IMPROVE MENTS IN SUPPORTS AND FASTENINGS FOR RAILROAD RAILS
Year: 1878

page_text: LETTERS PATENT to Charlos Aubrèy Day, Draughtsman, of 5, Serle Street,
Lincoln's Inn, in the County of Middlesex, for the Invention of " IMPROVE
MENTS IN SUPPORTS AND FASTENINGS FOR RAILROAD RAILS." A communi-
cation from abroad by Thomas Wix Travis, of Philadelphia, Pennsylvania, in
the United States of America.
Sealed the 11th February 1879, and dated the 27th August 1878.
PROVISIONAL SPECIFICATION left by the said Charles Aubrèy Day at
the Office of the Commissioners of Patents on the 27th August 1878..
CHARLES AUBREY DAY, Draughtsman, of 5, Serle Street, Lincoln's Inn, in the
County of Middlesex. "IMPROVEMENTS IN SUPPORTS AND FASTENINGS FOR. RAIL-
ROAD RAILS." (A communication from abroad by Thomas Wix Travis, of Phila-
delphia, Pennsylvania, in the United States of America.)
This Invention relates to improved devices for supporting and fastening railroad
rails without the aid of bolts, nuts, or pins, these devices being especially applicable
to compound rails as well as to rails of the ordinary construction.
In order that the Invention may be better understood the form of compound
rail to which the improved fastening and support is especially applicable will be
first described, but this compound rail does not separately or of itself constitute
part of this Invention. This compound rail is composed of four main parts, namely,
two rail bars made preferably of steel or of a superior grade of wrought iron, and
two clamping girders preferably of cast or wrought iron. The horizontal flanges
of the rail bars constitute the tread of the rail, and the vertical webs are confined
by and between the girders.

page_text: At the base of the vertical web of each bar is a rib which is adapted to a
corresponding recess in the adjacent girder, and on the said girders are formed
projections which extend beneath and serve to support the lower ends of the
vertical webs of the bars, the upper curved edges of the girders forming bearings
for the under side of the flanges where they join the said vertical webs.
Each of the clamping girders may be, strengthened by suitable ribs.
The rail bars and girders should be made of equal lengths, but in putting them
together care should be taken that the ends of one rail bar should occur at a point
between the ends of the adjoining bar, and the same rule should be observed as
regards the girders, and the joints of the girders should occur at a distance from
those of the rail bars; in other words there should be a general breaking or
"staggering" of joints both of the rail bars as regards each other, and of the girders
in respect to each other and to the joints of the rail bars. By this arrangement a
continuous tread uninterrupted by the objectional gaps which extend entirely across
ordinary rails at their joints is produced, and the joints of the rail bars are pro-
tected by the girders at points where the latter are least liable to yield.
The rib of each rail bar is recessed or slotted at or about the middle of the bar,
and the continuity of the recess in the adjacent girder is interrupted at this point
by a lug, which when the parts are fitted together is adapted to the recess or slot
of the rail bar, so that the latter is firmly held longitudinally at about the centre of
its length, and is thereby free. to expand or contract from this point in both
directions.
The improved devices for supporting and securing rails especially those of the
compound character above referred to will be now described. These devices dis-
pense with any necessity for the objectionable boring or drilling of the rails for the
reception of the confining bolts.
Near each end of a tubular metallic tie, preferably made of cast iron, is a box or
receptacle, across the bottom of which extends transversely a wedge-shaped block
or projection, secured to or forming part of the tie. To sockets in the bottom of
each box or receptacle are adapted the lower ends of the wooden or other com-
paratively elastic blocks, the upper ends of which project above the top of the tie
and support the clamping blocks. These blocks have upper portions adapted to
the said clamping girders or to the flange and web of a T or other ordinary rail,
each block also having an arm which projects down into the box of the tie between
the elastic blocks, and rests at the bottom on one face of the wedge-shaped block
or projection, the outer face of each arm bearing upon the inner face of the
adjoining elastic block throughout about one-half of its length.
Any downward pressure on the rail will force the lower ends of the arms of the
clamping blocks down into the wedge block, thus causing the throwing apart of
the said lower ends of the arms and a consequent movement towards each other
of the upper ends of the clamping blocks, and consequently the gripping of the
rails by the same.
As the wooden blocks afford an elastic support for the clamping blocks, it follows
that the greater the weight upon the rail the greater will be the compression of the
said elastic blocks, and the further the downward movement of the arms of the
clamping blocks, so that the force of the grip of the said blocks upon the rail will
be increased as the weight upon the rail increases.
The top of the die is sunk below the tops of its boxes or receptacles, so that the
tic may be entirely covered with, ballast between the rails and thereby protected
from injury which might result from the contact of the tie with the wheels of a
locomotive or car which has run off the track.
If desired a pin or spike may be passed through the boxes or receptacles and
their contents so as to prevent the vertical removal of the clamping blocks, but
under ordinary cirumstances this will be unnecessary.
The clamping blocks which are arranged at or near the centres of the clamping
girders, or the centre of the rail, may if desired be provided with lugs adapted to

page_text: recesses formed in the flanges of the girders or of the rail, the object of these
recesses and lugs being the same as that of the above-mentioned recesses of the bars
and lugs of the girders, namely, to hold the rail or girder firmly at the centre and
permit free longitudinal expansion or contraction in both directions therefrom.
It is advisable in most cases to interpose, between the bases of the girders and
the horizontal portions of the clamping blocks, a plate or block to prevent, the
downward movement of one half of the rail independent of the other half, which
might otherwise occur in the event of one of the clamping blocks yielding to
vertical pressure more readily than the other. When the ordinary T rail is used
this plate of course will be unnecessary.
.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed by
the said Charles Aubrèy Day in the Great Seal Patent Office on the 27th
February 1879.
CHARLES AUBREY DAY, Draughtsman, of 5; Serle Street; Lincoln's Inn, in the
County of Middlesex "IMPROVEMENTS IN SUPPORTS AND FASTENINGS FOR RAIL-
ROAD RAILS." (A communication from abroad by Thomas Wix Travis, of Philą,
delphia, Pennsylvania, in the United States of America.)
This Invention relates to improved devices for supporting and fastening railroad
rails without the aid of bolts, nuts, or pins, these devices being especially applicable
to compound rails as well as to rails of the ordinary construction.
On the accompanying Sheet of Drawings,-
Figure 1 represents a perspective view of a portion of a compound rail to which
this Invention is especially applicable; Figure 2, a sectional plan view of the
same.
Figure 3, a sectional view of the improved rail support and fastening, showing
the application of the same to both the compound rail and a plain Trail.
And Figures 4, 5, and 6, detached perspective views of parts of the rail and
fastening.
In order that the Invention may be better understood the form of compound rail
to which the improved fastening and support is especially applicable will be first
described, but this compound rail does not separately or of itself constitute part of
this Invention. This compound rail is composed of four main parts, namely, two
rail bars A made preferably of steel, or of a superior grade of wrought iron, and
two clamping girders B preferably of cast or wrought iron. The horizontal flanges
a of the rail bars A constitute the tread of the rail, and the vertical webs b are
confined by and between the girders.
At the base of the vertical web of each bar A is a rib d, which is adapted to a
corresponding recess e in the adjacent girder, and on the said girders are forined
projections which extend beneath and serve to support the lower ends of the
vertical webs of the bars A, the upper curved edges of the girders forming bearings
for the under side of the flanges a where they join the said vertical webs.
Each of the clamping girders may be strengthened by suitable ribs.
The rail bars and girders should be made of equal lengths, but in putting them
together care should be taken that the ends of one rail bar should occur at a point
between the ends of the adjoining bar so as to break joint in a manner well under-
stood, and the same rule should be observed as regards the girders, and the joints
of the girders should occur at a distance from those of the rail bars, in other words
there should be a general breaking or "staggering" of joints both of the rail bars
as regards each other, and of the girders in respect to each other and to the joints
of the rail bars. By this arrangement a continuous tread uninterrupted by the
objectionable gaps which extend entirely across ordinary rails at their joints is
produced, and the joints of the rail bars are protected by the girders at points
where the latter are the least liable to yield.
The rib d of each rail bar A is recessed or slotted at i at or about the middle of
the bar, and the continuity of the recess in the adjacent girder is interrupted at
this point by a lug m, which when the parts are fitted together is adapted to the
recess or slot i of the rail bar, so that the latter is firmly held longitudinally at
about the centre of its length and is thereby free to expand or contract from this
point in both directions.
The improved devices for supporting and securing rails, especially those of the
compound character above referred to, will be now described. These devices which
are illustrated in Figure 3 dispense with any necessity for the objectionable boring
or drilling of the rails for the reception of the confining bolts.

page_text: Near each end of a tubular metallic tie D, preferably made of cast-iron, is a box
or receptacle E, across the bottom of which extends transversely a wedge-shaped
block or projection 8, secured to or forming part of the tie. To sockets in the
bottom of each box or receptacle E are adapted the lower ends of wooden or other
comparatively clastic blocks F, the upper ends of which project above the top of
the tic and support clamping blocks J. These blocks have upper portions t
adapted to the said clamping girders B, or to the flange end web of a T or other
ordinary rail I, each block also having an arm w, which projects down into the box
E of the tie, between the elastic blocks F, and rests at the bottom on one face of the
wedge-shaped block or projections, the outer face of each arm w bearing upon
the inner face of the adjoining elastic block F throughout about one half of its
length.
Any downward pressure on the rail will force the lower ends of the arms w of
the clamping blocks J down on to the wedge block 8, thus causing the throwing
apart of the said lower ends of the arms and a consequent movement towards each
other of the upper ends t of the clamping blocks, and consequently the gripping
of the rails by the same.
As the wooden blocks F afford an clastic support for the clamping blocks J, it
follows that the greater the weight upon the rail the greater will be the com-
pression of the blocks F, and the further the downward movement of the arms w
of the blocks J, so that the force of the grip of the said blocks upon the rail will be
increased as the weight upon the rail increases.
The top of the tie D is sunk below the tops of its boxes or receptacles E, so that
the tie may be entirely covered with ballast between the rails, and thereby pro-
tected from injury, which might result from the contact of the tie with the wheels
of a locomotive or car which has run off the track.
If desired a pin or spike may be passed through the boxes or receptacles E and
their contents, so as to prevent the vertical removal of the clamping blocks, but
under ordinary circumstances this will be unnecessary.
The clamping blocks J which are arranged at or near the centres of the clamping
girders B or the centres of the rails I, may if desired be provided with lugs x,
(Figures 3 and 6), adapted to recesses y formed in the flanges of the girders or of
the rail, the object of these recesses and lugs being the same as that of the above-
mentioned recesses i of the bars A, and lugs m of the girders B, namely, to hold
the rail or girder firmly at the centre, and permit free longitudinal expansion or
contraction in both directions therefrom.
It is advisable in most cases to interpose between the bases of the girders B and
the horizontal portions of the clamping blocks J, a plate or block n to prevent the
downward movement of one-half of the rail independent of the other half, which
might otherwise occur in the event of one of the clamping blocks yielding to
vertical pressure more readily than the other. When the ordinary T rail is used
this plate n of course will be unnecessary.
Having now described the nature and objects of this Invention, together with
the manner in which the same is to be or may be performed or carried into practical
effect, I would remark in conclusion that I claim as the Invention communicated
to me by the above-named Thomas Wix Travis,―
First. The within-described rail fastening consisting of a pair of clamping blocks
adapted to any rail, and having arms for being acted upon by a wedge when the
rail is subjected to downward pressure.
Second. The tie D having boxes or receptacles with wedge-shaped projections 8,
in combination with clamping blocks J, adapted to the rails, and having arins w
arranged to bear upon the wedges.
Third. The combination of the tie D and its boxes or receptacles E, the clamping
blocks J adapted to the rails, and having arms 20, the wedges 8, and the elastic
blocks F.
Fourth. The combination of the compound rail, the clamping blocks J, and the
interposed plate n.

page_text: And, Fifth. The combination of the rail I and girders B, having recesses y, with
the clamping blocks J, having lugs x.
In witness whereof, I, the said Charles Aubrèy Day, have hereunto set my
hand and seal, this Twenty-sixth day of February, in the year of our Lord
One thousand eight hundred and seventy-nine.
CHAS, AUBREY DAY. (L.S.)