US1716911A - Railway-roadbed construction - Google Patents

Description

F. H. ALFRED Er AL 1,716,911

RAILWAY ROADBE) CONSTRUCTION Filed June 16, 1927 4 sheets-sheet 1 June 11, 1929.

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" attorney f5 June ll, 1929.. F. H. ALFRED ETAL 1,716,911

RAILWAY ROADBED CONSTRUCTION Filed June 16. 192'? 4 Sheets-Sheet 2 Swann, S

June l1, 1929. F, H LFRED r-:r AL 1,716,911

RAILWMY ROADBED CONSTRUCTION Fired June 1e, 1927 4 sheets-sheet 5 nocntoz June 11, 1929. F. H. ALFRED Er AL 1,716,911

RAILWAY ROADBED CNSTRUCTION Filed June 16, 1927 4 Sheds-Sheet 4 Patented June 11, 1929.

UNITED STATES FRANK H. ALFRED AND PAUL CHIPMAN, OF DETROIT, MICHIGAN.

RAILWAY-ROADBED CONSTRUCTION.

Application filed June 16,

This invention relates generally to railway road-bed construction and consists of certain novel tentures ot construction, combinations and arrangements ot parts as will be hereinafter more fully described and particularly pointed out in the appended claims.

In the past, heavier rails with stronger tastenings ot improved pattern have been used, the depth ot the ballast has been increased, and the ties have been placed closer together to keep pace with the increase in the weight oit equipment and the volume ot traflic. On account of its adaptability to the varying conditions incident to the growth ot the railway systems, such as an unseasoned road-bed andrt'requent changes in line and gra-fle, no other type of track could have served the purpose as well on the score of ell'icieney or et economy.

lut on most ot the railroads in this country a dltl'erent set ot conditions is now encountered. Trallic routes .have become lined. Few changes oit line or grade which involve any considerable mileage are contemplated. E1nbankinents have become seasoned, and tor the most part show no 'lurther settlement. lVheel loads are approaching the maximum which is permissible, unless steel rails can be made both harde and tougher than at present. rl`he increasing cost of ties is only partially ollset by the longer lite obtained by treatment. Suitable ballast is increasingly more expensive and track labor is becoming scarcer and. measured in performance, more costly.

lheretore the time has now arrived when a more permanent roadbed, i. e. a track structure in which wear and deterioration are conlined as tar possible to the rails, is desirable. However, the requirements for such a track st rueture are most exacting, as there are man;v conditions to be considered.

Such a structure must be wide enough and strong enough to distribute the load over such an area that the hearing power of the sube'rade will not be exceeded. Allowance must be made tor impact, 'tor lack of uniformity in the sluiport given by the sub-grade, and for the present tendency toward heavier loading. 'lemlnn'atine stresses must be taken into consideration, and protection of the bed material such as concrete under the rail from disi1ite"ation due to repeated shock from the passing loads seems desirable.

The method oit attaching the rails should Aperniit ot easy placement and removal.

1927. Serial No. 199,307.

Methods and types of construction must be such that the rails, when laid in their prepared places, will have perfect sui-.tace and alignment. However the design should be such as to permit minor adjustments ot elevation by shimming as occasional slight settlement may be looked for even in seasoned fills, and changes in tratiic conditions may make a change in the super-elevation ot' curves desirable. Ease of insulation is another feature that must not be overlooked. As there will be occasional situations where it will be desirable to retain the present type of track, any design should permit an easy and practicable connection et the two types ot' construction.

l/Vith the present invention, the features just mentioned have all been considered. As a result wev have provided a roadbed that is preferably formed of a series of reinforced concrete slabs arranged end to end and having smooth plane ltop surfaces on which the rails are mounted.

. ln the accompanying drawings:

Figure l is a fragmentary top plan view of a roadbed construction embodying my invention.

Figure 2 is a side elevation thereof.

Figure 3 is a sectional view taken on the line 3 3 of Figure l.

Figure t is a side elevation of the longitudinal reinl'oreing frame ofthe roadbed.

Figure 5 is an enlarged fragmentary detail elevation oit one view of the construction shown in Figure 4.

Figure G is a sectional view taken on the line (5&6 ot Figure 5 and showing a rail in dotted lines upon the trame.

Figure 7 is a fragmentary vertical sectional view through the upper chord of one of the trusses and showing the rail in dotted lines applied thereto.

Figure 7^- is a side elevation of the stirrup and rail clip and showing a rail applied thereto.

Figure 8 is a detail view ot one of the cross braces.

Figure 9 is a detail view of one ot the tie rods.

Figure l0 is ardetail side elevation vof one ot the rail clips.

Figure 1l is a top plan view of the construction shown in Figure 10.

Figure l2 is a view similar to Figure 7 but showing a slightly modified construction.

' zontal webs thereof lowern'iost.

Figure 13 is a view similar to Figure 3 but showing a slightly modified form of construction.

Referring now to the drawings, 1 is a slab constituting one section of a roadbed embodying our iiivention. As shown this slab comprises a mass 2 of concrete that may have any suitable dimensions such as ten feet wide, eighteen niches thick and is preferably equal in length to the length of the rails 3, for instance 39 feet long. Preferably this mass 2 of concrete is ast upon a thin layer 4 ogtl tine sand which in turn, is located upon ballast 5 that has been grouted. Embedded in this mass 2 of concrete is a metal frame 6 and a lattice work 7 of longitudinally and transversely extending bars S and 9 respectively. As shown the 'frame 6 preferably comprises a. pair of parallel longitudinally extending trusses 1() and 11, and the longitudinally spaced transversely extending braces and tie rods 12 and 13 respectively. Preferably each truss consists of a pair of vertically spaced chord members 14 and 15, longitudinally spaced uprights or struts 16, end diagonal brace members 17 and 18 respectively, and intermediate diagonal brace members 19 and Q0. ln each instance the lower chord member 14 is horizontally disposed and consists of parallel horizontal bars 21 and Q2 respectively which are preferably arranged with the vertical webs thereof innermost and the hori- The upper chord member 15 is also horizontally disposed, in fact substantially parallel to the lower chord member7 and preferably consists of vertically disposed parallel plates 23 and 24 respectively. lf desired such plates may be provided throughout their length with spaced openings 15 for receiving portions of the concrete so as to insure a rigid connection between the parts. The uprights or struts 16 are preferably vertically arranged and are located between the parallel plates 23 and Q4 of the upper chord and between the parallel bars 21 and 2Q of the lower chord. 1 )re'ferably these struts 16 are channel-shape and are riveted to tue. ba rs Q1 and 22 respectively o'f the lower chord member and to the plates 23 and 24 respectively of the upper chord member. To provide an e'fhcient construction the upper ends of such struts 16 preferably terminate flush with the upper edges of the. plates 23 and 24, while the lower vends of such struts terminate below the lower chord member 14. and with certain exceptions., rest upon supporting stakes driven into the aallast 5. The end diagonal members 17 and 18 are also channel-shape in `form and are riveted at their opposite ends to the bars 21 and 2Q respectively of the lower chord member and to the plates Q3 and 24 respectivelv of the upper chord member. Preferably these end diagonal members incline inwardly from the upper chord member 15 to the lower chord member 14 as shown in Figure 4 of the drawing. The intermediate chord members 19 and v2O are also channel-shape in form and are riveted at their opposite ends to the bars 21 and 22 respectively of the lower chord member and to the plates 23 and 24 respectively of the `upper chord member. Preferably these diagonal members 19 and 2O diverge downwardly 'from the upper chord member 15 to the lower chord member 14 and extend betweencertain of the spaced uprights or struts 16. `As shown in Figure S each brace 1Q comprises two bars Q6 and 2T respectively which are rigidly secured together intermediate their ends by the spaced rivets Q8 and 29 respectively. Preferably the lower bar ..6 is substantially fiat and is provided at its opposite ends with depending lugs or flanges and 31 respectively which are preferably bolted to the struts 16 at points preferably immediately below the lower chord members 14 of the trusses. The upper bar 2T vis substantially U-shape in form and is provided at its opposite ends with the upstanding lugs or Aflanges 32 and 33 respectively which are bolted to the uprights 16 preterably at points immediately below the upper chord members 15. Preferably each brace 1Q accurately constructed so that the length thereof is substantially equal to the true gauge desired between the uprights ot the laterally spaced trusses. However, should any inac curacies occur adjustments of the bolts and nuts constituting the securing means theretor may be readily made to compensate for such irregularities. The tie rods 13 are pret` erably used to adjust the laterally spaced trusses to the proper positions and are adjustably connected t0 certain of the uprights 16 off such trusses, preferably at points immediately below the upper chord members 15 thereof. Any suitable means such as the nuts 34 and 35 respectively threadedly engag ing` the tie rod 13 at the opposite ends thereof .may be used to accomplish the adjustments desired. As shown the longitudinally and transversely extending bars 8 and 9 oif the lattice work 2' are arranged in rows between the chord members 14 and 15 of the trusses. Preferably the transverse bars 9 are arranged in parallel relation to each other and terminate short of. the side edges of the concrete mass 2, while the longitudinal bars S are also arranged in parallel relation to each other and terminate short of the ends of the concrete mass 2. There cross braces and tie rods occur other transverse reinforcements such as the bars 9 are omitted.

n the present instance the rails 3 are held by clips which are bolted to lateral extensions 41 of the stirrups 42 embracing the upper chord members 15 of the trusses. As shown, the lateral extensions 41 of the stirrups 42 have downwardly and outwardly inclined portions 43 which are embedded in the concrete and form a rigid anchorage therefor. Preferably the bolts 44 used to attach the clips to the extensions 41 are arranged with the heads thereof uppermost and are screwed into nuts which in turn are inserted through recesses 45 provided for that purpose beneath the stirrup extensions 41. As shown these recesses 45 are only slightly wider than the nuts 45, thus said nuts are prevented from turning. This arrangement tends to lessen the danger of injury to the bolts in case of derailment, and permits their replacement if injury should occur, or the substitution of a longer bolt in case slight shimming is desirable. Nut locks can be used under the bolt heads if desired.

Preferably our roadbed would be formed of a series of slabs 1 and the latter would be arranged end to end `with tongue and groove connections therebetween. For instance one end of each slab would be provided with a transversely extending tongue 1. while the opposite end of such slab Would be provided With a transversely extending groove 1 (see Fig. 2). Thus when the slabs are assembled the tongue and groove arrangement would effectively prevent sagging of said slabs at the joints.

It is also desirable to use libre cushions for the rails and to insulate the metal parts suchy as the bolts 44 etc. from adjacent parts such as the clips 40, rails 3, and stirrups 42. For instance `fibre plates 3" are placed between the concrete slabs and the bases of the rails 3 to cushion the latter. Fibre sleeves 44 and Washers 44 are also preferably used to insulate the bolts 44 from the clips 40. The latter are also cushioned by the fibre, plates 40 on the concrete slabs and are insulated from the rails 3 by the upturned plate extensions 40 which overlap and rest on the upper faces of the bases of said rails 3.

In Figure 12 We have shoivn a slight moditication in which the rail clips 40 are bolted to the lateral portions and 51 respectively of stirrup sections, and the latter are in turn bolted to opposite sides of the plates 23 and 24 respectively of the upper chord member.

In Figure 1,53 We have shown another modilication in which the 'parallel plates G0 and 61 respectively of the upper chord members of the trusses are provided at their upper edges with outwardly extending lateral flanges 62 and G3 respectively upon which the rails 3 are mounted. lith this construction the rail clips 40 are bolted to the flanges G2 and G3 respectively.y and the stirrups are dispensed with entirely.

Thus, from the foregoing description it will be apparent that the parallel plates of the upper chord members serve. a four-fold purpose, i. e. (1) to distribute the load and impact over a greater area of concrete; to protect the concrete from shock and possible disintegration due to direct contact with the train control,

rail; (3) to afford a means of attaching the rail; (4) to insure a seating for the rail which isabsolutely true as to line and surface. In addition they form a guide for striking.,r olf the concrete surface in finishing, such plates also form the upper chord of a light truss, the lower chord of which serves as a part of the longitudinal reinforcement. T he vertical members of this truss serve to anchor the rail seats in the concrete and are extended below the lower chord so that they may rest upon the stakes which are driven accurately to the elevation of the sub-grade. Preferably these trusses would be shop made. and the bracing and riveting need only be of sullicient strength to prevent distortion while handling. lVhen set in place these trusses are maintained in proper relation to each other by the adjustable tie rods 13 and also by the cross braces 12. Thus this frame Work can be set accurately in place and will remain undisturbed While the concrete is being cast upon the same. It Will also serve to transmit the loads into the mass of concrete. lith such a design, the rails no longer function as beams. A Wearing surface and a base for bearing and attachment are all that need be provided., so that a much lighter rail may be used than at present.

Thorough drainage is essential. On fills made of sand no artificial drainage would be necessary, but on other fills it should be taken care of by tile drains 71 just beyond the edges of the slab, with frequent outlets to the side of the embankment. In cuts the drains should be placed deeper and under the cut ditches, in order to prevent ground water from reaching the track. The proper functioning of these drains is a very important matter and they should be of ample size and have good outlet facilities.

Conduits 72 for carrying all Wiring, such as telegraph, telephone, block signals and can be placed in the center of the slab as shown in the cross section, or can be place-d elsewhere in the section if desired.

If desired straight lengths 73 of pipe may be embedded vin the slabs so that grout or sand may be placed beneath the slabs, and are provided at their upper ends with removable closures such as plugs 74 which are accessible at the top of the slabs.

lVhile it is believed that from the foregoing description, the nature and advantage of our invention will be readily apparent. we desire to have it understood that We do not limit ourselves to What is herein shown and described and that such changes may be resorted to Wh en desired as fall Within the scope ofivhat is claimed.

lhat We claim as our invention is:

1. In a railway roadbed, the combination with a track including a pair of laterally spaced rails, and a foundation, of intermediate supporting means for said rails ineluding a mass of concerete upon said foundation and constituting a bearing or seat for said rails, and reinforcing means for said concrete including a pair ot trusses embedded in the mass in substantial vertical alignment with said rails, the height of each truss being substantially equal to the depth or thickness ot said mass whereby portions o't said trusses constitute struts between said :toundation and rails.

Q. In a, railway roadbed, the combination with a track including laterally spaced rails, and a iound ation, et an intermediate support tor said rails including a mass of concrete on the foundation constituting a bearing or seat lt'or said rails, and means for permitting grou't tobe placed between said 'foundation and mass including a tubular element extending through the mass with the opposite ends thereof adjacent to the upper and lower suriiace of' said mass, and a closure i'or the upper end oii said tubular element accessible iii-om the. top of said mass.

3. In a railway roadbed, the combination with a track including al pair oit laterally spaced rails, and a foundation, oit stakes in said oundation, an intermediate support ttor said rails including a slab oi' concrete on said 'foundation and constituting a bearing or seat for said rails, and reinforcing means 'tor said slab including truss members embedded in said concrete beneath said rails and having portions resting upon said stakes.

4t. In a railway roadbed, the combination with a track including a pair of laterally spaced rails, ot supporting means thereitor including a slab of concrete having smooth plane top surtaces constituting bearings or seats :tor said rails, the width ot said slab eXceedin the distance between the rails, and the depth of said slab exceeding the depth et said rails, and reinforcements ot said slab including trusses embedded in said slab beneath said rails and disposed in substantial vertical alignment therewith, and braces embedded in and extending transversely of said slab connected to said truss.

5. In a railway roadbed, the combination with a track including a pair o't laterally spaced rails, of supporting means therefor including a mass ot concrete constituting a bearing or seat 'lior said rails, and reinforcing means for said concrete including laterally spaced trusses embedded in said mass in substantial vertical alignment with said rails, connections between said trusses, re-

inforcing bars extending longitudinally of said mass. and cooperating bars extending transversely of said mass.

G. In a railway roadbed, a slab of concrete having laterally spaced smooth plane top surfaces, reinforcements for said concrete including laterally spaced trusses embedded in and extending longitudinally ont said slab,

the upper chord member of each truss being horizontally disposed and having a pair ot vertically arranged substantially parallel plates with the upper edges oi said plates substantially flush with the top plan surfaces et said slab, and track rails mounted upon the upper edges of said plates.

7. In a railway roadbed, the combination with a track including a pair of laterally spaced rails, of supporting means therefor including a slab of concrete constituting a bearing or seat for said rails, reinforcing means 'lor said slab including substantially parallel `plates embedded in and extending longitudinally oi said slab so as to receive the compression stresses oi said rails, and anchorage means for said rails inclaiding means projecting laterally 'from said plates. and clips engaging said rails and detachably secured to said laterally extending means.

8. In a railway roadbed, the combination with a track including a pair ot laterally spaced rails, ot supporting means therefor including a mass et concrete constituting a seat 'lor said ra'ils, trusses embedded in the mass et concrete in substantial vertical 'alignment with said rails and having chord members arranged substantially 'flush with the top surface o'f said mass and secured to said rails, and braces extending between and secured to said trusses.

9; Ina railwayroadbed, the combination with a track .including a pair of spaced rails, ot` supporting means therefor including a mass o'l' concrete, a substantially horizontally disposed trame work embedded in said cencrete adjacent the bottom surface thereof, trusses also embedded in said. concrete in substantial vertical alignment with said rails constituting seats therefor-and secured at the lower ends to said trame work, and a bra ce extending between said trusses secured intermediate the ends to said trame work and at the ends thereof to said trusses.

l0. In a railway roadbed, the combination with a track including a pair ot spaced rails, ot supporting means therefore including a. mass oit concrete, trusses embedded in said concrete, members secured. to said trusses and also embedded in said concrete, said members having portions thereof lying substantially flush `with the upper surface et said concrete, and members secured to the portions aforesaid and engageable with said rails Ylior securing the same in place. Y

ll. In a railway roadbed, the combination with a track including a pair oit spaced rails,

ot supporting means therefor including a mass oit concrete, trusses embedded in said concrete having chord members arranged substantially flush with the upper surface of said concrete in substantially vertical alignment with the rails, members secured to said chords having portions also embedded in said concrete, and clips secured to said members and engageable with the rails for securing the same in place.

l2. In a railway roadbed, the combination with a track including a pair of spaced rails, of supporting means therefor including a mass of concrete, trusses embedded in said concrete having chords arranged substantially Hush with the upper' surface of the concrete and in substantial vertical alignment with the rails7 members secured to said chords having' laterally projecting portions terminating in depending projections also embedded in said concrete, and clips detachably secured to said lateral projections an-d engageable with said rails for securing the same in place.

13. In a railway roadbed, the combination with a track including a pair of spaced rails, of supporting means therefore including a mass of concrete7 trusses embedded in the mass of concrete having laterally spaced longitudinally extending plates constituting chord members, elements secured to the said plates having port-ions thereof arranged iush with the top surface of the concrete and having other portions embedded within the said concrete and means for securing the rails to said elements.

14. In a railway roadbed, the combination with a track including laterally spaced rails and a foundation, of an intermediate support for said rails including a mass of concrete on the foundation constituting' a bearing or seat for said rails and having a width exceeding the distance between the laterally spaced rails7 one end of said mass being provided with a transversely extending tongue and the other end of said mass being provided with a transversely extending groove whereby when corresponding masses of concrete are arranged end to end with the groove of one mass receiving a tongue of another mass, the transversely extending tongue and groove arrangement would eiiectively prevent sagging of said masses at the joints or meeting edges therebetween.

In testimony whereof we affix our signatures.

FRANK H. ALFRED. PAUL CHIPMAN.

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