US494718A - Claus kxpcke - Google Patents

Description

(No Model.)

C. KOPGKE. RAILWAY TRAGE.

Patented Apr. 4, 1893.

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UNITED STATES PATENT OFFICE.

CLAUS KPCKE, OF DRESDEN, GERMANY.

RAI LWAY-TRACK.

SPECIFICATION forming part of Letters Patent No. 494,718, dated April 4, 1893.

Application lecl January l0, 1893. Serial No. 457,890. (No model.) Patented in Germany Novembre? 24, 1891, No. 65.623.

.To all whom it may concern:

Be it known that I, CLAUS KPCKE, of Dresden, in the Kingdom of Saxony, in the German Empire, have invented certain new and useful Improvements in Railway-Tracks, (for which I have obtained a patent in Germany, No. 65,623, dated November 24, 1891,) of which the following is a specification.

The object of this invention is to provide for quickly eiecting the stoppage of railway trains or vehicles in case of danger or exigency.

The main feature of the invention consists in an additional track of suitable length which I call a sand track arranged parallel with the permanent track for regular traffic but at a lower level and covered with a layer of sand, gravel or other material of similar nature up to about the level of the permaz o nent track, the said sand track and the permanent track being connected by a switch by which in case of danger or exigency,fa vehicle or train may be directed on to the said sand track for the purpose of stopping it.

Figures 1 and 2 of the drawings represent transverse sections of two different examples of my invention. Fig. 1a is a plan view corresponding with Fig. 1 but on a smaller scale and has indicated upon it by a line A B Where the section Fig. 1 is taken. Fig. 2a is a plan view on the same smaller scale corresponding with Fig. 2 and has indicated upon it by the line C D where the section Fig. 2 is taken. Figs. 1b and ,2b represent longitudinal vertical sections corresponding with Figs. 1 and 2 respectively.

Similar letters of reference designate corresponding parts in all the ligures.

It is common to both examples illustrated, that the sand track is constructed of a second pair of rails which are of less height, for about the thickness of the sand layer, than the rails of the permanent trafc way in order to permit the use of the cross sleepers of the permanent trafic way for the rails of the sand track also. As the rails of the sand track are not subject to much wear and tear on account of their coming Very seldom into use, such rails may, Without risk in the direction of safety, be much lighter than those of the permanent way and there need be no chairs for the sand track rails as is usual for the rails of permanent way when Wooden sleepers are employed.

In the example Figs. 1 and 1a the second pair of rails b b belonging to the sand track are represented as mounted on wooden cross sleepers d and provided with Wooden guard sleepers c c on both sides of each rail b. Y A

the gradient is in conformity with the thickness of the layer of sand c. @ne pair of the guard sleepers c c on the side of the sand track outside the permanent track is extended up tothe joint of the switch. Four guard sleepers c are represented arranged one on each side of each sand track rail, although it may suflce to arrange one of such sleepers only either inside or outside of each sunken sand track rail.

In the plan Fig. 1a the entrance switch fof the sand track is illustrated as being open. The guard sleepers are shown with their ends beveled. The connections for the switch with the signal and with the operating lever are also indicated.

The example Figs. 2 and 2a illustrate an arrangement of the sand track which requires the least width. In Fig. 2 it is supposed that the left hand rail ce of the permanent Way serves as the outer and the right hand rail a of the permanent way serves as the inner guard rail of the sand track for which reason the bolts of the {ish-plates of the permanent Way or traiiic rails o, on the sides facing the sand track do not protrude but their heads are countersunk flush with the edges of the permanent way rails. In this example angleirons are provided as guard rails on the left hand side as the inner and on the right hand IOO In Fig. 2f* there is shown for the sand track Y besides an entrance switch f, an exit or outlet switch. The guard rails c are prolonged in the switch curves at the outer side of the latter up to the switch joints where said rails extend above the permanent way rails for about live centimeters, an extension to such a degree being admissible. The connections for the entrance switch with the signal at one side and with the box at the other side are also indicated in Fig. 2t.

The entire length of the sand track must depend in each case upon the supposed maxi mum speed and the length of the train of vehicles to be stopped. The thickness ot the layer of sand orgravel in the examples illustrated is proposed to be five centimeters in consideration of the sand track being arranged as a loop track for preventing undue protruding ot' the permanent way rails in the normal gage of the sand track; however the covering layer of sand may be increased t0 increase the resistance, if the sand track is arranged free, that is to say, outside the normal gage of other rail tracks.

As it is not intended to propose any special substructure, wooden or iron sleepers, cross or longitudinal sleepers, or to limit the arrangement of the sand track to any special superstructure, the accompanying illustrations are only given as mere examples and therefore no means for fastening the rails have been indicated.

It may be understood that my sand track may serve to prevent collision of an incoming train with any obstacle on the main permanent way or traffic line. As an example I may mention that such a sand track may be constructed in connection with an inclined part of a main line at or near the base of such inclined part or between the base of an incline and a station. In such case a train coming down the incline over which train the driver has lost control from some cause or other, may be directed or shunted oif from the metals ot the permanent or traffic way into the sand track in which the resistance of the layer of sand above `the rails of such track will cause a stoppage of the train without injury to men and material, whereas the continuation of travel of the train on the permanent way or traiiic rails might prove fatal to men and damaging to the material. Another example would be the required protection of a detained train against the collision with a following one whose driver had overlooked the stop signal at the rear of the detained train. Therefore it would be recommendable to provide with sand tracks such points of a railroad where the detention of trains is frequently occurring.

The retarding effect of a sand layer of tive centimeters has been found by experiments, with four empty to ten loaded cars and with velocities from four meters to twelve and onehalf meters per second, to be between one sixteenth and one twelfth of the entire weight, diminishing with increasing weight but increasing wth the velocity. The increase of the retarding effect with the velocity is a striking advantage of the sand layer over the friction brakes with which railway vehicles are commonly provided.

Vhat I claim as my invention isl. The combination with the main or permanent track of a railway, ot` a second track parallel with said permanent track but at a lower level, a layer of sand, gravel or similar mate rial on said second track, and an entrance from said permanent track to said second track, substantially as herein set forth.

2. The combination with the main orpermanent track of a railway, of a second track parallel with said permanent track but at a lower level, a layer of sand, gravel or similar mate rial on said second track and a switch at either end of said second track for connecting it with the main or permanent track, substantially as herein set forth.

3. The combination with the main or permanent track of a railway, of a second track parat lel with said permanent track but at a lower level, a layer of sand, gravel or similar material on said second track, guard sleepers on one or both sides of said second track and an opening from said main or permanent track to said second track, substantially as herein Set forth.

In testimony that I claim the foregoing as my invention I have signed my name in presence of two subscribing witnesses.

CLAUS KOPOKE. Witnessesz LOUIS BEYER, 'WILHELM VIESENHTTER.

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