Improvements in Rail Joints.
Year: 1890

page_text: -Date of Application, 14th Jan., 1890-Accepted, 15th Feb., 1890
COMPLETE SPECIFICATION.
Improvements in Rail Joints.
I, ROBERT JOHN COLVIN, of Lancaster in the County of Lancaster and State of
Pennsylvania, United States of America Inventor, 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 :-
My invention relates to an improvement in rail joints, and the objects of my
invention are to form a joint for railroad rails which is sufficiently long to extend
from one tie to another and thus form a bridge for the ends of the rails between the
ties; to form the joint of two separate pieces which can be applied to opposite sides
of the ends of the rails and made to encase them to any desired extent; to form
the joint of two interlocking pieces which are held rigidly together without the
assistance of bolts, clamps or other devices heretofore used for that purpose; and to
apply to the center of the two parts which form the joint, an interlock so as to
brace, strengthen and still further secure the parts rigidly together when in use.
Fig. 1 is an inverted view of one form of a joint which embodies my invention.
Fig. 2 is an inverted view of another form.
Fig. 3 is a perspective of two of the parts which form the joints detached from
each other.
Fig. 4 shows an inverted view of a joint which is of a lighter construction than
those shown in Figs 1. 2 and 3 but which embodies the same general construction.
Fig. 5 is an end view of a joint embodying my invention.
A B represent the two parts which constitute one of my joints and which are
sufficiently long to extend from one tie to the other and thus form a bridge for the
ends of the abutting rails between the ties.
Each one of these parts, AR is provided both with bolt holes C through their
bases and slots D through their ends. Each one of these parts is provided with a
vertical flange which extends up the side of the rails as shown, and with a recess or
groove extending its entire length to receive the base of the rail. Each part is also
provided with the two tenons G and the two recesses H by means of which the two
parts can be made to interlock together so as to prevent any possibility of any lateral
movement of the two parts no matter what strain may be brought to bear upon them
and thus do away with all necessity for the usual bolts, clamps and hooks which
have been heretofore used to secure the different parts of the joint together. In
order to make the tenons catch in the recesses prepared for them, the two parts of
the joint are applied to the rails from opposite sides and then they are moved end-
wise so that these tenons or projections will catch in the recesses as shown. It is
immaterial whether the tenons and recesses are made at the center of the joint or at
the ends for they may be made in either manner as preferred.
When the interlocking parts are made at the center of the joint and no interlock
is used, the joint is thickened at the center between the ties so as to give greater
strength and security at the point where the greatest strain is brought to bear upon
it.
In case the tenons and recesses are formed at the ends as shown, for the
purpose of still further securing the two parts of the joint together and bracing and
strengthening the parts midway between the ties, an interlock is formed and this
lock consists of a dovetailed tenon I which is formed upon one part and which
catches in a dovetailed recess or groove which is formed in a horizontal part H
which is cast as a part of the piece, B of the joint and which extends across the
underside of the other part of the joint as shown. This interlock still further serves
to prevent any spreading of the rails or any possibility of any lateral movement of
the two parts of the joint.

page_text: In case it is desired to form a lighter joint than is shown in Figs. 1, 2, and 3 a
portion of the base of each joint is removed and then the outwardly projecting
Hanges J of the two parts of the joint rest directly upon the top of the ties and
without having the base plate to rest upon the ties, as shown in Fig. 4. The inter-
locking parts of the interlock are made in the. same manner and the operation of the
parts is the same, the only difference between the two forms of the joint is, that a
portion of the base is cut away where the ends of the joint rest upon the ties and
such a bridge is not formed for the rails as is shown in Figs. 1. 2 and 3.
In order to prevent any creeping of the rails there is formed upon one of the parts
of the joint, a stop L which extends horizontally across the space between the two
parts of the joint and which extends through recesses formed in the stem of the
ail as shown.
Each rail abuts against this stop and it is impossible for the rail to move past it.
Each rail may have an end wise movement between two of these stops in two
different joints, but it can have no possible movement beyond either of the stops of
he joint.
As no bolts are passed horizontally through these joints and through the rails in
the usual manner, each rail is left independent of the other and hence if there should
be any tendency on the part of one rail to creep it cannot draw or affect any other
abutting rail.
In case this joint should be used in connection with old rails which have the
horizontal bolt holes through them in the usual manner, one or more openings may
be made through each end of the vertical flanges so that the bolt or bolts can be passed
through the rails and thus the parts secured together when so desired.
This however is an unnecessary construction because the two parts of the joint
encase the ends of the rail to such an extent as to rigidly hold them in position
and then the interlocking parts of the joint lock the joints so that no lateral move-
ment is possible.
The heavier the rolling stock, the greater the weight that is brought to bear
upon the ball of the rail and the greater the weight upon the rail, the more the
vertical flanges of the two parts of the joint are made to clamp the rail and hold it
moré tightly in position.
By means of the construction here shown an elastic joint support is produced which
admits of an easy movement of the cars over it and insures greater safety on account
of less wear of the rail ends and prevents the depression of one rail below the other
by each approaching wheel.
Where one end of a rail is depressed, each wheel strikes the end of the other rail
a blow and hence the hammering and splitting of the rails. By means of my
construction the rail ends rise simultaneously when brought under pressure of
the rolling stock and being firmly encased in the joint are always in line.
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 I
claim is:
1. A railroad joint composed of two parts, each one being provided with inter-
locking, tenons and recesses for the purpose of preventing any lateral movement
substantially as shown.
2. A railroad rail joint composed of two parts which are applied to and encase the
ends of the rails from opposite sides, and which are provided with interlocking parts
so as to prevent any lateral movement, substantially as described.
3.A railroad rail joint composed of two parts each one being made long
enough to extend from one tie to another and form a bridge for the ends of the
rails, between the ties, each part being provided with interlocking portions which
prevent any lateral play or movement, substantially as specified.
4. A railroad rail joint. composed of two parts which are provided at their centers
with an interlock, substantially as specified.

page_text: 5. A railroad rail joint composed of two parts which form a bridge for the ends
of the rails between the ties and which are provided with interlocking tenons and
recesses, and with an interlock, substantially as shown and described.
6. The combination of a railroad rail joint composed of two parts with a stop or
projection which extends across between the two parts and against which the ends of
the adjoining rails abut, whereby the rails are prevented from creeping from either
direction substantially as set forth.
7. The combination in a railroad rail joint, of the two parts A B, which extend
against the opposite sides of the rail and are provided with tenons G and recesses H
and the interlock I, H¹, across their centres, substantially as shown.
8. In a railroad rail joint, the combination of the two parts A B which are applied
to opposite sides of the rails, and made long enough to extend from one tie to another,
and provided with the tenons G and the recesses H wereby the two parts are made
to interlock across their bottoms and the stop L, to catch between the ends of the
rails, substantially as described.
Dated this 14th do of
JENSEN & SON,
77, Chancery Lane, London, W.C., Patent Agents.