US1154013A - Railroad-tie. - Google Patents

Description

J. E. HATTON.

RAILROAD TIE.

APPLICATION FlLED 11114.2 1913.

Patented Sept. 21, 1915.

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JOSEPH ELE UTERIO HAT'ION, OF BROOKLYN, NEW YORK.

RAILROAD-TIE.

Specification of Letters Patent.

Patented Sept. 21, 1915.

Application filed. January 2, 1913. Serial No. 739,587.

To all whom it may concern Be it known that I, Josnrri ELEUTERIO I'IATTON, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Railroad-Ties, of which the following is a specification.

My invention relates to the formation and construction of railroad ties and the laying of railroad tracks and rail beds, in which the ties are of wedge shape, so that the same may be easily and cheaply replaced, without great disturbance of the surrounding ballast or bed.

Another and important feature of my invention is to provide a bed for rails, in which the ties, constructed and laid in accordance with my invention, provide an absolute locking device, to prevent the rails from spreading. This object is attained by laying the ties, with the widest ends opposite to each other, so that the pressure from the inner side of the rail, tends to force the wedge shaped tie, against the earth or ballast and thus hold the rail firmly in position.

It is a well known fact that most railroad accidents are caused at curves by reason of the train being thrown, by centrifugal force, on to the outer rail, and this great strain forces the rails apart.

IVhen laying track at a curve, with ties constructed according to my invention, the broad end of the tie is laid toward the inner curved side of the track. And when the train passes over that section, the pressure on the tracks tends to draw the ties toward that side, which, by reason of the wedge shape, are held firmly in place, and thus prevent the spreading of the rails. At parts of the track where curves occur, the ties, alternately, may be laid with the broad end opposite to each other, or every second or third tie may thus be laid, to prevent the inner rail from spreading toward the inner 7 side of the curve, but this is, to a great part,

prevented, by reason of the fact, that the pressure of the passing train is forced against the outer periphery of the curved track, which at that point forms an arch, which tends to prevent the rail from being forced from its alinement. v

When it becomes necessary to remove or repair a tie, under the present form of construction, the entire bed or ballast must be removed, to make room for a new tie. I

have found, from practical experience, that this operation is one of the most costly parts of the maintenance of a road bed and generally disturbs the condition of the road, until the bed or ballast adjust themselves, and takes up much time and labor. When my form of tie has been used, to remove the tie, it is simply necessary to draw the bolts, hit the narrow end of the wedge shaped tie, and the tie is removed from its position, without disturbing or destroying the bed or ballast form, and a new wedge shaped tie is inserted and driven into place in a very easy and quick manner. It is well known that the road bed or ballast, by means of water and vibration become firmly fixed, and thus provides a safe and cheaply maintained bed for the ties and rails.

In the drawing Figure 1 is a top view, showing the rails laid on ties of this form, with the wide end laid alternately opposite each other. When the bed of the road runs over clay, sandy or other soft soil, the tracks often work into a sinuous route and break. The wedge shaped ties, embedded in the soil, prevent such action and thus prevent accidents. Fig. 2 is a side view of the roadbed and ties, with rail attached, showing the width of the ties alternately, and also showing my alternate thickness of tie, which thickness, however, may be dispensed with, an d the same thickness maintained throughout the ties, thus avoiding the extra expense of sawing ties in that form. Fig. 3 is a top view of a wedge shape tie. Fig. 4 is a side view of a tie, having all sides sawed smaller at one end and thus forms a wedge of four faces. Fig. 5 is a perspective view of such a tie.

In the drawing like figures represent like parts.

In the building of railroad beds, it has been my experience, that ties, of equal width, are apt to throw the track out of alinement, and thus form curves along the line which result in derailment of the track. To avoid this, I have used the wedge shape tie, and find that a track laid on a tie of this shape, retain their original lines, and form a very safe road bed.

Of course, it is obvious that I do not confine myself to a tie in which all four of the sides are of wedge shape, but that the tie may be of one thickness throughout and have but one side narrowed at one end to form a wedge, but I prefer the tie of equal 3 of the drawing. p p

The durability'of the tie, may be improved by various chemical processes. 7

The tie may well be laid in concrete and easily removed and a new tie substituted, 7

without breaking the concrete bed or ballast.

At the curves I prefer to lay the'broad end of the tie on the inner side of the curve, so that the pressure of the passing train will force the wedged sides of the tie firmly against the bed or ballast. 1

In the drawing letter A representsthe tie; letter B represents the rails. And the nu merals at the end of the ties designates the widths.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- What I claim thickness and wedge shape, as shown in Fig.

1. In the construction of a railroad track bed, wedge shaped ties, laid alternately with the Wide ends opposite the narrow' ends, substantially as described.

.2. In the. construction of a railroad bed, the combination of wedge shaped ties, with the broad ends alternately laid opposite'each' other, with fixed rails, substantially as described.

In testimony whereof I-have hereunto set? my hand in presence of two subscribing Wits nesses s V, f

JOSEPHELEUTERIOBATTON; 1

lVitnesses:

ABsA'LoM W. Dinrnn, PHILIP LINDsLEY.

Washington, D. C.

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