchoring means adapted to be surrounded .by concrete,'rails resting upon said ties, rail fasteningdevices located between the ties and engaging with and connected to said rails and anchoring means and adapted to place the rail under permanent load, and .means associated with said fastening means for inceasing the permanent load imposed on the rails by the vfastening devices thereby to force the same vinto engagement with theconcrete after shrinkage.

6. A traclway construction including metallic ties, means for supporting said ties, rails resting ties, at a point above the maximum depth of the roadbed, rails resting on said ties, anchoring means arranged below the ties, adjustable rail fastening devices connecting the anchoring means with the rails to place both the anchoring means and the railunder permanent load; a concrete filling adapted to be placed around and about the ties,- the anchoring means `and beneath 'the bases of the rails; and rail engaging clips carried by said fastening means and adapted to pull the rail into contact with the concrete therebeneath to compensate for shrinkage.

7. A vtraclway construction including ties, rails resting upon the ties, rail fastoning devices arranged between the ties 'for placing the rail under permanent load on each side of a tie location, said fastening devices comprising adjustable means for placing the rail under initial stress and other means for placing 'he rail under final stress.

8. A traclwa-y Vconstruction including upon the ties, anchoring elements arranged below the ties and disposed pa allel to the rails, and a rail fastening device engaging both the rail and the anchoring means between the ties and comprising a yoke having arms adapted to be disposed at opposite sides oi' the rail base, a member engaging the said yoke, a cross tie engaging said anchoring members and also engaging the said membcrand constituting an abutment against which said member works in placing the rail under stress and the anchoring means under tension, and rail engaging tastenings cari-iet by the arms ot said yoke.

9. A trackway lconstruction including a rail fastening device anchored in a concrete roadbed, a tulcruming member associated with said fastening device, anda rail engaging clip carried by the fastening device, and having a rocking bearing on said itulcruming member.

3 0. A traelway construction including a rail fastening device anchored in a concrete roadbed, a fulcruming member carried by the fastening device and having a portion projecting above the level ot the concrete bed, and a rail clip adjustably iittefl to said rail fastening device and having a portion thereof bearing on the fulcruming member and the opposite portion thereof adapted to bear against the rail flange to force the same downwardly against the concrete bed.

11. In a permanent trackway, metal ties consisting of old rail sections having their head portions welded together, rails supported on said ties to provide a metal to mclal contact, concrete surrounding said ties and extending beneath the bases ot the rails, fastening devices arranged between the ties and having means thereon tor forcing the rail down into engagement with the concrete therebeneath to provide a metal to concrete engagement between the rail and roadbed.

l2. A permanent traclrway construction wherein the structural element-s a re adjusted and assembled, prior to the filling in ot the concrete comprising, ties, rails supported on the ties, anchoring rods arranged below the ties and p `ll'eling the rails, a fasteningV device for initially placing the rail andanchoring means under stress, adjustable clips carried by' the taste-ning devices for placing the rails under further stress and vwashers carrie-fl by the 4fastening devices for adjusting and holding the rails in position laterally on the ties.

13. A trackway including a roadbed, ties embedded inthe roadbed, rails restingupon said ties, and anchoring means embedded in the roadbed and engaging the rails midway between the ties to produce a predetermined pressure between the rail and each tie.

14. A trackway including a roadbed, metallic ties embedded therein, and rails engaging said ties and having their ends welded together to Llorm a continuous beam and fastenings at each side oi? the weld and midway between said ties Afor bending said rail ends downwardly over the ties.

15. In atrackway construction, a roadbed, ka pair of metallic ties, rail ends supported on said ties, va weld for permanently connect-ing the rail ends, and astenings embedded in the roadbed and adapted to place the rail ends including the weld under ten sion over said ties. i

16. A trackway construction including metallic ties, rails resting upon the ties, anchoring meansy arranged beneath the ties, and adjustable fastening devices for connecting the anchoring means with the rails, said fastening devices being adapted lo place the rail under permanent load at points midway between the tie locations.

A17.- A permanent trackway including a concrete roadbed, metallic ties consisting ot inverted rail sections embedded in said concrete and having their bases constituting supports for the rail, and rail fastening means embedded in the concrete midway between the ties and having means forv forcing the rail into engagement with the concrete between the tiesto compensate for shrinkage and drying.

1S. n a permanent trackway, the combination with the rails oi rail supports, and means entirely independent oit and arranged midway between said rail supports tor engaging the rails .and pulling down on the same to place the rails under load between the supports. f

19. A trackway construction including spaced rail supports, rails resting upon said supports, and combined rail tensioning and .rail fastening means independent of and arranged between the ties for placing the rails under stress between said ties.

20. A trackway construction including ties, rails resting upon but not fastened to said ties, anchoring means arranged between the ties, and devices for connecting the anchoring means with the rails at a point between the ties.

2l. A trackway construction including ties spaced apart, rails resting upon the ties but not fastened thereto, anchoring means arranged beneath and between the ties7 and devices for connecting the anchoring means with the rails between the ties for placing the rail under tension.

22. A permanent trackway construction including a concrete road bed, metallic ties embedded in said concrete roadbed, and rail fastening means embedded in the concrete between the ties and having means spaced from the ties for Vforcing the rail into engagement therewith.

28. A trackway construction including a concrete roadbed, a rail fastening device anchored in said roadbed, a fulcruming member carried by the fastening device and having a portion projecting above the surface of the concrete bed and a rail clip carried by said rail fastening device and having a portion thereof bearing on the fulcruming member and the opposite portion thereof bearing against the rail Hangs to force the saine downwardly. c

24. A trackway construction including a concrete roadbed, ties spaced apart in said roadbed, and fastening devices anchored in the concrete roadbed and having means for engaging the rails, for spacing the rails transversely of the trackway in predetermined increments and also placing the rails under tension.

25. A trackwayV construction including spaced non-elastic ties, rails mounted on said ties, and rail flexing means Ylocated at opposite sides of each tie for insuring the rail functioning as a continuous beam for carrying rolling loads. v

26. A trackway construction including spaced non-elastic ties, rails resting upon said ties and anchoring means engaging the rails between the ties to produce rail flexure between the same.

In testimony whereof I hereunto afx my signature.

MEIER G. HILPERT.

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