US826344A - Embedding for street-car rails. - Google Patents

Description

No. 826,344. PATENTBD JULY 1v, 1906.

P. MBLAUN. EMBBDDING FOR STREET GAR RAILS.

APPLICATION FILEDA 00T.13, 1905.

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UNITED STATES PATENT OFFICE.

FRANZ MELAUN, OF CHARLOTTENBURG, GERMANY.

ENIBEDDING FOR STREET-CAR RAILS.

Specification of' Letters Patent. atenten July 17, 196.

Application filed October 13,1905- Serial No. 282,654.

To all whom t may concern: the pavement. Fig. C is a cross-section Be it known that I, FRANZ MELAUN, a subthrough the rail and the pavement according ject of the King of Prussia, German Emperor, to a modified form of construction. and a resident of 9 Hardenbergstrasse, in the At the rail-joints or upon the whole length city of Charlottenburg, near Berlin, Kingdom of the rail the asphaltum coat a is first removed of Prussia and German Empire, have inventaccording to Figs. l to 3, and it is then reed certain new and useful Embedding for placed bybeton or concrete l) in such a man- Street-Car Rails, of which the following is a ner that the gaps or openings produced ma 0 specification.

In order to be able to effect repairs at the rail-joints in the case of street-car tracks laid into beton or concrete-asphaltum pavement, it is necessary to break up and remove parts of the pavement for a sufficient length, width, and depth. After the work on the rail-joints is finished the openings or gaps are filled up again with liquid beton or concrete, and after the hardening of this mass the removed parts of the asphaltum coat are restored. This process, however, has the drawback that (and particularly where it is the question of repairing fori nstance, a great number of rail-joints) the particular track cannot be finished at once and made ready for use on account Vof the necessary delay in hardening of the mass of beton or concrete. The hardening of the beton or concrete lasts several days, and the particular tracks cannot be used during this time. This is a great drawback in the streets of large cities with great traffic. If after a longer or shorter period work on the railjoints has to be done again, the beton or concrete has to be broken up anew at a large eX- pense, and the drawbacks and inconveniences referred to are repeated. It has been attempted to insert granite stones or wooden blocks next to the rails. However, this interruption of the asphaltum coat b v a dierent paving material at the place of the rails is a further disadvantage, because the stones get loose and will be forced up. Vith a view of doing away with all these disadvantages the new process hereinaftter described is proposed.

In the drawings, which fully illustrate the invention, like letters of reference indicate like parts.

Figure l is a cross-sectional view of the rail and of the pavement. Fig. 2 is a longitudinal section through the pavement. Fig. 3 is atop plan view looking down on the two openings in the pavement on both sides of the rail with the inserted stones. Fig. 4 is a cross-section illustrating the invention after the restoration of the pavement. Fig. 5 is a longitudinal section after the restoration of plain as possible,` with the exception of the side walls formed by the rails. Upon the bottom of every opening a layer of tar or of asphaltum is laid or a layer of any other suitable material which does not unite with the beton or concrete and which is waterproof. The said openings are closed in the following manner.

Every opening or gap is filled up by one or several stones c c, which are made of beton or concrete or of some other suitable material and which are already hardened. They are of such a height as to be flush with the layer of beton or concrete, Figs. 4 and 5. Before the insertion of the stones filler-blocks d d, of impregnated wood or of any other suitable material, are inserted into the fishing-spaces of the rails, Fig. 4. Each of the stones c is provided during its manufacture with one or two openings, by means of which it is fitted over iron prongs or bolts g g, which are secured to the lower beton or concrete stratum of the street, the stones being retained by means of said bolts and by pins or keys s. Thereupon after the insertion of the stones all the joints are filled up with tar, mastic asphaltum, or the like, and then the asphaltum coat a is put on up to the height of the head of the rail.

In the modified form of carrying out the process illustrated in Fig. 6 plates h, of beton or concrete with embedded strengthening iron binders tt', (Monier plates,) are placed upon the beton or concrete subpavement m, either close to each other or at certain distances apart. In the center part of the plate h depressions are provided, in which the streetcar rails are mounted. After the rails have been placed in position the upper section of the beton or concrete Z is put in position in such a manner as to leave channels on both sides of the rails. This is effected by the employment of wooden patterns, the iron rods t' i, which may project on both sides from the subpavement h, being at the same time also inclosed by the mass of beton or concrete. The channels are made so as to present inclined side walls#that is to say, of dovetailed p, Fig. 3, are inclosed by walls that are as- IOO IOc

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section. After the hardening of the upper section of the beton or concrete filler-blocks 7c 7c, of wood or of other suitable material, are first introduced into the spaces left by the fish-plates of the rails, the outer walls of the said blocks being made inclined, as shown on the drawings, and not vertical. Thereupon already hardened stones e e, of beton or concrete or of any other suitable material, or in some cases even wood blocks, are introduced into the channels. The stones e e are securely connected to the bottom plate 7L by means of iron fastening-bolts g g. In order to accomplish a still more intimate or more effective connection of the stones e with the bottom plate 7L and with the upper section Z of the beton or concrete, the stones e are made di amend-shaped or rhomboidal. In order to obtain a firm union of the fillerblocks 7c and of the stones e with the rail and, on the other hand, with the upper section of the beton or concrete, wooden Wedges f are forced into the joints and all the existing joints are then filled up with mastic asphaltum or the like. In the case of diamondshaped or rhomboid al stones being used the fastening-bolts may be discarded. After the rail has been embedded in the manner hereinbefore described the asphaltum cover a is put on in the ordinarjf manner up to the level of the head of the rail. The stones e reach up only as far as the upper edge of the upper section of the beton or concrete, so that an asphaltum cover of the same thickness as that of the other parts of the asphaltum layer can be obtained on top of the stones e and upon the surface of the upper section of the beton or concrete.

The pavement constructed according to the process constituting this invention can be submitted to driving` as soon as finished. In case work has to be done on the rails later on the asphaltum cover is Erst removed on the particular places and the inserted stones are then taken out one by one. The taking or lifting out of the stones is effected by suitable lifting devices, and for this purpose the stones are provided in the course of construction with iron rings.

According to the process hereinbefore described the pavement can be easily removed at any time at the joints of the rails or for the l entire length of the rails, and it can be just as readily and rapidly repaired and durably closed without great expense and without the asphaltum cover being interrupted at the rails by any other paving material.

The process hereinbefore described may also be employed directly on laying new tracks.

What I claim, and desire ters Patent, is*

1. The process for embedding street-car rails at the joints or for their entire length in pavement constructed by means of liquid and plastic masses, which consists in introducing already hardened stones into openings having plane or smooth walls and shaped on both sides of the rail in such a manner, that the said stones will extend upward only so far that a jointless cover of pavement may be put on top of the same, the said stones being securely locked to the firm subpavement below by fastening means and in sucha manto secure by Letner that the locking means may be easily disconnected at any time and the stones maybe removed or lifted out after the removal of the upper jointless cover.

2. The process of embedding street-car rails at the joints or for their entire lengthin pavement construction by means of liquid or plastic masses, which consists in pressing rectangular supporting bottom plates with projecting embedded iron binders upon the beton or concrete subpavem ent and providing openings on both sides of the rail during the putting on of the upper section of the concrete or beton, already hardened stones being inserted into the said openings in such a manner that their tops are flush with the upper edge of the upper section of the concrete or beton, so that the stones will extend upward onljf'sufficiently to allow of a jointless cover of pavement being constructed on top of same, the said stones being securely locked to the said supporting bottom plates and in such a manner that the said locking means be readily disconnected and the stones lifted out after the removal of the upper jointless cover.

In witness whereof Ihave hereunto signed my name in the presence of two subscribing witnesses.

FRANZ MELAUN. Witnesses: i

WOLDEMAR HAUPT, HENRY HASPER.

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