US828448A - Railroad-tie. - Google Patents

Description

PATENTBD AUG.. 14', 1906.

W. H. APPBNZBLLER L D. A. HOUSE.

RAILROAD TIB.

APPLICATION FILED FEB.10. 1906.

'IINI'IE sfrAfr Es PATENT OEEIOE.

.WILLIAM II. APIENZEL'LER, or GREENVILLE, OHIO, AND DAVID A.

HOUSE, or' INDIANAPOLIS, INDIANA.

RAILROAD-TIE.

'Specification of Letters Patent.

Patented Aug. 14, 1906.

Application led February 10, 1906. Serial No. 300,489.

To all whom t may concern:

railway-bed.

Be it known that we, WILLIAM H. APPEN- ZELLER, residing at Greenville, Darke county, Ohio, and DAVID AI HOUSE, residing at Indianapolis, in the county of Marion and State of Indiana, citizens of the United States, have invented new and useful Improvements in Railroad-Ties, of which the following is a specification.

This invention relates to railroad-ties, and particularly to structural features for preventing the tie from slippingeither in the di-y rection of its length or longitudinally of the I The tie also includes a particula; key means and fastenings therefor to hold the rails in reliable connection with the tie and avoid the use of spikes or other fastenings and permitting the rails to be detached at any time desired and replaced by others in the event of wear.

The obj ect of the invention is to provide a simple and effective tie of a strong and durable nature which can be manufactured at a comparatively small cost.

In the drawings, Figure l is a side elevation of a tie embodying features of the invention and showing rails held therein and illustrated in cross-section. Fig. 2 is a top plan view of a portion of the tie and of one rail. Fig. 3 is a longitudinal vertical section through a portion of the tie and rail as shown by Fig. l. Fig. 4 is a transverse vertical section through the tie at the point of location of the rail-seat. Fig. -5 is a detail perspective view of one of the rail-securing keys. Fig. 6 is a detail side elevation of one means for securing the rail-securing keys against movement after such 'keys are inserted in the tie.

Similar numerals of reference are employed to indicate corresponding parts throughout the several views.

The numeral l designates a tie-bodyvwhich may be of any suitable length and width proportionate to the gageof the railway andthe weight of the rails held thereby. l The base of the tie is formed with a series of corrugations vor transverse cavities 2, extending fully thereacross in regular sequence and providing means to prevent the tie from slipping out of place in the direction of its length and also reducing the use of material in the manufacture of the tie. rlhe opposite terminals of the upper curved walls forming the coneavities 2 intersect the opposite side edges of the base of the tie at sharp angles, and the body of the tie being solid gives the necessary weight to the tie structure to render the cavities effective in preventing the tie from slipping after it is disposed in operative position. At intermediate points and at the ends the vtie-bodyy has recesses 3, extending longitudinally thereof and sloping from a base 4 inwardly and upwardly to the top of the tie. In fact, the opposite sides of the tie-body are sloped or inclined inwardly and upwardly, as clearly shown bv Fig. 4, to permit the tie .to be held in stable position when disposed on the road-bed by the dirt or ballast arranged in contact with opposite sides thereof. The longitudinal recesses 3 also lighten the tie or reduce the amount of material in the make-up of the tie without materially detracting from the strength or durabliity of the latter.

Adjacent to opposite ends the tie is formed are vertically straight, as at.7, and are also formed for the remaining portions -of their lengths with inclined slots or recesses 8, which project inwardly and outwardly in the respective inner and outer side walls. vertically-straight portions 7 and recesses or slots 8 in the side walls of the seats 5 are in reverse position in the opposite'walls, each slot 8 at one end opening out through one side of the tie close to the seat With which it communicates. The side walls constructed as set forth are adapted to have locking-keys cooperate therewith, and each key is of the form shown by Fig. 5, it simply being neces- The y sary to reverse the key end to end to adapt it for application to either side Wall. The key has an inner angular recess 9 to fit over the upper side of the base-Harige of the rail and a Harige 10, extending throughout a ortion of its length to engage the slot 8L T e base of the iiange and a portion of the body of the key, as at ll, being horizontally fiat +o bear upon the base-wall of the seat 5, that portion of the key which is clear of or without the flange 10, as at 12,v contacts with the vertiv the rails with the ties cally-straight portion 7 of the side Wall, and the upper face A13 of the key Will be fiush with 4the upper portion of the tie adjacent to the rail when said key is properly inserted in position in the seat. Furthermore, when the key is inserted in the seat in engagement with the rail-flange the outer end of the flange will be flush with the side of the tie through which one extremity of the slot I8 opens,'or, in other words, the key snugly lits in' the seat and is llush with the adjacent to the rail.

There are many means that could ed for holdingr the keys or wedges, as shown by Fig. 5, in immovable position in the seats or to insure a reliable retention of the rails in said seats. lt has been found, however, that the best means consists of a screw 14 let into the outer portion of the slot 8 in each instance and engaging an adjacent part of the key. Another means which is adapted to be used in conjunction with the screw is a clamp 15 (shown in detail by Fig. 6) and having hooked terminals 16 to respectively engage an opening 17 in one end of the key and a corresponding opening in the opposite side 0f the tie. Either of these securing means may be readily removed and the keys driven out in the event that rails or for other purposes. In assembling the rails are first disposed in the seats 5, and the keys are then placed in position. and secured.

The improved railwaytie will be found to possess many advantages, and it is preferred that the same be constructed of metal, though other materials may be used, if desired. lt will also be understood that the keys and securing means therefor Will be of metal and by use of the particular key-fastening means the employment of spikes or other devices of like nature for securing the rails to ties is avoided.

opposite sides of the tie be adoptit is desired to replace the' the tie-bod adjacent to the opposite ends of the latter.

2. A railroad-tie having rail-seats in the upper portion thereof near opposite ends, the side walls of said seats having slots extendinfy throughout a portion of the length thereof and in reverse positions, keys insertible in said seats and provided Wi th Hanges engaging said slots, and means for wholly securing said keys against movement. I

3. A railroad-tie having a body with railseats inthe upper portion thereof near the ends, the side Walls of said seats being slotted 'for a portion of their length and also vertically straight for the remaining portion, keys insertible inthe said seats and having flanges to engage the slots and vertically-straight portions to bear against the verticallystraight portions of the side Walls of the seats, and means for holding the keys against movement.

ln testimony whereof we affix tures in resence of two Witnesses.

. llVILLIAM H. APPENZELLER.

DAVID A. HOUSE. Witnesses:

FRED E. BARRETT, C. R. CAMERON our signa-

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