US838295A - Railway-rail. - Google Patents

Description

PATBNTED DEC. 1v1, 1906.

JAG.A LLBND0RPH. RAILWAY RAIL APPLICATION FILED 00T.23. 1905.

S A@ A Y W 53x@ m A A .Q\ mx s k m m.

me NcRms Pinks co4. wAsHmcrou, n. c,

JOHN O. ALLENDORPH, OF KANSAS CITY, MISSOURI.

RAILWAY-RAIL.

specicationof Letters Patent.

Patented Dec. 11, 1906.v

Application filed October 23, 1905. Serial No. 283,875.

To @ZZ whom it may concern/.-

Be it known that I, JOHN C. ALLENDORPH, a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have inventedcertain new and useful Improvements in Railway-Rails, of whichthe following is a specification.

My invention relates to railway-rails and is an improvement over my Patent No. 762,373.

The present invention embraces all of the features of advantage enumerated in the patent referred to and also the additional features of advantage hereinafter pointed out.

The invention embodies a two-piece rail consisting of a main rail, which is hollow throughout its entire length, and a supplemental rail, which fits into and supports the hollow'rail, said supplemental rail preferably extending throughout the length of themain rail. This construction admits of the main rail, which is subjected'to all of the wear incident to trains traveling thereover, being o made considerably harder than usual to better withstand the wear to which it is subjected.

By combining more than the customary amount of carbon with the other ingredients composing the main rail the latter is made harder than usual and will not wear so rapidly as a softer rail. The danger of breaking the rail, however, is proportionally increased; but the additional risk may be safely assumed, because the supplemental rail, which is softer and more pliable than the main rail, will reliably hold the broken parts in alinement, so that a train may safely pass over them.

Vhile the first cost of constructing a track with my improved rails will be somewhat greater than usual, the cost of maintenance will be less, because the' main rails being harder will last longer, and when finally it becomes necessary to replace one this can be done without ascertaining the gage, as the latter will be maintained by the supplemental rails, which being exposed to but little or no wear will last an indefinite period of time and will seldom have to be removed from the ties. Hence they dll maintain the proper gage between the rails.

In order that the invention may be fully understood, reference will now be made to the accompanying drawings, in which- Figure 1 represents a perspective view of a portion of track constructed of my improved rail. Fig. 2 is an enlarged transverse section of the rail.

same. A

In said drawings, l designates themain rail, which consists of a pair of oppositelyextending base members' 2, formed integral at their inner ends with a pair of upwardlyextending web members 3, united' at the-ir upper ends by a ball 4. y y

5 designates a groove centrally disposed between the web members and extending vertically from the bases of the latter to the lower portion of ball 4, as shown in Fig. 2. Thisconstruction is similar to that disclosed in Patent No. 762,373, with the exception that groove 5 extends through the entire length of the main rail, as shown in Fig. 3.

6 designates a supplemental rail o f inverted- T form in crosssection, consisting of a base-plate 7 and a centrally-disposed tongue 8, which latter preferably fits snugly within groove 5 and extends throughout the length of the supplemental rail, as shown in Fig. 3. The sides of base-plate 7 project-beyond the outer sides of base members-2 and are provided with perforations 9 for the reception of spikes 10, the heads of whicheverlap base members 2, as shown in Fig. 1, and thus reliably hold both the main rail and the supplemental rail to the ties 1l. The main rail and the supplemental rail are further reliably secured together by means of bolts 12 and clamping-nuts 13, the former of which extend through vertically-registering holes 14 15 in base members 2 and the base-plate 7, respectively. These holes arel preferably arranged midway between the perforations 9, so that the heads of bolts 12 will come between the ties, and thus avoid the necessity of countersinking them in said ties. This arrangement also permits of replacing the bolts when necessary without removingthe rails from the ties. Clamping-nuts 13 engage the upper threaded ends of bolts 12, and in order that the under sides of said clamping-nuts may have square bearing-surfaces I interpose wedge-shaped washers 16 between them and the upper surfaces of the base members 2, as clearly shown in Fi 2.

The supplemental rails, in a dition to being secured to the ties with spikes 10, are secured to said ties with additional spikes 17, so that when a main rail becomes worn or broken it may be replaced by removing spikes 10 and bolts 12, the object being to permanently securethe supplemental rails to Fig. 3 is a longitudinal-section'of IOO ' the ties with spikes 17, so that said supplemental rails will always maintain the proper gage between the two lines of rails forming the track.

In laying the track the abutting ends ofthe supplemental rails are arranged midway between the ends of the main rails, as shown in Fig. 3, so that the joints of said main and supplemental rails will' not register.' By thus breaking joints between the main and supplemental rails the ends of the main rail will rest upon the solid portions of the baseplate 7. Consequently said ends will at all times be reliably held in alinement and one will be prevented Jfrom sinking lower than the abutting end of the adjacent rail. The ends of the main rails are also reliably secured to tongues 8 of the sup lemental rails by means of bolts 18. Spiles 10 extend through perforations 9 and prevent the supplemental rails from creeping on the ties, while bolts 12 and 18 will prevent the main rails from creeping on the supplemental rails. Consequently this source of danger and annoyanceis avoided. As my improved rail is of less height than the standard rail and has a much broader base than the latter, accidents due to spreading or turning of the rails will be avoided, and as the main rail contains less steel than a standard rail it is obvious that the cost of maintaining a track constructed with my rails will be less, as of course the main rails are the only ones which will have to be replaced.

Ha ving thus described my invention, what I claim, and desire to secure by Letters Patent, is

1. A two-piece rail consisting of a mainy rail having a groove extending throughout its entire length, base members forming the l lower portions of said rail and provided with bolt-holes, a supplemental T-shaped rail for supporting said main rail, a tongue extending throughout the length of said supplemental rail and fitting snugly within the groove, a base-plate forming the lower portion of said supplemental rail and underlying the base members of the main rail, said base-plate extending beyond the sides of the base. members and having bolt-holes registering with those in said base members, bolts extending through the registering holes for holding the base members upon the base-plate, and means engaging the extensions for securing the supplemental rail independently of the main rail.

2. A two-piece rail consisting of a main rail having a groove extending throughout its entire length, `base vmembers forming the lower portion of said rail, a supplemental T- shaped rail for supporting said main rail,a

tongue extending throughout the length of said supplemental rail and itting within the groove, a base-plate forming the lower portion of said supplemental rail and underlying the base members of the main rail, extensions on said base-plate projecting beyond the sides of the base members and provided with perforations, means for securing the base members to the base-plate, and spikes extending through the perforations for securing the supplemental rail independently of the main rail.

In testimony whereof I affix my signature in the presence of two witnesses.

JOHN C. ALLENDORPH.

Witnesses:

J. W. BOLING, F. G. FISCHER.

Images