US2750119A - Rail anchors - Google Patents

Description

June 12, 1956 c. H. MARVIN 2,750,119

' RAIL. ANCHORS Filed Jan. 8, 1951 2 Sheets-Sheet 1 hue/#0! C. 1% Nan/1'0 /5 y 4" United States Patent C) RAIL ANCHORS Charles Hayes Marvin, Lancaster, Calif., assignor, by mesne assignments, to Frank Freund, Long Beach, and Eugenie Marvin, Lancaster, Calih, jointly Application January 8, 1951, Serial No. 204,972 23 Claims. (Cl. 238-327) This invention relates to improvements in rail anchors and the primary object of the invention is to provide an anchor of extremely rugged construction adapted to contend successfully with the increased tendency to rail creeping due to constantly increasing train speeds and weight of rolling stock. Concomitant objects are to provide an anchor which will have equal creep resisting grip on both flanges of a rail base and tie abutting surface substantially symmetrical with respect to the vertical axis of the rail whereby thrusting against a tie does not tend to slew the anchor from its normal position transverse of a rail; to provide an anchor having tie abutting surface materially greater than that of anchors at present in general use and extending approximately the full width of the rail base and to such depth below rail base as will substantially eliminate splitting oh the edge portion of a tie when the anchor is thrust against the same; to provide a twopiece spring type rail anchor as aforesaid so constructed as to be tensioned in course of application to a rail and to remain in tension while on a rail, with grip tightening effect, in which the grip tightening spring action is not subjected to stress by reason of thrust against a tie or by reason of pounding in ballast, whereby the spring action of the anchor is not adversely affected by theforces applied to the anchor under these circumstances; and to provide a rail anchor comprising parts capable of factory assembly in relative positions of readiness for application to a rail and of maintaining such relative positions when subjected to the forces ordinarily encountered in the handling and transportation of anchors. Various other objects and the advantages of the invention may be ascertained from the following description and the accompanying drawings.

The invention consists, broadly speaking, in a rail anchor comprising a contractile assembly of a pair of substantially similar return bent members, one at least of which is of spring character, formed adjacent the return bends thereof with recesses providing jaws adapted to grippingly'engage the upper and lower surfaces of both flanges of arail base, said members each including a pair of spaced armsadapted to extend transversely of a rail base, beneath the same, with one arm of each member in tight interdigitating relation with the arms of the other member, one arm' at least of. each member being formed with camming surfaces inclined longitudinally of the arm and spring pressed against the similar surfaces of the other member with effect to contract the assembly in its longitudinal directionand to urge the jawed ends of the members toward one another and toward the rail base, thesaid arm assembly being adapted for abutment against a tie.

In greater detail, the invention consists in the features and combinations of features herein disclosed together with all such modifications thereof and substitutions of equivalents therefor as are within the scope of the appended claims.

In the accompanying drawings which illustrate a now preferred embodiment of the fundamentals of the inven-- 2 tion and a modification of such embodiment, but to the details of which the invention is'not limited: 7

Fig. l is a side elevation of an anchor according to the now preferred embodiment of the invention, illustrated as in operative position on a rail.

Fig. 2 is an end elevation of the anchor of Fig. 1.

Fig. 3 is a plan view of the anchor of Fig. 1 showing the parts in their operative positions, as on a rail.

Fig. 4 is a plan view of the anchor of previous figures showing the parts in factory assembled relation in positions of readiness for application to a rail. 7

Fig. 5 is a side elevation of the anchor illustrating the same in factory assembled form and in process of appli= cation to a rail.

Fig. 6 is a side elevation of a modified form of anchor, embodying rail base engaging hooks, in operative position on a rail. I

Fig. 7 is a side elevation of the anchor of Fig. 6 showing the parts in factory assembled relation and in the initial step of application to a rail. 7

Fig. 8 is a view similar to Fig. 7 but showing the parts in the relative positions assumed in al'ater stage of application to arail. I

Fig. 9' illustrates, on a greatly enlarged scale, the engagement of anchor hooks with'a rail base.

Referring more particularly to the drawings", 11 des'iginates a rail, 12 a tie supporting the rail and 13 a tie plate interposed between the tie and rail. 7

The anchor comprises a pair of" substantially similar, complementary members 14' and 15, the second of which is necessarily and the first of which is preferably a spring member, each including a pair of substantially parallel, spaced arms 16' and 17, of rectangularcross-section, connected together at one end of the member as by a return bend 18 so as to constitute a U-s'hap'ed' structure in which the arms lie flatwise side by side and the edges face upwardly and downwardly in the operative positions of the members. Each arm comprises two portions angularly related in the edgewise direction of the arm, one of said portions, designated 19, which extends from the free end of the arm, being adapted to underlie a rail base, andthe other of said portions, designated 20, which extends fromthe portion 19" to the arm connection 18, being adapted to project above a rail base. Each arm is formed in it's portion 20 with a tapering notch or recess 21- facing the portion 19 and providing upper and lower jaws 22 and 23, respectively, adapted to grippingly engage the upper and lower surfaces of a rail base flange so that the flange is' grippingly embraced by' the jaws.

The members 14 and 15 are assembled with one arm of each member engaged between the arms of the other member so that the' arm connections 18- are at opposite ends of the assembly and the notches 21 of the member sface one another, whereby a rail base may be embraced, transversely thereof, between the members.

One arm of each member is fiat and the other arm of each member is corrugated flatwise and transversely of its length. The corrugations of the arms comprise a series of uniformly spaced, alternatelyopposit'ely' curved portions 24 connected bypreferably straight, or flat, portions 25. While the arms are shown as each having three corrugations; it will be understood the number of these may be more or less than shown. The members are respectively'rig'ht' hand and left hand so that when assembled together, the flat arm 16' of member 1'5 isengaged between the" arms of member 14', lying flat against the that sum of that member; and the corrugated arm 17 of member 14 is engaged between the arms of member 15 with its" corrugations meshing with he corrug'atio'nsof'a-rm' 1'7 ofimem'b'er I' ti The arms" ofea'ch' member-are spaced a art only sufiiciently to receive Be tv'ieen thern an-ann ofthe other member. While the arms of each member are substantially parallel when in their interdigitating relation with the arms of the other member, it is preferable that when the arms are separated from one another, the arms of the member 15 converge from their return bend connecting portion 18. Thus, when the members are assembled with their arms in interdigitating relation, the arms of the member 15 are sprung apart and tightly grip the interposed arm 17 of the other member 14, so as to maintain the corrugations of the arms 17 in mesh with one another. It will be obvious that, considering the mutually engaged surfaces of the arms 17, the crests of the corrugations of one arm 17 willalways seek the bottoms of the valleys of the corrugations of the other arm 17, as result of the camming action of the flats 25 on one another under the spring pressure of member 15.

The location of the corrugations with reference to the notches 21 and jaws 22 and 23 is such that when an anchor of appropriate dimensions is applied to a rail and the jaws are in tight gripping engagement with the rail base flanges, the intermeshing of the corrugations of the arms 17 has not been completed, that is, the corrugation crests of one arm 17 have not entered into exact register with the corrugation valleys of the other arm, as evidenced by the spaces 26 between the flats 25 of the arms, which are clearly shown in Fig. 3. With proper inclination of the flats 25 to a plane intersecting them and parallel to the arms 16, the spring action of the member 15 pressing the flats 25 of its arm 17 against those of the other arm 17 urges the anchor to contract lengthwise and to tighten the grip of its jaws on both rail base flanges. The inclination of the flats which may be regarded as proper depends upon the result desired as to contractile power of the anchor and as to the amplitude of contraction. The inclination illustrated, which is about 22.5 is a compromise and it will be understood I do not limit myself to this inclination, as it may be more or less according as it is desired to increase or decrease the contractile power of the anchor or the amplitude of contraction. It is now preferred that the linear measure of residual contractile capacity of the anchor, when in service engagement with a rail, be about one-quarter of an inch as this is now believed sufficient to provide satisfactory take-up to compensate for any tendency to loosening due to corrosion or wear where the jaws engage the rail base and sufficient to maintain tight grip of the anchor transversely of the rail base and to maintain tight grip of the jaws on the rail base flanges. However, in the case of rail bases which are slightly over or under standard dimensions, the linear contractile capacity of the anchor will be, respectively, more or less than the aforesaid normal. It will be readily understood that increased inclination of the flats or camming surfaces 25 will increase the contractile power but will decrease the amplitude of contraction, and vice versa.

The anchor parts are designed to be factory assembled in relative positions of readiness for application to a rail, as shown in Figs. 4, and 7. Owing to the spring grip of the member on the member 14, they are not liable to be displaced from their factory assembled relation by the forces to which they are ordinarily subjected in handling, storage and transportation.

In the relative positions of readiness for application to a rail, the jawed ends of the members are sufliciently spaced apart to permit one end of the assembly to be hooked onto one flange of a rail base, from beneath the rail, as shown in Fig. 5, and the other end then swung up to align its notches 21 with the other rail base flange. Thereafter, suflicient force is applied to the anchor, longitudinally thereof, to contract it to the rail gripping condition shown in Fig. 1.

As illustrated, the length of each corrugation is somewhat greater than the longitudinal contraction of the anchor from the readiness for application condition shown in Fig. 5 to the service condition of Fig. 1, the difference being the aforesaid linear measure of residual contractile capacity when the anchor is operatively installed on a rail. When the anchor is forcibly contracted in applying it to a rail, each corrugation crest of one member arm 17 is forced out of the corrugation it occupies in the other member arm 17 and enters the next valley but does not penetrate to the bottom of the valley so that relative movement of the members is less than the crest-to-crest measure of one corrugation, thus permitting further contraction of the anchor by reason of the camming action of the member flats 25 on one another under the reflex spring action of the arms of member 15. It is to be understood, however, that the corrugations may, if desired, be shorter than those illustrated and above described, for example one-half or possibly only one-third of the length of those illustrated, so that in the application of the anchor the corrugation crests of one member arm will be moved through one or perhaps two valleys of the other arm before coming to rest in the next corrugation valley along the arm. In such a structure, the combined lengths of the two or three shorter corrugations, as the case may be, must be greater than the aforesaid longitudinal contraction of the anchor by an amount sufficient to provide adequate residual contractile capacity. The shorter corrugations may be convenient if the inclination of the flats 25 is greater than that illustrated but it will be obvious that the necessity of providing residual contractile capacity places a limit on the extent to which the corrugations may be shortened.

When the anchor is applied to a rail, the flat arms 16 of the members are presented edgewise to the lower surface of the rail base and extend in close surface contact with one another for a substantial distance downwardly from the rail base and through at least the full width thereof so as to provide greater than usual surface for abutment against a tie. This surface is symmetrical with respect to the vertical axial plane of the rail so that when thrust against a tie there is no tendency to slew the anchor on the rail, that is, there is no tendency to move the anchor out of its normal position transverse of the rail. In consequence, there is no tendency to elongate the anchor and no opposition to the spring powered action thereof tending always to contract it and to keep all the jaws 22 and 23 in equally tight engagement with the rail base flanges. Any slewing of the anchor is undesirable as it tends to loosen the grip of one pair of jaws 22, 23

at each end of the anchor and thereby interfere with the grip of these jaws on the rail base flanges when the anchor is thrust against a tie. Thrusting of the anchor against a tie tends to cant the anchor on the rail, that is, to incline it slightly out of normal to the under surface of the rail base. This canting tendency causes the lower jaws of arms 17 and the upper jaws of arms 16 to be pressed more tightly against the rail base flanges and to positively hold the anchor against movement along the rail. As all four arms 16 and 17 are in close contact with one another, the resistance of the tie to the thrust of the anchor is transmitted from the arm actually in engagement with the tie to all other arms so that the canting tendency and increased rail grip consequent thereon is the same at both ends of the anchor. As the arms 16 and 17 of each member are quite close to one another, any canting of the anchor, or tendency to canting, will produce a very tight grip in the rail base flanges, which is tighter than if the arms were widely spaced apart.

The arms of the members, being presented edgewise to the rail base, are presented edgewise to ballast under the rail and merely transmit to the rail any thrust resulting from being pounded in the ballast, without being themselves flexed. Since the grip of the anchor members on one another and the contracting grip of the anchor transversely of the rail are the result of spring forces so that there is no tendency to loosen the grip of the anchor on a rail.

In Figs. 6, 7 and 8 there is illustrated a modification of the invention embodying members 114 and 115 which are the same in all respects as the members 14 and 15, already described, excepting the arms 116 and 116 of these members, which correspond to the arms 16 already described. The arms 116 and 116 are slightly longer than the arms 16 so as to extend beyond the rail base edges and are provided at their free ends with hook portions 127 and 127 respectively, extending from the upper edges of the arms and adapted to hookingly engage the lower edge portions of the rail base flanges opposite those grippingly embraced by the members. The rail engaging edges of the hooks 127 and 127 are arranged at an obtuse angle to the upper edges of the arms 116 and 116 and are formed with teeth or steps 123 arranged in series from the edges of the arms to the tips of the hooks.

The inclination of the hook edges results, when the anchor is applied to a rail, in disposing the hook edges at a slight inclination outwardly from the vertical edge surfaces of the, rail base so that, as the hooks are forced upwardly, they exert a camming action and draw the jawed ends of the members toward the rail, thus increasing the vertical, grip of the members on the rail and also causing in each of the members a transverse grip of the rail, independently of and in addition to the transverse grip resulting from the contractile action of the anchor. The teeth 128 have upper and outer flanks129. only slightly inclined with reference to the vertical edge surfaces of the rail base and lower or inner flan-ks 130' nearly normal to said rail base surfaces, whereby the teeth will move readily upwards against the rail base edges but will tend to bite into the rail and resist downward movement of the books. The teeth 128 thus serve to prevent loosen.- ing of the aforesaid additional grip on the rail.

In, this modification of the anchor the provision of the, hooks necessitates some edgewise movement of the arms with reference to the under surface of the, rail base and to provide for this, the upper edges of the arms 116 and. 116 are offset downwardly from the lower. edges of the notches21.

In order to, ensure maintenance of the hooking engagement of at least one of the anchor members with a rail. base. edge, the hooked arm thereof, preferably the arm 116 of member 115, is so reduced in depth that it will tend to. be slightly flexed and will be actually stressed in. its edgewise direction in the process of. application; to a rail. and, by its reflex action, will constantly urge its hook 127 upwardly with respect to the rail. base. This stressing is illustrated by downward curvature of the arm in its, service position on a rail, shown in Fig. 6-, as compared with'upwardcurvature thereof in its off-rail position shown in, Fig. 7. It will be noted that the upper and lower edgesof the arm 116 are, respectively, below and-above. the levels of the corresponding edges of the arm 1-16'to such extents that the geometric centers of the arms 116. and 116 are approximately in register with one another whereby, when the force of thrusting. against a, tie is transmitted from the arm 116 through the arm 116 to the corrugatedarms 17, there is substantially Ito-tendencyto twist any of the arms.

Provision of the hooks 127 and 127 causes a slight difierence in the action of the anchor during application to a rail. In the factory assembled relation ofthe members, as shown in Fig. 7, the hooks 127 and 127 obstruct themouths of the notches 21. In the firststage of application, the member 114. is forced toward the rail base flange and theflange wedges between the upper edge of the notch 21 and the tip of the hook 127 'of member 115, forcing the book down to the position shownain- Fig. 8 and swinging the members 114' and 115 relatively toone another'about a pivotal axis locatedin'the region of: the point 131 of Fig. 8. depresses the hook 127 of member 114 relatively to the This swinging movement notch 21 of member 115, so as to leave the notch unobstructed for reception of the rail base flange when the anchor is contracted on the rail base, as previously described. When the members 114 and 115 are relatively moved to the positions of Fig. 8, the corrugations of their arms 17 will be forced out of alignment, against the spring action of member 115, and in process of contracting the anchor on a rail this misalignment will tend to correct itself and to raise the hooks 127 and 127 into engagement with the rail base edges. In addition, during the contraction of the anchor the engagement of the notchedges with. the upper and lower surfaces of the rail base flanges will cause a swinging of the members 114 and 115, relatively to one another, to restore them to the normal alignment shown in Fig. 6.

While the modified form of the anchor has been illustrated and described as having a hook on each of the members 114 and 11 5, it will be obvious that the hook may be omitted from the member 114, so that the member will be in all respects exactly the same as the member 14 of Figs. 1 to 5.

The anchor is most conveniently formed from lengths of flat strip stock of suitable cross-sectional dimensions, capable of being. spring tempered, by bending each strip edgewise at points intermediate its length to establish the angular relation of the arm parts 19 and 20; punching out the notches 21; corrugating one end portion; and finally return bending the strip intermediate its ends to provide the arms 16 and 17. Alternatively, the anchor may be formed from blanks sheared from sheet stock; corrugated; and bent. to final form. Any desired bearing against a tie may be obtained by merely selecting stock or blanks of appropriate width and changes in bearing depth will. not affect the design or operation of theanchor. Although the. contractile action of the anchorrequires only the member 15 or 115 toexert spring pressure, it is preferred that the member 1'4 or 114 be also of spring temper, so asto resist permanent deformation by being thrust against a tie or by pounding in ballast, and to'minimize the chance of grip on a railbeing relaxed by vibration or by pounding in ballast.

While it is nowpreferred to corrugate only one arm of each member, it'will be understood that both arms of one or of both of the members may be similarly corrugated, thereby to increase: the contractile power of the anchor and its transverse grip on a rail.

Having thus described: my invention, 1 claim:

1. A rail anchor comprising a pair of members each formed at one end with spaced pairs of jaws, each pair ofjaws of a member being formed to grippingly engage the upper and lower surfaces of one flange of a rail base at a location spaced in the direction of rail length from the other pair of jaws of the member, said members each having a portion extending beneaththe rail, transversely thereof, in overlapping engagement with one another in planes substantially at right angles to the direction of raillength, the under rail-portion of one. of said members having. an abutment against a tie and against the underrailportion of the other memberfor transmission of thrust thereto, whereby upon thrusting against a tie the lower jaw of one pair of jaws and the upper jaw of the other pair of jaws at each endiof the anchor are urged tocloser gripping engagement with the rail base flanges.

2. A rail anchor comprising a pair of complementary members having mutually engaging camming surfaces and each jawedat one. end-to grippingly engage the upper and lower surfaces of a rail base flange, said members being formed to extend beneath. a rail, transversely thereof, and-in overlappingrelation and engagement with each other in a plane substantially at right angles to the directionof rail length, one of said members being of spring character. and embracing the. other member and being;

tensioned by the embraced member upon application of the anchor to a rail and to react on the. other member whereby said camming surfaces. urge the. jawed ends of the members toward each other, thereby to grip the rail transversely and urge the jawed ends to increasingly tight vertical grip on the rail base flanges.

3. A rail anchor comprising a pair of members each jawed at one end to grippingly embrace one flange of a rail base and each including a pair of spaced arms formed to extend in their longitudinal directions beneath a rail, in planes substantially at right angles to the direction of rail length, and in iuterdigitating relation with the arms of the other member.

4. A rail anchor according to claim 3 in which an arm of each member is formed for interlocking relation with a corresponding arm of the other member such as will restrain relative movement of the arms in their longitudinal direction.

5. A rail anchor according to claim 4 in which one member exerts spring pressure on the other to maintain the interlocking arms in close frictional engagement, whereby relative longitudinal movement of the members is controlled.

6. A rail anchor according to claim 3 in which one arm of each member is formed with a camming surface inclined in and relatively to the longitudinal direction of the arm for engagement with the similar surface of the other member, one of said members exerting spring pressure on the other to hold the camming surfaces of the members in close contact.

7. A rail anchor according to claim 6 in which one of the members is formed with a plurality of said camming surfaces spaced in the length of the member for engagement selectively by a camming surface of the other member.

8. A rail anchor according to claim 6 in which the camming surfaces of the members are so located with reference to the rail gripping jaws that when the anchor is in position on a rail there is capacity for relative sliding movement of the camming surfaces in directions to permit movement of the jawed ends of the members toward each other and in which the spring pressure urges the members to such movement with elfect to grip a rail transversely thereof.

9. A rail anchor comprising a pair of substantially similar members each including a pair of parallel spaced arms connected by a return bent portion, the arms of said members being interdigitated and held in close frictional engagement by spring action of at least one of the members, each of said arms being notched adjacent the return bent portion to receive a rail base flange and to grippingly engage the upper and lower surfaces thereof, said members being formed to mutually react under the said spring action to grip a rail between them, transversely thereof.

10. An inherently contractile rail anchor comprising a pair of substantially similar complementary spring members each jawed to grippingly engage the upper and lower surfaces of one rail base flange with vertical pressure thereon, said members being formed to react upon one another solely by reason of their inherent spring capacity to grip a rail transversely thereof, thereby to maintain the said vertical grips.

11. A rail anchor comprising a pair of substantially similar, U-shaped members each having the arms thereof each notched to grippingly embrace a rail base flange, said members being assembled in self-sustaining relation separately from a rail with the arms thereof in interdigitating relation and in close contact and the notches mutually facing.

12. A rail anchor comprising a pair of substantially similar, U-shaped spring members providing arms formed to extend in their longitudinal directions beneath a rail, transversely thereof and substantially from edge to edge thereof, said arms being arranged in interdigitating relation and formed to resiliently interlock with one another. each said member being formed at one end to grippingly embrace a rail base flange.

13. A rail anchor comprising a U-shaped member having the arms thereof each notched to grippingly embrace one rail base flange and formed to extend in their longitudinal direction beneath the rail, transversely thereof, substantially from edge to edge thereof and means to engage said member and the other rail base flange to hold the member in its gripping engagement with the rail base.

14. A rail anchor comprising a pair of members formed to grip a rail base between them and adapted for self-sustaining pre-assembly in relative positions of readiness for application to a rail, one of said members having a pair of recesses and other member having a projection spring pressed for engagement in one of said recesses to releasably hold the members in their pre-assembled relation and engageable in the other of said recesses to hold the members in their rail gripping relation.

15. A rail anchor comprising a pair of members each jawed at one end to grippingly engage the upper and lower surfaces of one rail base flange, and each formed to extend beneath a rail, transversely thereof, and in spring pressed interlocking relation with each other, one of said members having a hook at its other end to engage the edge surface of the other rail base flange.

16. A rail anchor according to claim 15 in which the rail engaging surface of the hook is inclined in suchwise as to urge the jawed end of the member toward the rail upon upward movement of said hook, said hook surface being stepped or toothed in suchwise as to hold the hook against downward movement relatively to the rail.

17. A rail anchor according to claim 15 in which the hooked arm is so related to the jaws of the member carrying it that it tends to be downwardly flexed in process of application to a rail and to constantly urge its hooked end upwardly toward a rail, thereby to maintain hooking engagement with one rail base flange and tight jaw engagement with the other rail base flange.

18. A rail anchor comprising a pair of U-shaped members each divergently jawed near its closed end to grippingly embrace one flange of a rail base and each including a pair of arms formed to extend beneath a rail base in planes substantially at right angles to the direction of rail length and in interdigitating relation with the arms of the other member; one arm of each member being corrugated to form a plurality of alternated ridges and valleys having surfaces inclined to the plane of the arm, the said corrugated arms being in close engagement with each other with the ridges of one arm engaged in the valleys of the other arm.

19. A rail anchor according to claim 18 in which at least one of the members is tensioned by interposition between its arms of an arm of the other member and in which the resulting reflex action urges the ridges of each corrugated arm to seek the bottoms of the valleys of the other corrugated arm, whereby the jawed ends of the members may be urged toward one another to maintain a tight grip on a rail base, transversely thereof and vertically of each flange thereof.

20. A rail anchor comprising a member formed of a metal bar bent intermediate its ends to U-form and providing a pair of spaced, substantially parallel arms, each of said arms being bent around an axis substantially at right angles to the axis of said first bend to provide angularly related portions, one to underlie a rail base and the other to project above the rail base, and each said arms being notched at the junction of its said portion to grippingly embrace the edge portion of the rail base flange.

21. A rail anchor according to claim 20 in which one of said arms is bent in that portion thereof to underlie a rail base toward and away from the other arm.

22. A rail anchor comprising a pair of members each formed of a metal bar bent intermediate its ends to U- form and providing a pair of spaced, substantially parallel arms, each of said arms being bent adjacent said first bend around an axis substantially at right angles to the axis of said first bend to provide angularly related portions, one to underlie a rail base and the other to project above the rail base, each said arms being notched in its second said portion and adjacent its first said portion to grippingly embrace the edge portion of the rail base, said members being assembled together with the under-rail portions of their arms arranged in interdigitating relation.

23. A rail anchor according to claim 22 in which the under-rail portion of one arm of each member is bent toward and away from the other arm of the same member, said members being assembled together with the under-rail portions of their arms arranged in interdigitating relation and with the bent under-rail arm portion of one member interposed between the bent under-rail arm 527,385 Emery Oct. 9, 1894 590,797 Waas Sept. 28, 1897 1,008,183 Moore Nov. 7, 1911 1,270,360 Alfreds June 25, 1918 2,012,016 Ninde Aug. 20, 1935 2,551,508 Skeel May 1, 1951

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