Untitled record

Application filed March 1, 1879,

To all whom it may concern:

Be it known that I, Georg- Schwartzkopff, of Frankfort-on-the-Main, Germany, have invented certain Improvements in Per5 manent Ways with Longitudinal Iron Sleepers, . of which the following· is a specification.

Among the different systems of permanent way with longitudinal iron sleepers the combination of a rail with a sleeper consisting of io but a single part has, when properly arranged and executed, been proved by experience to be the most advantageous in technical respects as well as in regard to cost of construction and maintenance.

Various objections having, nevertherless, been raised against the systems of this kind hitherto introduced, I have endeavored to design an improved system in which great simplicity is combined with solidity and economy.

The same is represented on the annexed sheet of drawings in Figures 1 and 5.

The sleeper B is in its general sectional outline of double-T shape. Its bottom flanges are, by preference, inclined, as in Fig. 1, where25 by a greater stability is attained, and which form allows the water to run off more freely; but they may be in a plane, as shown by Fig. 3, or of other suitable shape. The head b of the sleeper has on one side a dovetail profile, 30 which fits to the flange a of the rail A, while the other side of the head is concave. C is a clamping-lever, which bears with its convex part c against the concave part of the sleeperhead b, and with its end d against the inside 35 of flange a' of the rail A. The said flanges a and a' are inclined toward each other, so as to form, together with the top of the rail, a dovetail groove. The lower end of the clamp C has a bead, e, corresponding with the hook 40 on the bolt D, which passes through the vertical web of the sleeper.

The clamp is made of spring-steel and tempered to the -proper degree, so that it may spring slightly when the nut E is screwed 45 down.

A number of such, clamps being applied over the length of the rail and the sleeper, as shown by Fig. 4, and the nuts E of the bolts D being drawn tight, it is evident that 50 the rail and the sleeper will be firmly united, as neither the clamps can shift up or down in the hollow of the sleeper-head nor the rail become loose on the latter on account of the dovetail shape of its groove. The solidity of this connection has been proved bj^T experience. 55 Nevertheless it is not so rigid as to prevent the rail from sliding to the requisite amount on the sleeper when they expand or contract from variations of temperature. Moreover, the elasticity of the clamps affords complete 60 security against an acciclental slackening of the nuts E, so that no special means, such as spring-washers or lock-nuts, are required for this purpose.

Instead of the hook-bolts D common bolts 65 may be used, which pass through a hole in the clamp; but the former are preferable, as the bead e on the clamp may be formed by rolling, while the said holes must be drilled or punched separately; and, besides, the hook on the bolt 70 D, together with the bead e, prevents the bolt from turning when the nut E is screwed down.

The described method of uniting the rail and the sleeper by the clamps 0 may also be applied in other cases' where a secure but not 75 absolutely-rigid connection between two parts of any construction is to be attained.

The butts of the rails and of the sleepers are, by preference, to be shifted witli regard to each other. Each butt of two rails, which is, in 80 this case, supported by the center of a sleeper, may be secured by a single clamp,, as shown at/ Fig. 4. The sleepers are united at their ends by angular or other suitably-shaped fishplates, close to aud at either side of which a 85 clamp should be placed. (See Fig. 4.)

The sleepers are maintained laterally at the proper distance from each other by stays F, Fig. 5; and, moreover, if preferred, a crossbar of T-iron may be bolted under the butts 90 of the sleepers, as well for the purpose of additional security as for fixing tfie lateral incline of the rails and sleepers. When the sleepers are formed according to Fig. 1 this cross-bar must of course be suitably bent at 95 the ends, so as to correspond to the foot of the former.

The descri bed system of permanent way presents various advantages, which may be enumerated as follows: The rail and sleeper 100 combined may be regarded as a single piece in respect to resistance against bending, and,

227,705 moreover, the sectional shape of the sleeper is such as to present the greatest possible strength for a given amount of material. The entire weight of rail and sleeper combined is 5 therefore lower than with any other system of permanent way of the kind having equal solidity. Especially the rail is reduced in weight to a minimum; and as this is the only part subject to wear and tear, it may be reio newed at a small cost. It has also to be taken into account that the rail, having the same sectional shape on both sides, may be reversed when worn off on one side.

The rolling of the rails, the sleepers, and 15 the bars out of which the clamps and the fishplates are made, as also the bending of the former when they are to be used in curves, presents no material difficulties. The layingdown of the sleepers and rails can be done 20 speedily and without any ponderous apparatus; and, on the other hand, a permanent way of this kind may be made unserviceable with facility by simply removing the rails and the clamps, but without destroying the bed of the road or disturbing the line of sleep- 25 ers, in consequence whereof the system is especially adapted for field purposes in times of war.