US932115A - Metallic railway-tie. - Google Patents

Description

L. P. FRIESTEDT.

METALLIC RAILWAY TIE.

APPLICATION FILED MAR. 30, 1907.

Patented Aug. 24, 1909.

LUTHER P. FRIESTEDT, OF CHICAGO, ILLINOIS.

MET ALLIC RAILWAY-'1 IE.

Specification of Letters Patent.

Patented Aug. 24, 1909.

Application filed. March 30, 1907. Serial No. 365,514.

To all whom it may concern:

Be it known that I, LUTHER P. FRIE- STEDT, citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Metallic Railway- Ties, of which the following is a specification.

This invention relates to metallic railway ties to be used as a substitute for the ordinary wood cross tie; and has for its object to provide a tie that will embody all of the re quirements necessary in a device of this character, as will be hereinafter set forth in detail.

The growing scarcity of timber suitable for ties makes it apparent that a practical substitute must be provided.

A further object, therefore, is not only to provide a substitute as to material, but also one that will embody all the advantages of the wood tie with none of its disadvantages.

In the drawing, Figure 1. is a longitudinal section of a metal tie embodying the improved features, the track-rail being shown in place. Fig. 2 is a transverse section on line 2, Fig. 1. Fig. 3 is a view in perspective; and Fig. 4 is a modification.

The tie is ordinarily composed of a metalbeam rolled or otherwise made into the desired integral form.

A may represent the integral structure as a whole, which consists of the flat top-part 5 and the double angle side flanges or wings 6 and 7 The top-part of the tie or sleeper forms the seating surface on which the trackrails 8 rest. The angular sides anchor the tie in the earth or other material with which the road is ballasted.

The flanges 6 form the upper part of the double angle sides and extend outward and downward in a diagonal plane to the junction 9 with the flanges 7, which extend inward and downward in a diagonal plane corresponding to the angle at which the flanges 6 are disposed, that is, approximately forty live degrees. This construc tion provides an inverted channel or hollow tie, the flanged sides forming a double arch support with a rigid bracing effect, as best shown in Fig. 2.

The tie is split inward from its respective ends on each side as at 10. This feature provides for the ends 1 1 of the top-part being bent downward at any desired angle (Figs. 1

" and 2) in partially closing the ends of the tie ordinarily the usual ballast will be suiiicient Y for all practical purposes as the tie is open on the under side.

The top-part is provided (Fig. 3) with a number of apertures 12 for the insertion of the rail spikes 13 in the operation of securing the track rails to the ties. The initial apertures are somewhat less in length thanthe greatest diameter of the spike so that the point end of the spike will just enter and be held in position to be driven, as best shown in Fig. 1. The slits 14 are cut through the top-part and extend longitudinally on two sides of the apertures 12 and open thereinto. These slits are of a greater length than the side dimensions of the apertures and provide tongues 15 which are free to bend downward from the pressure of the spikes when driven into place.

The rail fastening spikes 13 are provided with corrugations 16 on two opposite sides, as shown in Fig. ,1. When the spikes are driven in the operation of securing the rails in place, the free ends of the tongues 15 are bent downward by contact with the corrugated sides and remain in engagement therewith. By this means the spikes are il'irinly locked. in place against working out from any of the usual causes. The spikes may be readily removed by turning them around far enough to disengage the heads 17 from the flanged-base 18 of the track rails and bring the smooth sides of the spikes in line with the tongues 15 and free the same from their locking engagement when they can be easily slipped out. The spikes are held just as firmly in place as though driven into wood and are more easily drawn out Without bending the same. This form of construction affords a double arched base or truss on the respective sides of the compound type and which will successfully resist the heavy load. and compression strains to which cross-ties are subjected. A tie of this form will be sufficiently rigid for all practical purposes and at the same time yielding just enough to conform to all changing conditions. It can be economically rolled from a bar or billet in any len th that is practical and then cut up into tie lengths.

Fig. 4 is a modification in that it presents Y part of which extends downward and outward in a diagonal plane and another part downward and inward in a corresponding plane, leaving the under side of the tie open.

2. A railway tie of the class described, having apertures formed in the top thereof and slits extending along two sides of said apertures and forming tongues in line with said slits, said tongues being adapted to be depressed in looking a fastening object.

3. A railway-tie having apertures formed in the top side thereof and tongues on opposite sides of said apertures, whereby when the rail fastening spikes are inserted said tongues are depressed and the spikes locked in place.

4. In a railway-tie comprising an integral structure and having apertures formed in the top thereof with slits extending backward from opposite sides of said apertures providing tongue parts free at one end, and spikes serrated on two sides and adapted to depress the free end of said tongues in the operation of securing track-rails and locking" the spikes against accidental displacement.

5. An integral metal railway tie compris ing a top portion and side portions which ex= tend "outwardly at an angle, and then inwardly at an angle, said tie being open at the bottom and the opposite ends of the top of the tie being downturned. I

6. A metallic railway tie having an inte- 'g'ral spring tongue formed in its upper surface in combination with a spike having a serrated face adapted to be engaged by said integral spring tongue, and an integral member carried by the tie and bearing against the opposite face of said spike.

7. A metallic railway tie, having a pair of integral spring tongues struck therefrom and located in the upper face thereof, in combination with a spike having two of its sides serrated to be engaged by said spring tongues, the remaining faces of saidspike being smooth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

LUTHER P. FRIESTEDI.

Witnesses:

L. B. COUPLAND, G. E. CHURCH.

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