US349846A - Railway - Google Patents

Description

(No Modgl.) 3 Sheets-Sheet 1.

E. 0. JONES.

RAILWAY. No. 349,846. Patented Sept. 28, 1886.

WITNESSES: IIVVE/VTOI? w M KW/ I A TTOR/VE N. PETERS. Phnkoiithogmuhor. Wlfllillfllb'l, D. C.

(No Model.) 3 Sheets-Sheet 2.

E. C. JONES.

RAILWAY.

No. 349,846. Patented Sept. 28, 1886.

Fig. 4 O 0 ,O- O E 3 2 3: j &( 1 fl B L .fl TSY J WITNESSES.- llVVE/VTOI? ATTORNEY 3 Sheets-Sheet 3.

(N0 Model.)

B. O. JONES.

RAILWAY.

Patented Sept. 28, 1886.

on 0 M W W m 8 8 M H W ATENT Erica.

EDlVARD C. JONES, OF KANSAS CITY, MISSOURI.

RAILWAY.

SPECIFICATION forming part of Letters Patent No. 349,846, dated September 28, 1886.

Application filed December 5, 1885. Serial No. 184,789.

To all whom it may concern.-

Be it known that I, ED\VARD C. J oNEs, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Railways; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming a part of this specification.

My invention has for its object the construction of a light durable tie for railwaytrack rails, in which are combined the means forsecuring the track-rails to the tie and enabling the adjustment of the securing devlces independently of said tie, to enable the tie to retain itself upon its own foundation, and for interposing a cushion between the track-rail and its foundation for averting the concussion.

In the drawings, Figure 1 is a perspective View of a railway-track and of my improved tie and adjustments. Fig. 2 is a plan view of the track, and showing the relative posit on of the single and double platetie. Fig. 3 s a side view of the track in elevation, showing the bridge-tree between opposite ties. Fig. 4. is a transverse view of one of the tie-plates, showing the means for securing adj ustably the rail to the tie. Fig. 5 is a View of a tie detached from the rail, and Fig. 6 is an edge view of the tie-plate. Fig. 7 is a view of the clutch detached from the tie. Fig. 8 is a view of the self-locking ratchet-key. Fig. 9 is a view of the bridgetree. tional View taken on the line 00 0c of Fig. 9.

In the construction of my invention I place in the road-bed,:at suitable intervals apart in the direction of and beneath the track ofa railway,the piers A A. These piers are preferably made of a size to admit of the reception'of a covering flanged plate, as hereinafter described, and are placed in position in series in an independent relation to each other beneath the track-rails O, a concrete base being first prepared and the piersA A mounted thereon. I then form from metal of suitable thickness a longitudinal plate, B, having the usual length and height of an ordinary railroad-tie,

Fig. 10 is a transverse sec (No model.)

A upon one side of said pier, and a portion of the flange bent over the pier upon an opposite side to that having said fulcrum equidistant from its center, from which point the portion 11 of the flanges are of equal length. A fulcrum, b is extended from said flanges iu the longitudinal direction of the tie outwardly from the ends and over the edge of the pier A. An anchor, D, is attached to the fulcrum b at one end, a portion of which is bent so as to enter the recess a in the pier a, the opposite end of which anchor extends outwardly from the pier A, and leverage is applied which serves to anchor the tie to the pier. The anchor or lever is carried so far beyond the pier A that when ballast is placed between the tracks the weight of the ballast will serve to bind upon and keep the lever permanently down and under atension sufficient to holdan anchorage of the tie to the pier.

To prevent the rails from spreading in the top of each tie, at opposite ends, and to keep them at the proper distance for the gage of the track, I make the transverse track seats or recesses Z) toward the end of the tie. The said recesses are made at an acute angle, as at b, on the outer sides to receive the outer edge of the T-rail, the inner side of the recess or seat being made in a vertical relation. The depth of the rail seat or recess is slightly greater than the bottom or flange of the said T-rail.

The opposite tiesB B are joined together by means of bridge-tree F, which extends from one to an opposite tie beneath the rails O G.

In the construction of the bridge-tree F, I first make a rectangular box, F, by turning upward at right angles the sidesf of a sheet of metal, leaving the top open and extending the said sides a sufficient distance beyond the bottom to make the flanges ff, which I bend outwardly in opposite directions, as seen in Fig.

9. I then rivet the fiangesff of the bridge tree at opposite ends to the opposite ties B B, the said bridge-tree resting at opposite ends upon the top I) of the tie-flange b b. I then make a rectangular box, F, by bending the sides of a fiat piece of metal at right angles and making the box of the proper length and width to fit within the tree F, first inverting the box so that the bottom is presented upwardly to the rail, 0, so that when the box F is in place a support or bearing is afforded for the rail 0 O proportionate to the span between said ties. The railsO O are carried along from one recess 1) in one tie to an opposite recess as soon as the ties are in place and dropped within said recesses or seats.

To fasten the rails in the recess or seat I) in the ties B, I make alever or clutch,E, one end of which is made to fit upon the top of the lower flange of the T-rail, and to the contour of said rail, and pivot said lever by a pivot. e, at a point near the top of and to the tie. The opposite end of lever E is carried within a suitable distance of the key-seat B, which extends in a line with the lower edge of the tie, and from one to an opposite tie, and riveted thereto to permit the self-locking ratchet-key H to be wedged beneath the outer end of clutch Upon an opposite tie is provided or lever E. a similar lever, E, in opposite relation, and the ends of opposite levers are joined together by means of a cross-bar, 6, extending from one to an opposite bar. Ithen make a self-locking ratchet key or wedge, H, and with ratchetteeth h upon the incline of said key or wedge, and the rail 0 being in place in recess b, Iintroduce the key or wedge beneath the cross-bar e near the end of lever E, upon key-seat B, and drive said key or wedge toward the track-rail C, which depresses the opposite end of the said clutch or lever and tightens on rail 0, and the portion of the cross-bar e which enters the ratchet h is held securely from removal, it being necessary to remove the pivot e to remove the key before the T-rail can be moved. Should at any time the rail 0 become loose in the recess b, a slight blow upon the key H raises the end of lever E against the T-rail, and this adjustment can be made at will without danger of the wedge becoming loosened. The ratchetteeth upon the incline of the wedge or key H are so constructed that when driven in beneath the clutch E the lower inner edge or heel of the cross-bar e of said clutch rises upon the incline of the wedge, and of the ratchet-teeth which are toward the cross-bar, and drops in the notches between the inclines of the ratchetteeth and locks as driven in, the inner edge of the cross-bar of said clutch being made at an angle, or extended downward a slight distance, as seen in Fig. 4,'so that the said lower edge may fit the notches and inclinations in the same manner that follows the action 'of a pawl. I may make in the cross-bar of said clutch at the bearing point where the key is driven in and from beneath said crossbar a recess or notch to prevent lateral movement.

For the purpose of preventing the concus sion and deadening sound and lessening the re sistance to the blows of the wheel in the movement of a train, I place between the flange b of the tie B andthe top'of the pier A a packing, a, made from any yielding material, such as paper, rubber, or other analogous material in one or more layers, so as to constitute a medium for preventing concussion and deadening sound, that the sound shall not be conducted through or by medium of the rail; also,

within the bridge-tree F I place a filling, c, as seen in Fig. 10, over which the rectangular box F is placed, and a packing of rubber or paper placed over the said filling when the box is in place, and upon the portion of the box F, covering said filling, the sides of said bridge-tree F being slightly higher than the top portion of the box F, or of a suficient height to allow for the thickness of the rubberor paper introduced, and upon which trackrail 0 rests.

I am aware that elastic substances have been placed between the track-rail and the tie for a bearing for said rails; but the vibration incident to heavy concussion is not sufficiently distributed to prevent the shock from aheavily-loaded train, as the compression and concussion occurs at the same moment, and the bearing-point of the rails is usually upon a limited surface. I place my cushion between the opposite ties and upon the bridge-tree and over the filling in the bridge-tree to afford, first, a broad field or surface upon which the rubber or equivalent material may have width and thickness sufiicient to' counteract the shock, and which, if interposed between the rail and tie, acts to render the fastening to the rail insecure, and permits the rail to sway in opposite directions; second, to permit the vibration to be distributed equally through the track-rails and also through the ties.

The portion b of the flange-plate which lies upon the pier A is punctured or formed so as to retain the packing or cushion interposed between said fiange and pier in its proper position.

Having fully described myinvention,what I now claim as new, and desire to secure by Letters Patent, is

1. In railways, the combination, with the bridge-tree, of a suitable filling therein and packing upon said filling, for the purpose specified.

2. The combination, in railways,withasnitable foundation, of a tie and a plate removably flange extending from said plate and said foundation and rigidly attached to said tie, whereby the spreading of the track-rails upon the foundation is prevented.

3. In railways, the con1bination,with a suitable foundation or support, of a covering-plate, packing interposed between said coveringplate and said foundation, and suitable retainin g devices on said covering-plate, for the purpose described.

4. In railways, the combination, with a suit able foundation or support, of a plate adapted to support a tie reinovably attached to said foundation, and having one portion of said plate engaging with said foundation,and a lever fulcruined upon an opposite portion of said plate and engaging with said foundation, as and for the purpose specified.

5. In railways, the combination, with asuitable foundation or support provided with a suitable recess, of a flanged covering-plate and tie rigidly attached together and arranged upon said fouudation,and adapted to engage upon one side with said foundation,and a lever ful cruined upon said flanged covering-plate and upon an opposite'side 'ol' said flanged plate, and

adapted to engage with said recess in said foundation, as described.

6. In railways, the combination, with asuit able tie, of the track-rails and an adjustable clutch or lever, and means for looking said lever or clutch, as described.

7. In railways, the combination, with a suitable tie, of the track-rails and an adjustable clutch or lever,and a self-locking ratchet-key, substantially as specified.

8. In railways, the combination, with a suitable tie having a recess to admit and retain the rail, of a clutch or lever for adjustably retaining said rail in said recess and aself-locking ratchet-key, as described.

9. In railways, the combination, with the bridge-tree, of an inverted box adapted to afford a rest for the track-rails, as described.

10. In railways, a tie constructed with op posite longitudinal side plates and intermediate filling, as described.

EDWARD G. JONES.

Vitnesses:

FRED. W. PERKINS, Janus E. Gnvnonn.

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