US2551500A - Concrete railway tie - Google Patents

Description

G. A. MANEY CONCRETE RAILWAY TIE May 1, 1951 2 Sheets-Sheet 1 Filed March 5, 1945 a8 w [2222.22 [47F .Mlqzjeg May 1, 11951 G, MANEY 2,551,500

CONCRETE RAILWAY T IE Filed March 3, 1945 2 Sheets-Sheet 2 [2225.22 r EEUF E I i M52755;

Patented May 1, 1951 CONCRETE RAILWAY TEE George A. Maney, Skokie, Ill.; Mab'elle' D. Marley executrix of said George A. Maney, deceased Application March a, 1945, Serial No. 580,887

10 (Jiaims.

This invention relates to a railway tie of reinforced concrete, and more particularly to a concrete tie which is strong, light in weight, and resistant to damage, and which provides firm support for the rails and secure anchorage therefor.

It is an object of this invention to provide a concrete railway tie to which rails may be spiked in the usual manner.

It is another object of the invention to provide a concrete railway tie having rail securing inserts held therein against unintentional removal or loosening.

It is a further object of the invention to provide a concrete railway tie so formed as to eliminate center binding thereof in use.

It is an additional object of this invention to provide a concrete railway tie providing large bearing areas on the road bed or ballast.

It is also an object of this invention to pro vide a reinforced concrete railway tie in which a minimum of reinforcing material is required.

It is still another object of this invention to provide a concrete railway tie having rail receiving inserts therein cushioning and distributing the impact of the rails on the tie under a load passing thereover.

It is a still further object of this invention to provide a concrete railway tie having inserts permitting the use of conventional rail-fastening means.

It is still another object of this invention to provide a concrete railway tie having rail-receiving inserts wedged therein for preventing imposition of any substantial vertical load on the tie from the rail.

It is still another object of this invention to provide a low-cost, light-weight concrete railway tie.

Other and further important objects of this invention will be apparent from the disclosures in the specification and the accompanying drawings:

In the drawings: v

Figure 1 is an isometric view of a series of railway ties of this invention in various stages of completion.

Figure 2 is a vertical cross-sectional view through the tie taken substantially on the line 2-2 of Figure 1;

Figure 3 is a vertical longitudinal sectional view through a portion of the tie taken substantially on the line 3-3 of Figure 1;

Figure 4 is a phantom view of a portion of the tie illustrating the reinforcing members therein;

Figure 5 is a horizontal sectional view of an end portion of the tie taken on the line 55 of Figure 7 Figure 6 is a fragmentary horizontal sectional view of the tie taken on the line 6-6 of Figure 'l;

Figure '7 is a fragmentary longitudinal vertical sectional view taken on the line l? of Figure 6;

Figure 8 is a fragmentary isometric view of a pair of ties of slightly modified form; and

Figure 9 is an isometric view of a slightly modifled insert for the tie.

The tie i8 is formed with a footing i i at each end joined by a connection 12, the connection being of lesser width and thickness than the footings i i and spaced above the bottom surfaces of the footings. The inner and outer end faces of the footings H are preferably vertical, but the side faces thereof may be beveled or chamfered as indicated at i3. The central portion of the footing, however, normal to the axis of the tie, extends the same distance as the bottom of the footing. The chamfering of the footings reduces the weight of the tie without affecting its strength.

. Of course, the end faces may also be chamfered if desired.

Extending vertically through each footing H is an aperture i defined by sloping surfaces iii in the footings, to provide a larger opening in.

the upper surface of the footing than in the lower surface. The openings are rectangular, and the surfaces l5 flat. The aperture It thus is of frusto-pyramidal shape. A frusto-pyramidal block 16- of wood or similar material somewhat larger than the aperture it is provided for insertion in the aperture. The block it is forced into the aperture and held securely therein by reason of the wedging action resulting from the greater dimensions of the block. Also due to the larger size of the block [6, a portion i'i thereof projects above the footing II. A conventional rail is is secured to the block i 6 by means of a conventional tie plate i9 and conventional spikes 20. The wedged engagement of the block IS in the aperture I6 is so tight and secure that the spikes 23 may be drawn out of the block Iii without causing movement of the block in the aperture. A portion lid of the block, preferably, also projects below the footing to rest in the ballast.

The block i6 may be of one piece, or may be of laminated construction. It may conveniently be included in the footing at the time the tie IE3 is cast or molded. In that case, the block serves to form the aperture i l.

In Figure 9, I have illustrated a rail-receiving block iGa, identical in function to the block it above described, but possessing bevels or chamfers 32 at what were formerly the corners of the block. These bevels or chamfers 32 are preferably provided by making a straight out at each corner of the block in such location that the area of the bottom face of the block is not reduced. As a result, while the side and end faces of the block 56a remain sloping, the bevels or chamfers 32 extend vertically.

When the block I6a is employed, the aperture I4 of the footing II is formed to correspond to the shape of the block. The most convenient manner of so forming the aperture I4 is by casting the block in the tie, as suggested above in connection with the block I5. The shape and arrangement of the block and aperture provide surfaces at different angles than the side and end faces of the block, resulting in improved and more efficient distribution of lateral stresses to the footing.

The projecting portion I! of the block IE or Ifia holds the rail I8 out of direct contact with the footing I I and thus eliminates any possibility of the footing becoming worn, chipped or cracked due to vibration or impact of the rail thereon. The projection of the block above the upper surface of the footing H, as well as the frusto-pyramidal shape of the block and of the aperture of the footing, result in transmission of a load passing over the rail I8 directly to the block I6 or Ifia, and the transmission of the load through the block to the footing II in lateral directions only, without any substantial vertical load being imposed on the footing and certainly no vertical load sufficient to cause failure of the footing. The bottom of the block rests on the ballast or roadbed, and thus transmits the vertical load directly to the roadbed, relieving the footing of this load.

To strengthen the footing II against failure caused by the lateral load, reinforcingmembers are disposed in the footing about the aperture I4. The reinforcing members may take any suitable form, but as shown are preferably formed of high strength steel Wire having an elastic limit of approximately 150,000 pounds per square inch bent into the general form of a U. Two such members 2I are disposed near the top of the footing, one slightly spaced below the other and with the bends or bights thereof in opposed relation. The free ends of each reinforcing member 2| are preferably bent or hooked back in the direction of the bights. Four reinforcing members 22, 23, 24 and 25, of successively smaller dimensions so that a smaller member may lie within a larger one, are disposed near the bottom of the footing II in substantially the same plane. The free ends of each of these members are curved or bent back toward the big t thereof in a plane normal to the plane of the bight. The members 22 to 25 are arranged so that two of the members have the bight thereof in opposed relation to the bight of the other two members. The reinforcing members 2I to 25, inclusive, are arranged axially of the tie. As is obvious, these reinforcing members in effect encircle the aperture I4 and reinforce the concrete of the footing I I about the aperture.

Two reinforcing members 26 extend transversely of the tie axis in the footing, being disposed with the aperture I4 therebetween. The members 25 are positioned near the top of the footing II and have the ends thereof bent downwardly to extend along the sides of the footing to points adjacent the bottom thereof.

A plurality of reinforcing members 21 is provided in the connection I2, each being of a length to extend throughout the length of the connection I2 and into the footing I I at either end thereof. The reinforcing members 21 are substantially straight and have the ends thereof bent to extend toward each other, thus forming a hook at each end. Four of the members 21 are disposed near the top of the connection I2 and four near the bottom thereof, and as already indicated extend axially of the connection I2. The ends of the members 27 overlap or extend beyond the adjacent ends or bights of the members 2| to 25, but spaced therefrom.

The shape, disposition, and material of the reinforcing members 2I to 21, inclusive, permit a maximum reinforcement of the tie with a minimum of material, thus reducing the cost of the tie without any sacrifice of strengh. The reinforcement of the footing enables it to absorb the load and shocks transmitted from the rail I8 by the block I6 without cracking or other damage, and the reinforcement of the connection I2 in overlapping relation with the reinforcements of the footings Ii gives added strength not only to the connection but to the entire tie, and also strengthens the tie at the junctions of the connection and footings. The reinforcement of the concrete tie, it will be understood, may employ any suitable material and take any desired form which will strengthen the tie at the portions thereof which otherwise might fail under the stresses to which they are subjected. The reinforcing members and the arrangement thereof as shown and described constitute a preferred example, but the invention is not limited to such reinforcement.

A protective band or facing 28 of suitable material, such as sheet metal, may be provided about the footing II to prevent abrasion and chipping of the footing by ballast, tamping tools, and the like. The protecting member 28 is shown in the drawings as extending only partially upward along the ends and sides of the footing, but it will be obvious that it may be extended as desired. A plate or facing 29 of any suitablematerial may also be provided at each side of the footing II adjacent the top surface thereof to prevent wear or chipping of the footing in the event a rail anchor is installed on the rail I8 to bear on the side of the footing. It will be obvious that if desired the protective member 29 may be formed integral with the protective member 28, as indicated at 30 in Figure l. The formation of the protective members 28 and 29 as a single protective member 30 requires but little additional material, and has considerable advantage in the securement of the protective member on the footing, both from the standpoint of reducing the number of operations required and from the standpoint of permanence. The protective facings 28 and 29 may be applied to the footings in any suitable manner. They may, for example, be embedded in the concrete.

Grab hooks or eye members 3| may be provided in each tie to facilitate the transportation and handling thereof and thus reduce the possibility of breakage before installation.

Portions of ties Illa are shown in Figure 8 having footings IIa substantially similar to the footings I I of the tie I0 already described, but having somewhat more than twice the width thereof. Two apertures I I are provided in each footing, one at each side of the center line, and

the connection I2 joins the upper central portions of thefootings I la. The sides of the footin'gs are shown as vertical throughout, although they may be beveled or chamfered in the same manner as shown and described in connection with the tie iii. The footings Ha may have beveled corners 33 to facilitate the handling and installation of the tie and to provide greater space between adjacent footings. The tie a is otherwise substantially the same as the tie Hi.

It will be seen that the tie- Illa serves the purpose of two adjacent ties, with a saving in weight over a pair of the ties ID by reason of the elimination of one of the connections E2. The tie 10a also provides a very large bearing surface by reason of the relatively large surface areas of the footings H111, so that the tie resists shifting except under a very considerable force. The weight of the tie, of course, is also a factor in this resistance to shifting. The tie llla also has the advantage that track may be laid more rapidly, because installation of one of these ties is in effect the installation of two ties, and requires no more time than the installation of a single individual tie. It will be obvious that the footings may be made of such size that three or more apertures may be formed therein to accommodate a corresponding number of rail-receiving blocks. Practical considerations, however, such as'those of weight and unwieldiness, make it preferable to limit the size of the tie.

The tie is made of concrete of any desired or suitable type, and thus the inherent defects of a conventional wooden tie are avoided. For example, destruction of the tie by rat, termites, and many other causes is eliminated. The concrete tie of this invention is stronger than a conventional wood tie, and its greater weight is an advantage in that it provides greater stability.

The stability of the tie is also aided by the provision of the relatively large footings, which provide a large bearing area on the roadbed, so that shifting of the tie is minimized. Furthermore, the footings provide the bearings at the places where they are needed, that is, under the rails, instead of having the entire tie bear on the roadbed.

The reduced width of the connection [2 provides ample space between the ties for tamping of ballast or other operations. The reduced thickness of the connection l2 and its position raised above the bottom of the footings avoids any considerable amount of wear on the connection, since it is substantially out of contact with the ballast, and more important, prevents the connection from having any bearing on the roadbed. This construction eliminates center binding of the tie, a prime cause of maintenance work, and thus contributes materially to economy in maintenance of the tracks. The raised position of the connection also provides improved drainage of the roadbed.

The blocks It or lfia of wood or the like insulate the rail, and prevent leakage of signal current to the ground or across the tie. The blocks may be impregnated with phenolic or ureaformaldehyde resins or other impregnating materials, and because of their relatively small size the impregnation may be complete and effective, instead of incomplete and only partially or temporarily effective as is usually the case with a conventional wood tie which has been impregnated. The impregnating material ma be a preservative or hardening agent, or both. Should a block become worn or defective for any reason, it may be removed by pressure or a blow on the small end thereof, and replaced by a new block. The removal of worn blocks may be effected by a simple leverage arrangement lifting one end of the tie without removing the tie as a whole from its place. The wedging engagement of the block in the footing results in the block material being forced more firmly about the spikes when a load is applied to the block. The relatively small size of the wooden blocks also has the ad vantage of permitting the use of selected sections of wood, eliminating knots, weather cracks, concealed dry rot, and the like. The blocks are inexpensive, and compared to a conventional wood tie their cost is trifling.

In case of damage to a tie by derailment of a train or other cause, repairs may often be made without even requiring removal of the tie. 'Inis is especially the case when the connection I2 is the damaged portion. Usually all that is necessary is the straightening of bent reinforcing members and the casting or molding of new concrete about the reinforcements after removing the cracked concrete.

The tie of this invention greatly reduces maintenance costs, by reason of its long life, stability,

resistance to damage, elimination of center binding, the relative cheapness of the rail-receiving blocks and their easy replacement, and the simplicity of repair of the tie if damaged but not rendered totally ineffective.

It will, of course, be understood that various details of construction may be varied through a wide range without departing from the principles of this invention and it is, therefore, not the pur- 1 pose to limit the patent granted hereon otherwise than necessitated by the scope of the appended claims.

I claim as my invention:

1. A concrete railroad tie comprising an elongated central portion, a footing at each end of said central portion wider than said central portion and having a vertical aperture therethrough defined by upwardly diverging surfaces, and a rail-receiving block wedgingly engaged in said aperture and projecting beyond the top and bottom surfaces of the footing.

2. A concrete railroad tie comprising a pair of footings each having a plurality of vertical apertures therethrough substantially frusto-pyramidal in form providing a larger opening in the top of the footing than in the bottom, a connecting portion joining said footings at the central portions thereof, and a frusto-pyramidal block wedged in each aperture projecting above and below the footings.

3. A concrete railroad tie comprising a pair of footings each having a vertical aperture therethrough larger at the top than at the bottom, a connecting portion joining said footings at the central portions thereof, and a rail-receiving block in each aperture projecting above and be-- low the footing, said block having a generally frusto-pyramidal form with vertically chamfered corners.

4.. A concrete railroad tie having a vertically disposed aperture near each end, said apertures having upwardly diverging walls, a block positioned in each of said apertures having side walls inclined to conform with the walls of said apertures, the upper surfaces of said blocks being in spaced relation above the tie and the lower surfaces of said blocks being in spaced relation below the tie, whereby a vertical force applied on the upper surface of one of said blocks will be *2 mainly transmitted to the ballast of the roadbed beneath said block.

5. A concrete railroad tie having a vertically disposed aperture near each end, said apertures having the shape of an inverted frusto-pyramid and a frusto-pyrarnidal block positioned in each of said apertures, the upper surfaces of said blocks being in spaced relation above the tie and the lower surface of said blocks being in spaced relation below the tie, whereby the major portion of a vertical force applied on said blocks will be transmitted directly to the roadbed while a small portion of the force will be transmitted laterally into the tie and absorbed therein.

6. A concrete railroad tie including a pair of spaced footings each having a vertical aperture therethrough, a connecting member joining said footings, and a rail-receiving block in each of said apertures projecting both above and below the respective footing.

7. A concrete railroad tie including a pair of spaced footings each having a vertical aperture therethrough, a connecting member joining said footings, and a rail-receiving block in each of said apertures projecting both above and below the respective footing, and metallic reinforcing bars embedded in said footings and positioned to completely surround said apertures in horizontal elevation.

8. A concrete railroad tie including a pair of spaced footings each having a vertical aperture therethrough, a connecting member joining said footings, and a rail-receiving block in each of said apertures projecting both above and below the respective footing, reinforcing bars extending through said connecting member, reinforcing bars embedded in each of said footings and positioned to directly surround each of said apertures, and the reinforcing bars in said connecting member being interlocked with those in the footmgs.

9. A concrete railroad tie including a pair of spaced footings each having a vertical aperture therethrough, a concrete cross member connecting said footings and of less height than said footings so that the footings extend below the cross member, a. rail-receiving block in each of said apertures projecting both above and. below the respective footing, a plurality of vertically spaced layers of reinforcing in each footing positioned to directly surround the respective aperture, and reinforcing bars extending longitudinally through said cross member and interlocked at their ends with one of the layers of reinforcing in each of said footings.

10. A concrete railroad tie comprising a pair of footings each having an aperture extending vertically therethrough, a block positioned in each aperture and projecting above and below said footings, a connecting member joining said footings, and a protective band disposed about said footings to prevent chipping of the footing during roadbed maintenance work.

GEORGE A. MANEY.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 591,565 Owen et a1 Oct. 12, 1897 803,751 Fixmer Nov. 7, 1905 829,278 Madden et al Aug. 21, 1900 911,734 Libeaux Feb. 9, 1909 954,345 Rice Apr. 5, 1910 968,044 Goad Aug. 23, 1910 1,006,430 Buell Oct. 17, 1911 1,077,173 Still Oct. 28, 1913 1,086,981 Bagby Feb. 10, 1914 ,089,301 Wilkins Mar. 3, 1914 1,225,325 Goodlett May 8, 1917 1,320,873 Langford Nov. 4, 1919 1,376,580 Rapelje May 3, 1921 1,425,686 Pegram Aug. 15, 1922 1,458,945 Kruttschnitt June 19, 1923 1,614,405 Soulas Jan. 11, 1927 FOREIGN PATENTS Number Country Date 31,265 Norway Oct. 18, 1920 412,069 France July 2, 1910

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