US642486A - Railway-tie. - Google Patents

Description

No. 642,486. Ptented Jan. 30, I900. J. L. POPE;

RAILWAY TIE.

Application filed Feb. 27, 1899.)

No Model.)

9 l u. 1|. m. m a|||.| uh. m. hilhl mumm UNITED STATES PATENT OFFICE.

JOHN L. POPE, OF CLEVELAND, OHIO.

RAI LWAY-Tl E.

SPECIFICA TION formingpart of Letters Patent No. 642,486, dated January 30, 1900.

Application filed February 27, 1899. Serial No. 706,965. (No model.)

To all whom it may concern:

Be it known that I, JOHN L. POPE, of Cleveland, in the county of Ouyahoga and State of Ohio, have invented a new and useful Improvement in Railway-Ties, of which the following is a full, clear, and exact description.

My invention relates to metal railway-ties, and is designed to give the maximum of strength and stiffness for amount of metal used, so that it can be firmly seated in the ballast and easily secured to the rails without bolts or other special pieces for that purpose. The tie comprises a top plate with side flanges at an obtuse angle thereto and a vertical 1ongitudinal web beneath the center of the plate, plates at its ends to hold the ballast in place, and clips and abutments for securing the rails in place.

In the drawings, Figure 1 indicates a top plan of ties constructed in accordance with my invention with rails across them. Fig. 2 is a side elevation with a portion shown in section. Fig. 3 is a cross-section of the tie on line a a of Fig. 1. Fig. 4. is a partial side section of the tie on line b b of Fig. 3, showing also an end view of the rail.

Like symbols of v reference indicate like parts in each drawing.

Thus, in each drawing, A represents a tie secured to the rails 0, having side flanges a extending outwardly at an oblique angle from the top plate of the tie and having on its under side a longitudinal web I) for stiffening the tie and rendering it more stable. Said web extends below the side flanges, and together with the side flanges it affords a substantial tie or anchor for the tie, enabling it to be tamped securely. At the ends of the tie are plates 9, preferably integral with the body of the tie and formed by bending out the lateral flanges a at the end portions of the tie into horizontal position-zl e. into the plane of the top plate, (see Fig. 2)and then bending them down. They extend below the edges of the side flanges, as does also the longitudinal web. By thus making the web I) at the middle of the tie deeper than the side flanges it is easy to get tamping material packed beneath the tie, the central web preventing the disturbance of the material which has been tamped on one side by the tamping of the other side, and when the tie is tamped, the end plates g, being also deep and wide, hold the ballast and prevent the tie from creeping.

Fig. 4 shows the manner of laying the rails when the ties are in position on the road-bed, the flange at one side of the rail being inserted under the clip, while the rail is tilted somewhat. When the rail is laid flat on the ties, the abutments d make contact with the edges of the outer flanges in order to keep them in alinement. As shown in Fig. 4., the abutment inclines outwardly somewhat to permit easy insertion of the rail. It can be bent into a vertical position after the rails are laid. The clips e c are formed to fit over the bottom from the tie corresponds to the thickness of said flanges. Each of the clips is set at the opposite edge of the tie from its companion abutment d, which fits against the opposite side of'the rail. Each clip is therefore sit uate diagonally on the tie from its corresponding abutment.

By having at each end of the tie a clip which fits over and clasps one flange of the rail and an abutment which is situate diagonally with relation to the clip and bears against the other edge only of the other flange and the two abutments situate diagonally and not on the same edge of the tie I am enabled not only to lay the rails in the manner described above after the ties have been laid in position in the road-bed, but also to remove the tie and re place it without removing the rails. This I can do by simply swinging the tie horizontally, thus inclining it at an oblique angle to the rails, whereupon it can be removed from below the rail freely. This capacity of the tie for removal cannot be had unless the clips.

flanges of the rails, and their vertical distance cal longitudinal web integral with the top plate and extending below the side flanges, and end plates alsoextending downwardly below the side flanges.

2. A railway-tie having a top plate, side flanges, a vertical longitudinal web beneath the top plate extending below the side flanges, and end plates constituted by bending the side flanges to the plane of the top plate, and bending the ends of plate downwardly.

3. A railway-tie having at each end a clip adapted to fit over and to clasp one of the flanges of the rail, and an abutment adapted to bear against the extreme edge only of the other flange of the rail, each abutment being situated diagonally with relation to its companion clip, and the two abutments being near respectively opposite edges of the tie, whereby the tie can be swung horizontally to disengage it from the rails.

4. A series of railway-ties having clips adapted to engage the inner flanges of the rails, and abutments adapted to bear against the outermost edges only of the outer flanges of the rails, each clip and its corresponding abutment being near respectively opposite edges of the tie, said clips and abutments on some of the ties of the series being reversely situated relativelyto the others, whereby constancy of gage is secured.

5. A railway-tie having a top plate, side flanges, a vertical longitudinal web beneath the top plate extending below the side flanges, and end plates also extending below the side flanges, said end plates being formed by bending down the top plate against the ends of the central longitudinal web.

In testimony whereof I have hereunto set my hand.

JOHN L. POPE. Witnesses:

E. O. POPE, II. E. GRESHAM.

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