US752403A - meinong - Google Patents

Description

PATBNTBD FEB. 16, 1904.

R. v. Mmmm PERMANENT msi.V APPLIUTION ILEDYAPB. 7, 1903 Nql 752,403,

NO MOD-EL.

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To all whom t may concern:

Patented February 16, 190%;A

UNITED'STATES PATENT OFFICE.

RAFAEL V. MEINONG, OF INNSBRUCK, AUSTRIA-HUNGARY, ASSIGNOR OF TWO-THIRDS TO THE FIRM OF OESTERREICHISOHE ASPHALT AOTIENGESELLSOHAFT AND OTTO .FREII'iERR VON CZEDIK, OF

VIENNA, AUSTRIA-HUNGARY.

PERMANENT WAY.

SPECIFICATION forming part of Letters PatentNo. 752,403, dated February 16, 1904.

' Appncaion nea apra 7, '1903; serai an. 151,536. er@ man.)

Be it known that I, RAFAn/nRrr'rnR von MEINONG, a subject of the Emperor of Austria-Hungary, residing at Innsbruck, Tyrol,

Austria-Hungary, have invented certain new and useful Improvements in Permanent Ways, of which the following is a specification.

In the endeavor to provide a permanent way which is really equal to modern requirements attempts have been made, first, to

strengthen the rails; secondly, to improve the joints of the latter, and, linally, to produce a better ballast. My invention is the result of further pursuit in this direction with a view to increasing the carrying power of vthe rails' and to enabling the ballast to more perfectly' fulfil the duties of the special supporting and fastening means usually employed for the rai s.

Forthe purpose in view, sleepers being dispensed with, I partly replace the ordinary gravel ballast by beaten or stamped cement ballast, (if desired,provided with iron strengthening members,) which more or less, directly or indirectly, surrounds the rails, whereby special supporting and fastening members, of whatever description, are rendered unnecessary, the ballast, with the rails embedded in it, constituting an extremely-durable girder. The advantages of my system of thus embedding the rails in ballast consist in the simpli. cation of the structure as a whole, the absence of sleepers and fastening devices, increased resistance of the permanent way to vertical and lateral forces exerted by rapidlytraveling loads, independently of the rail-section and atmospheric influences. Thus safe running is promoted, and at the same time the costs of maintenance reduced.

My invention is illustrated by the accompanying drawings, in which- Figure 1 is a cross-section of a permanent way suitable for light traffic. Fig. 2 is a crosssection of a level crossing constructed according to this invention. Fig. 3 is a cross-section of a permanent Way adapted for heavier traiiic.

more especially/adapted for use when my in- 'vention is to be applied to existing railways.

Fig. 5 is a longitudinal section through Fig. 4.

Fig. 6 is a plan of' Fig. 5. Fig. 7 is a detail n view to be hereinafter referred to.

In the permanent way shown in Fig. 1, and' 4more particularly adapted for light traffic, the

rails l are embedded in stamped concrete 2in such manner thatonly the tread and the inner side of the head of the rails are left exposed.

The stamped concrete forms a part of the ordinary gravel ballast 3, which lies in the normal manner on the ordinary earthworlr Ll. The concrete may take the form of a continuous uninterrupted course or of short blocks or lengths.- Therirst method most perfectly realizes the advantages above stated, since 'the rails and ballast are then united to form a continuous concrete iron girder.

Fig. 2 illustrates a suitable method of constructing level crossings or tramway-lines according to my invention. As in Fig. 1, only the tread and the inside surface of the heads of the, rails remain exposed. The central two small grooves 5 are provided in the concrete for the flange of the wheel.

The above-described permanent way, however, while presentingthe advantages already referred to, requires supplementingif it is intended to withstand the wear and tear of eX- press traflic. For this purpose, so far as the forces acting in vertical direction require it, the lower portion of the concrete is strengthened by any desirable number of irod rods 6, bars, wires, or the like stamped into the concrete and running parallel to and preferably directly below the rails, as shown inV Fig. 3.

Forces acting in lateral direction are met by iron transverse strengthening members 7 which may advantageously have hooked ends, trending upward and then downward. Other strengthening members may be arranged crossing-v1. e., obliquely to-the said members 6 and 7 and thus uniting the properties ,channel for draining the track is omitted and of both to some extent.

To construct a permanent way of this description, however, is not well practicable on existing railways on which there is heavy service, in view of the time required for the concrete to thoroughly harden.

Figs. 4 to 6 illustrate the system adopted by me for providing a stamped concrete permanent way in such cases-that is, on existing railways, where continued motion of the rails on the one hand and the slow hardening of the concrete on the other hand have bothto be taken into account. In such cases the sleepers should not be at once dispensed with, but must be spaced out as far as possible. The concrete has then to be laid in the spaces between the sleepers in'such manner that the rails and concrete do notcontact with each other, as Fig. 4 shows. Channels 8 are thus formed, the walls of which may approach each. other toward the top, Fig. 4, or toward the bottom, Fig. 7, or may run vertically upward, and in these channels the rails can move freely under the passing load. After the concrete has perfectly hardened these channels 8 are filled up with any suitable rapidlyhardening and preferably elastic mass-e. g., some kind of asphalt preparation, whereby the rails receive a certain firm packingwrails-concrete, and moving body being thus saved wear and tear. The sleepers can now be removed and the gaps thus left filled up in the manner already described with stamped concrete, whereby a continuous concrete ballast is formed. Finally the channels of this subsequently-laid concrete are filled up also, so that the rails are firmly. and elastically connected throughout their entire length.

` The form of channel illustrated in the detail view Fig. 7 facilitates removal of the filling mass in the case of repairs or relaying of rails.

It may b'e added that the last-mentioned method of forming the permanent way can under certain conditions also be advantageously employed in constructing new railways.

What I claim is- Y Il. A permanent way comprising stampedstrengthening members embedded in the con-A crete and extending parallel with, and under the rails, substantially as described.

3. vA permanent way comprising stamped concrete, rails lying in the concrete, and strengthening members embedded in the concrete below the level of the rails and extending transversely thereof, substantially as described.

4. A permanent way comprising stamped concrete, rails lying in the concrete, and strengthening members embedded in the concrete and each extending transversely of the rails and under both of them, substantially as described. y

5. A permanent way comprising stamped concrete, rails lying in the concrete, and strengthening members embedded in the concrete below the level of the rails, some of said members extending parallel with the rails and the others transversely thereof, substantially as described. Y

46. A permanent way, comprising stamped concrete lying upon a suitable bed and provided with channels, and rails lying in said channels and held therein by a quickly-hardening filling mass, substantially as described.

In testimony that I claim the foregoing I have hereunto set my hand this 24th day of March, 1903.

RAFAEL V. MEINONG. Witnesses:

ALvEsTo S. HOGUE, AUGUST FUGGIR.

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