US5160085A – Railroad spike – Google Patents

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InspectAPedia tolerates no conflicts of interest. We have no relationship with advertisers, products, or services discussed at this website. In our images above and also in Alyssa’s railroad spike photos below you’ll notice that the head of these large railaroad spikes sport an offset head.

Lot of 9 Different Years Railroad Nails Spikes , Condition is Used and nails are rusty and old as expected. Shipped with USPS First Class.

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The key which-forms the subject of my invention has been found to obviate the necessity offdis’carding old’ties by reason of the wearing away of the spike-hole the loosening of the spike, as itjmay be us edand is intended to be used in Connection with the old tie and. I The key which forms the subject of my invention consists of a strip of metalof a thickness small in comparison with that of the spike, and which is provided onone’gor both sides, but necessarily onthesideiiwhicli’is intended for engagement with” the” wallet the old spike-hole, with projecting portions or surfaces, which may be either corrugations,.

This frequent diste eth, projections, serrations, ridges, or’their equivalent. The spike used isw’ithdrawn from the’tie’and the key dropped loosely in ‘thespike ,-hole.

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“railroad spikes” in Classifieds in Ontario

So the spikes I would assume are atleast as old as the rail. I work for BNSF railway was told about dates on the rail but no info on the spikes. How to date railroad spikes.

How to date railroad spikes General Hobby Discussion. So the spikes I would assume are atleast as old as the rail. I work for BNSF railway.

Since the industry was founded a railroad spike, or some type of fastening device, has been employed to hold the rails firmly in place to a tie, or some other form of lateral support. The entire track structure includes the rail, tie, tie-plate, and ballast system all of which have a very important and specific function. The earliest spikes were simply crude nails and within today’s modern industry the most common type has been in regular use since the early s when used in conjunction with wooden ties.

In addition, following the development of concrete ties specialized clips have become common, which essentially perform the same function but appear nothing like the typical spike. The spike is one of the most widely recognized pieces of railroad equipment by the general public; whether you work in the industry, enjoy studying it, or even have no interest in trains at all virtually everyone understands what a spike is and its basic function. During the industry’s early years, however, developing today’s railroad spike took some time since there was no established practices in regards to either rail fastening systems or much of anything else related to the operation of trains.

As our country’s first common-carrier the fledgling company’s engineers and surveyors often had to guess and use their own intuition regarding how to lay out and construct the right-of-way.

Trial date set for man accused of attacking homeless with railroad spikes

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The Race to Promontory: The Transcontinental Railroad and the A. Hart and three commemorative railroad spikes used on that historic day in Utah. People might not know the date, they might not know the location, but.

This invention relates to a means for plugging old spike holes in used railway ties wherein spikes have been withdrawn, and it is desired to use the same spike holes with new spikes when old ties are used on a new road, rails are removed and replaced, or the spikes replaced. As the holes have become enlarged by removing the spikes or have become slightly decayed and soft from the elements, it is necessar to insert a filler for securing the spike t erein.

The ordinary method of filling a hole is to plug it with a wooden pe and drive the spike into substantially t e center of the peg the same as it would be driven into a solid tie. The difliculty experienced in using this method is that the eg near its top surface, engaged by the spike under heavy blows, splits and permits the spike to be driven therein splitting the peg with the grain, and in most cases the grain being irregular or at an angle, the spike will necessarily follow the grain, which will cause it to curve and not enter the tie straight.

The force exerted in driving the spike into the peg will tend to drive it farther down into the hole, and the bottom of the hole being soft from the action of the elements will permit the pegto be driven down below the surface of the tie, so that a cup will be formed in which water will collect and cause the peg and surrounding portion of the peg to rot so as to loosen the grip of the spike.

The object of this invention is to overcome these disadvantages and permit an old spike hole to be reclaimed and used, which object is accomplished by providing a filler of two strips of wood in such a manner that the spike may be driven directly downwardly between them, whereby they will not be split with the grain, and which will. Referring to the drawings, which are made a part of this application, Figure 1 is a longitudinal section through a railroad tie showing a section of a rail in position and the railroad spike driven in said tie.

In the drawings there is shown a railroad tie 10 having a rail 11 secured thereon, and the railroad spikes 12 inserted and driven between the plugging strips 13 which are mounted in the spike hole 14 of the tie. The plugging strips 13 are formed with oppositely beveled ends so that when they are placed together within the spike hole of the tie the lower ends, when joined, will form a pointed end adapted to extend to the bottom of the spike hole formed by the removal of the old spike, while the upper ends will form a recess for facilitating the entering of thespike l2 and engage and conform to the head of the spike after it has.

The adja-‘ cent beveled ends at the top of the strip will extend slightly above the surface of the rail and permit the spike to enter between them and guide its downward movement so that it will follow strai ht and it will not be deflected and bent y the grain, as is the case with a single peg. As soon as the spike enters between the plugging strips it exerts a lateral pressure and forces or mashes them tightly against the sides of the hole so that the continued hammering of the spike for forcing it downward will not force down the strips or cause them to be jammed farther into the hole and below the surface of the tie as would be the case in a solid peg.

The head of the spike will jam against the reduced and beveled upper ends so that they will seal themselves to the neck and against the head of said spike.

Railroad Spikes

On May 10, , the presidents of the Union Pacific and Central Pacific railroads meet in Promontory, Utah, and drive a ceremonial last spike into a rail line that connects their railroads. This made transcontinental railroad travel possible for the first time in U. No longer would western-bound travelers need to take the long and dangerous journey by wagon train, and the West would surely lose some of its wild charm with the new connection to the civilized East.

Since at least , both Eastern and frontier statesmen realized a need to connect the two coasts. It was not until , though, that Congress appropriated funds to survey several routes for the transcontinental railroad.

Historic Railroads in the National Park Spike National Historic Site in Utah preserves the place where, on Railroad date nails that were sometimes incorpo-.

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Dating Railroad Spikes

Date nails were tagging devices utilized by railroads to visually identify the age of a railroad tie. Octave Chanute , railroad and aviation pioneer, is credited with the idea for using date nails as a way of tracking the life of railroad ties. An example would be a Southern Pacific Railroad nail with the marking “01” stamped on the head of the nail.

Bracelet inspired by vintage railroad spikes, the Original Railroad Spike Cuff is solid brass & approx 1/4″ thick. Finished in Antique Brass, Silver Oxide, or Dark.

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Technical Details

Lock opens and latches with ease and has its original 8 inch spike chain. Along with a year date rivet 88, the name Belt is clearly stamped. This issue has a feature titled To Date a Spike.

In , a golden spike linked the Central Pacific Railroad and the Union profound social, economic and political change to a country only 50 years old.

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US633838A – Key for railroad-spikes. – Google Patents

The ordinary railroad-spike heretofore employed-namely, with a square shank, a laphead, and a wedge-point-has, when in use, so little holding-power that the railroad companies are generally compelled to adhere to the exclusive use of hard-wood ties. This evil is less in hard than in soft woods, and hence the necessity in using hardwood ties. The present spike is devised with this particular end in view.

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The development of railroads was one of the most important phenomena of the Industrial Revolution. With their formation, construction and operation, they brought profound social, economic and political change to a country only 50 years old. Over the next 50 years, America would come to see magnificent bridges and other structures on which trains would run, awesome depots, ruthless rail magnates and the majesty of rail locomotives crossing the country.

The railroad was first developed in Great Britain. A man named George Stephenson successfully applied the steam technology of the day and created the world’s first successful locomotive. Even rails were largely imported from England until the Civil War. Baltimore, the third largest city in the nation in , had not invested in a canal. Yet, Baltimore was miles closer to the frontier than New York and soon recognized that the development of a railway could make the city more competitive with New York and the Erie Canal in transporting people and goods to the West.

There were great parades on the day the construction started. On July 4, , the first spadeful of earth was turned over by the last surviving signer of the Declaration of Independence, year-old Charles Carroll. New railroads came swiftly. Although the first railroads were successful, attempts to finance new ones originally failed as opposition was mounted by turnpike operators, canal companies, stagecoach companies and those who drove wagons.

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