Improvements in Rail Joints.
Year: 1896

page_text: Date of Application, 9th Mar., 1896
Complete Specification Left, 2nd Apr., 1896-Accepted, 25th July, 1896
Improvements in Rail Joints.
Mr. WILLIAM GEDNEY 43 Foxley Oak's Old Whittington near Chesterfield
Derbyshire Labouring Platelayer do hereby declare the nature of this invention to be
as follows:-
As in the case of rails now in use the vehicles when passing over the ordinary
joints now cause a thump which when travelling at any speed causes a nasty shake
to the general passengers. My opinion is that if the improvements in rail joints
is adopted it will prevent this and be a great benefit to the travelling community
not having shakes & thumps to contend with. Passengers being able to read or
write which would be a great benefit to all classes of people. The third class
passengers being then able to sit at ease as well as first class owing to the
improvements in rail joints if it comes into force. The rail ends are in a spliced
shape on the running face of the rail. The wheels when passing over the joints
will be on both rail's at one time.
The rail ends will project 1 inches over the belly of the rail ends which will
prevent any joints from being perceived when passing over. The above joints will
allow ordinary expansion and will allow up to of an inch. The head of the rail
is in a spliced shape, it is 2 inches on the head from the nose end to the heel, and
the splice will go across the head of the rail in one inch, and thus forming a angle on
the head of the rail, with 1 inches projecting over the web of the rail, and 1 up the
head of the rail thus making it 2 inches. When the rails are placed end to end the
web and foot which is sawn straight across to stand against the expansion as dead
ends for each other. The head will fit in a spliced shape, the ends that project
over the web will fit on the splice of the opposite rail, when the foot & web
closes up the splices will close up also, as they will be sawn with two saws
forming an angle, one to cut the foot and web and one to cut the head. When
the rail ends are of an inch apart, the head will have a splice of 21 inches, so
that the wheels before leaving one rail, will be on the other 24 inches. So that
the ends will have a solid bearing, which is not the case with rails now in use.
The wheels when on one rail with full weight causes it to sink, and thus causing
the end of the leading rail to stand proud. Because the wheels cannot bring it to
a solid bearing, before it leaves the other owing to the head being sawn straight
across. So if the expansion is open of an inch, the wheels drop in causing it to
strike the end of the next rail, causing the wheels to go in a osilating position up
and down causing vehicles to jump and rock and put great stress on the permament
way, which if the improvements in rail joints is adopted it will prevent this and
be a great save to permament way material. The joints not being perceivable, the
vehicles will run smoothly over the rails. The improvements in rail joints will work
on any section of rail's with a web not exceeding 1 inch thick.
Dated this 21st day of April 1896.
WILLIAM GEDNEY,
43 Foxley Oaks, Old Whittington, near Chesterfield.

page_text: WILLIAM GEDNEY 43 Foxley Oaks Old Whittington near Chesterfield Derbyshire
Labouring Platelayer do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement:-
As in the case of rails now in use the vehicles when passing over the ordinary
joints now cause a thump which when travelling at any speed causes a nasty shake
to the general passengers. My opinion is that if the above rail joints is adopted it
will prevent this and be a great benefit to the travelling community not having
shakes and thumps to contend with. Passengers being able to road or write which
would be a great benefit to all classes of people. The third class passengers being
then able to sit at ease as well as first class owing to the above rail joints if it
comes into force. The rail ends will be in a triangular shape across the running
face of the rail. The head of the rail will be cut through at an angle as shewn
at A. B. this is how the angle will cross the head of the rail ends. The angle will vary
in length according to the thickness and width of the rail head and will be appliable
to railway, tramway rails & the like & for all classes of flat footed sections and for
all purposes. The web and foot will be cut through square as shewn at U. D.
and E. F. so that the rails in expanding will have a solid end to butt against and
so prevent the ends from sliding past each other, and the rail ends being displaced
as would be the case if the rail was cut through on the angle. The wheels when
passing over the joints will be on both rails at one time. The rail ends will project
1 inches over the web of the rail ends, which will prevent any joints from being
perceived when passing over. The above joints will allow ordinary expansion and
will allow up to of an inch. The head of the rail is in a spliced shape it is
2 inches on the head from the nose end to the heel and the splice will go across
the head of the rail 1 inch in 1 inch according to the width and thickness, and thus
forming an angle as shewn at A. B. on the head of the rail, with 1 inches pro-
jecting over the web of the rail and 14 inches up the head of the rail thus making
it 2 inches. When the rails are placed end to end as shewn at A. B. the web
and foot which is sawn straight across as shewn at C. D. E. F to stand against the
expansion as dead ends for each other. The head will fit in a spliced shape, the
ends that project over the web will fit on the splice of the opposite rail. When
the foot and web close up the splices will close up also, as they will be sawn by
two saws forming an angle, one to cut the foot and web, and one to cut the head
When the rail ends are of an inch apart the head will have a splice of 2 inches,
so that the wheels before leaving one rail will be on the other 2 inches, so that
the ends will have a solid bearing which is not the case with rails now in use.
The wheels when on one rail with full weight causes it to sink and thus causing the
end of the leading rail to stand proud. Because the wheels cannot bring it to a
solid bearing before it leaves the other owing to the head being sawn straight across
So if the expansion is open of an inch the wheels drop in causing it to strike the
end of the next rail, and causing the wheels to go in a osulating position up and
down causing vehicles to jump and rock and put great stress on the permament way
Which if the improvement in rail joints is adopted it will prevent this and bea
great save to permament way material. The joints not being perceivable, the
vehicles will run smoothly over the rails. The improvement in rail joints will work
on any section's of rail's either with chairs under the joints, or at each side of the
fish plates, with a web exceeding a little over 1 inch.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what 1
claim is.
1. I claim to be the true and first inventor of the improvement in rail joints, the
head of the rails is cut through at an angle as shewn in drawings at A. B. either
right hand or left hand, the splice varying in length according to the width and
thickness of the rail heads. This I claim to be my invention.
2. The rail heads being cut in an angular position as shewn in drawings at A. B.
will prevent the wheels from dropping & greatly reducing vibration of vehicles.
3. The improvement in rail joints will be appliable to any section of rail's with
a web exceeding a little over 1 inch and will work on any class of rail's either with
chairs under the joints or at each side of the fishplates.
DL:
de of Ancil 1806
WILLIAM GEDNEY,
43 Foxley Oaks, Old Whittington, near Chesterfield, Derbyshire.