IMPROVEMENTS IN THE CONSTRUCTION. OF THE PERMANENT. WAY OF RAILROADS, AND IN THE MEANS OF SECURING OR FASTENING THE VARIOUS PARTS
Year: 1869

page_text: LETTERS PATENT to William Edward Newton, of the Office for
Patents, 66, Chancery Lane, in the County of Middlesex,. Civil
Engineer, for the Invention of "IMPROVEMENTS IN THE CONSTRUCTION.
OF THE PERMANENT. WAY OF RAILROADS, AND IN THE MEANS OF SECURING
OR FASTENING THE VARIOUS PARTS," -A communication from abroad
by Edwin Riley Shepard, of Scranton, and Payne Pettibone, of.
Wyoming, both in the State of Pennsylvania, United States of
America
PROVISIONAL SPECIFICATION left by the said William Edward
Newton at the Office of the Commissioners of Patents, with his
Petition, on the 2nd February 1869.
I, WILLIAN EDWARD NEWTON, of the Office for Patents, 66, Chancery
Lane, in the County of Middlesex, Civil Engineer, do hereby declare
the nature of the said Invention for IMPROVEMENTS IN THE CONSTRUCTION
OF THE PERMANENT WAY OF RAILROADS, AND. IN THE MEANS OF SECURING OR
FASTENING THE VARIOUS PARTS," to be as follows-
The Invention relates to compound railroad rails and various devices for

page_text: fastening the different parts of the same together, also for securing rails
in chairs and for such other purposes as they may be adapted for. The
lower portion or base of the rail is provided with a rib bevilled on the
outer side of its upper edge. It has a groove running its entire length,
and is perforated with round or square slots. The upper portion or head
has a rib also bevilled upon one edge of a groove. Through the rib
are slots elongated horizontally, with the lower surface made flat to
correspond with the flat side of the key herein-after described; these
slots are also of greater width vertically than the slots in the base. The
grooves in both head and base have a pitch exactly corresponding to the
bevilled edges of the ribs, but are made deeper than the bevilled edges,
and consequently narrower at the bottom than the ribs are, therefore
the ribs cannot touch the bottom or find a horizontal face bearing but
will rest wholly on the sides of the grooves, and as they become worn
will settle down farther into the grooves, thereby taking up the slack
and avoiding all rattling and undue strain upon the bolt work. The
rail should be laid with the joints of the head portion midway or there-
abouts between the joints of the base, the slots having been punched
so as to match, care being taken that the bottom of both slots shall be
on the same horizontal line. The key is provided at one end with a
wedge or incline, and at the other end with a slot, through which passes
a key and spring. The key cannot be inserted until the incline reaches
or perhaps barely enters the slot in the rib, but as the head is forced
down by the weight of passing trains, the bolt is drawn in by the key
operated by the spring and effectually prevents the head from recoiling.
Hence there is no opportunity for the next wheel to produce a concussion
between the head and base of the rails, and the ordinary displacement,
loosening, and destruction of the bolt work as well as of the body of the
rails themselves is prevented.
A modification of the Invention consists of a compound rail con-
structed of two parts so adapted to each other that the pressure and
shocks imparted to the rail will tend to bind the two sections together,
both vertically and laterally. In securing the two sections together
the upper section is maintained in the position to which it may have
been depressed. The upper section of the rail consists of the tread of
the usual shape and the rib. The base is provided with a rib. The
junction of the two ribs should be vertical or nearly sc, and the upper
end of the base rib must be rounded to conform to a hollow at the
junction of the rib with the head of the rail. The rib of the rail is

page_text: thicker below than above, its side being inclined. The lower end of the
rib is bevilled outwards to conform to the inclination formed on the
lower section of the base. The extreme lower end of the rail rib is cut
off so as not to touch the bottom. The two sections are secured together
by bolts having an inclined head to conform to the inclined side of the
rib, and provided with a key or its equivalent.
As a modification the lower end of the rail rib may be curved in the
arc of a circle, and will rest in a correspondent curved socket or seat in
the base.
It will be understood that in these compound rails the wear of such
parts as bear on or against each other will be compensated for and
all lateral motion of the parts prevented.
In combination with the compound railroad rail an automatic device
will prevent any upward motion of the head or upper portion relative
to the base or lower portion of said rail. The bolts or keys are provided
with an incline or its equivalent, and with an elliptic spring for the
purpose of preventing any jar and for holding the parts in place.
In combination with the bolt there is also a wedge washer corrugated
upon one face and concaved upon the other, or made plain upon either
or both sides. The bolts may be constructed with a longitudinal groove
in them to receive a key or pin to prevent them from turning while being
screwed up with a nut.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Edward Newton in the Great Seal
Patent Office on the 2nd August 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I WILLIAM
EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of February, in the year of our
Lord One thousand eight hundred and sixty-nine, in the thirty-second
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said William Edward Newton, Her special licence
that I, the said William Edward Newton, my executors, adminis-

page_text: trators, and assigns, or such others as I, the said William Edward
Newton, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN THE CONSTRUCTION OF THE PERMANENT WAY OF RAILROADS,
AND IN THE MEANS OF SECURING OR FASTENING THE VARIOUS PARTS," being a
communication to me from abroad, upon the condition (amongst others)
that I, the said William Edward Newton, my executors or administrators,
by an instrument in writing under my, or their, or one of their hands and
seals, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and
cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said William Edward Newton, do
hereby declare the nature of the said Invention, and in what manner
tha same is to be performed, to be particularly described and ascertained
in and by the following statement, reference being had to the Drawing
hereunto annexed, and to the letters and figures marked thereon (that is
to say):
-
This Invention relates to compound railroad rails and various devices
for fastening the different parts of the same together, also for securing
rails in chairs and for such other purposes as they may be adapted for.
In Figures 1, 2, 3, and 4 of the accompanying Drawings A represents
the lower portion or base of the rail, which is provided with a rib a
bevilled on the outer side of its upper edge. It has a groove running
its entire length and is perforated with round or square slots d, Fig. 5.
The upper portion or head B has a rib 6 also bevilled upon one edge and
a groove c'. Through the rib b are slots & elongated horizontally, with
the lower surface made flat to correspond with the flat side of the key
herein-after described; these slots are also of greater diameter vertically
than the slots in the base. The grooves in both head and base have a
pitch exactly corresponding to the bevilled edges of the ribs, but are
made deeper than the bevilled edges, and consequently narrower at the
bottom than the ribs, as shewn in Figures 2 and 3, therefore the ribs
cannot touch the bottom or find a horizontal face bearing but will rest

page_text: wholly on the sides of the grooves, and as they become worn will settle
down farther into the grooves, thereby taking up the slack and avoiding
all rattling and undue strain upon the boltwork. The rail should be laid
with the joints of the head portion midway or thereabouts between the
joints of the base, the slots having been punched so as to match, care
being taken that the bottom of both slots shall be on the same horizontal
line. The key F is provided at one end with a wedge or incline f and at
the other end with a slot g, and is operated upon by the key G and
spring H, Fig. 1. The key G cannot be inserted until the incline f
reaches or perhaps barely enters the slot in the rib b, but as the head is
forced down by the weight of passing trains (as it will always be when
the rails are first laid owing to the fact that they cannot be accurately
fitted to each other), the key F is drawn in by the key G operated by the
spring H and effectually prevents the head from recoiling. Hence there
is no opportunity for the next wheel to produce a concussion between
the head and base of the rail, and the ordinary "brooming" up of the
ends of the rails, and also the displacement, loosening, and destruction of
the boltwork as well as of the body of the rails themselves is prevented.
A modification of the Invention consists of a compound rail con-
structed of two parts so adapted to each other that the pressure and
shocks imparted to the rail will tend to bind the two sections together,
both vertically and laterally. In securing the two sections together the
upper section is maintained in the position to which it may have been
depressed. The upper section of the rail (I, Fig. 7) consists of the
tread i of the usual shape and the rib I'. The base K is provided with a
rib K. The line x (which represents the junction of the two ribs)
should be vertical or nearly so, and the upper end k of the base rib K'
must be rounded to conform to the hollow at the junction of the rib I'
with the head of the rail. The rib I is thicker below than above, its
side m being inclined. The lower end of the rib is bevilled outwards
at n to conform to the inclination n' formed on the lower section K.
The extreme lower end p of the rib I' is made straight and is always at
a short distance from the straight termination p¹ of the incline n'. The
two sections are secured together by bolts L arranged at suitable
distances apart, each bolt having an inclined head / to conform to the
inclined side m of the rib I', and is provided with a key or its equivalent.
While each bolt may fit tightly in the rib K¹ the hole for its reception
in the rib I' should be larger than the bolt, for a purpose which will be

page_text: rendered apparent hereafter. It will be observed that there are two
points where the upper section bears against the lower section, the upper
point being where the hollow bears against the upper end of rib K', and
the lower point where the incline end of the rib I' bears upon the
incline n' of the section K.
The better to illustrate the Invention I will refer to the diagrams
Figs. 7, in which two metal bars m and m' are bolted together, the
horizontal rib t of the first bar being supposed to rest on the vertical rib
of the bar m', and the vertical rib of the bar m being supposed to rest on
the horizontal rib t of the bar m². Supposing a pressure to be imparted
to these combined bars in the direction of the arrow, the bearing of the
upper bar against the lower bar would be at one point only, owing to the
difficulty in practice of making perfectly fitting joints at both points,
but if the upper edge of the vertical rib of the bar mi be rounded off and
adapted to the hollow under side of the horizontal rib of the bar m, as
seen in Figs. 7*, and a pressure be imparted in the direction of the arrow
as before, then the upper bearing must yield, the upper bar seeking the
lower positive bearing. This is precisely the principle upon which the
Invention is based, as will be readily understood on referring to Fig. 7,
the upper bearing of the upper section against the lower section of the
rail being of a character to yield should the lower end of the rib I² be
not in closely fitting contact with the lower bearing, hence in all cases
there is a certainty of the upper section of the rail bearing on the lower
section at the desired point. This yielding of the upper joint will take
place to a very limited extent of course in spite of the bolts and will
have the same effect as that of tightening the bolts and securing the two
sections more firmly together. It will thus be seen that the act of
forcing the upper section firmly down to its lower bearing serves at the
same time to bind the two sections more firmly together. The iuclined
head of the bolt serves in conjunction with the inclined side of the rib I'
the important duty of keeping the upper section down to its lower bearing
without interfering with the downward movement of the rail, a result
which it is apparent cannot be accomplished in the ordinary compound
rails, where the head of the bolt bears against the inclined or straight side
of the rib on the lower section, and consequently serves no other purpose
than to hold the two rails together laterally.
Fig. 8 is a further modification in the construction of the rail in which
R is the base. provided with a rib R. the upper edge of which is hevilled

page_text: to fit the under side of the head; the base is further provided with a
groove extending its whole length, the groove being in the true arc of
a circle. The head S has also a rib s, the bottom of which is in the true
arc of a circle to correspond with the groove r, except that it is made
flat upon its extreme lower edge as shewn at 7. This ribs is thicker
at the bottom than at the top, and is provided with a shoulder on each
'side at the point of junction with the head so that when the two parts are.
in proper position there shall be a space or cavity between the two ribs,
rendering them slightly elastic; this obviates to a great extent the
tendency of the boltwork to become loosened. The object in making
the lower edge of the rib round in form is twofold, first, that the head
may be reversed when one side has become sufficiently worn to require
it; and, second, that by giving the rib R¹ the necessary inclination the
head of the rail may be thrown to one side of a perpendicular line x,
thereby causing the weight of the train to press the upper part of the
rail against the rib R¹, relieving the boltwork of an undue strain. By
making the bottom of the ribs that the groover is rendered practically
bottomless, so that as the parts become worn the rib s will drop
down further into the groove and still maintain a perfect bearing and
avoid all lateral movement of the bottom of the rail.
.
Another feature of the Invention relates to a different construction of
the devices for securing the separate parts of the rail against both lateral
and vertical movement; as follows:-Fig. 3, F is a bolt or key provided
at one end with a slot f¹, and at the other end with an incline or
wedge f; P is a gih, shewn detached at Fig. 1, having a recess upon
each side. These recesses arc of different depths, shewn at o¹ Fig. 1.
Qis an elliptic spring, and q is a slot in the spring. In applying this
device the bolt F should be thrust through the slots from the outside of
the rib b. It (the bolt) will then enter far enough to bring the incline f*
up to or perhaps just into the slot d', as in Fig. 3, then slip the spring Q
over the end of the bolt F and insert the gib P into the slot f¹. It will
be apparent that whenever the wheels of passing trains shall have forced
the head of the rail downward relative to the base the spring Q will
instantly draw the bolt F into the slots, the incline P following up the
depression of the head and effectually preventing any recoil and looseness
of parts, thereby avoiding the rapid ponnding out and destruction of
both rails and fastening devices. The spring Q, Fig. 1, would be entirely
inadequate to support the head of the rail against lateral strain, nor is
it intended that it should bear any part of it. To meet this requirement

page_text: the bolt F is provided with a slot o, gib o', and wedge washer W.
The gib o', Fig. 1, is provided with recesses of different depths upon
opposite sides, thus allowing an accurate adjustinent. The wedge
washer, W is corrugated upon its outer face and is recessed upon its
.inner face, as shown. This form renders it slightly elastic and possesses
many advantages. It is well known that boltwork is not so liable to
work loose from jarring when there is a little elasticity about the
material to be fastened together as when the parts are entirely rigid,
.therefore this washer will keep its place better from its being elastic
in addition to the tendency of its weight to hold it down; then again
it will yield enough to allow the corrugations to be driven past the
gib, and the corrugations will prevent the wedge from working, up,
but as the parts become loosened a man with a set in one hand and
a hammer in the other will tighten them almost as fast as he can. walk
along the track.
The bolt T, Fig. 6, is formed of a round bar of iron having a groove
or key seat t running its entire length. This groove can be rolled into
the bar. during the process of manufacture without incurring any
additional expense thereby, and it (the groove) serves the double purpose
of holding the key herein-after described and of preventing the bolt
itself from turning around when the nut is being screwed in. Of course
this can only be accomplished by making the hole through which it
passes of proper shape (that is, flat ou one side); by doing this however
we can dispense with the use of the ordinary devices for holding bolts in
position.
Another advantage is that the bolt may be held by any of the parts
through which it passes; as for instance, one piece may be cast with
the flat-sided hole through it, and the other piece or pieces may be
necessarily drilled, in which case it might be very inconvenient to be
obliged to hold the bolt by squaring just under the head, as is frequently
done. This is but one of many combination in which this feature may
be made available.
The head and thread of the bolt are made in the usual form and
manner, as is also the nut U. V is a key, its under surface conforming to
the groove t, and provided upon its upper surface with a rib or feather c
of a height or thickness nearly equal to the depth of the thread on the
bolt. The length of this key is immaterial, but the rib or feather should
extend a distance about equal to the thickness of the nut to which it is
intended to be applied.

page_text: In using this device I first turn the nut as far up on the bolt as is
desired, then with a proper tool a gain or channel is cut through the
nut opposite to the groove t in the bolt. This gain should be quite
shallow, so that when the key V is driven in it shall fit tightly. One
advantage possessed by this construction is that the nut may be held at
any desired point, whereas in the ordinary devices which are applied to
the outside of the nut the nut must be turned around until its flat sides
are in proper position for fastening.
Another modification of the fastening device is shewn in Fig. 9. Y is
an elliptic spring perforated to receive the bolt. This spring has a
rib y' extending across its face on a line intersecting the diameter of the
perforation above referred to; the rib may be formed in any usual
manner, and should be of sufficient size or height to accomplish the
purpose herein-after assigned to it. The bolt Y¹ and nut Z are of the
ordinary form and construction, except that the nut has one or more
grooves or channels formed in its lower face, that is, the face placed
next the spring Y. The groove or grooves are made on a line inter-
secting the centre of the hole provided for the insertion of the bolt, and
it will be seen that when the nut is screwed down sufficiently to hug
the spring Y the rib y' will fit into the groove at each turn of the nut,
and will serve to keep it from backing off.
What is claimed as new in the above-described Invention and is
sought to be secured by Letters Patent is,-
First. The construction of a compound railroad rail, as herein set.
forth, so that the wear of such parts as bear on or against each other.
shall be compensated for, and all lateral motion of the parts
prevented.
Second. In combination with a compound railroad rail I claim the
use of an automatic device to prevent any upward motion of the head
or upper portion relative to the base or lower portion of said rail.
Third. I claim constructing rails of two sections I, K, the former
having an inclined bearing below the head adapted to the inclined edge
of a rib on the lower section, and the latter having at the base an inclined
bearing for the rib on the upper section, substantially as and for the
purpose described.
Fourth. I claim the adaptation of the lower section K with its rib K¹,
the upper section I with its slotted rib I' inclined at the outer side, and

page_text: the bolt L with its head bearing against the inclined side of the rib I',
the whole being constructed and arranged as and for the purpose
specified.
Fifth. I claim forming the groover in the base R of the rail in the
true arc of a circle, and the lower edge of the rib s also in the arc of
a circle, as set forth.
Sixth. I claim the use of the bolt or key F provided with an incline
or its equivalent, as and for the purpose set forth.
Seventh. I claim the use of the elliptic spring Qin combination with
the wedge key F and gib P.
Eighth. I further claim the use of the wedge washer W, whether
corrugated upon one face and concaved upon the other, or made plain
upon either or both sides, and also the wedge washer W in combination
with the bolt Fi and gib o¹.
Ninth. I also claim the use of the bolt T constructed and
operating as described, and the combination of the bolt T, key V, and
nut U.
Tenth. I claim the combination of the spring H, keys G, G, and bolts
or keys F, F, as and for the purpose set forth.
Lastly. I claim the construction of a screw bolt whereby it is adapted
throughout its entire length to be held from turning on its longitudinal
axis by means of the part or parts through which it passes.
In witness whereof, I, the said William Edward Newton, have
hereunto set my hand and seal, the Second day of August,
in the year of our Lord One thousand eight hundred and sixty-
nine.
W. E. NEWTON. (L.B.)

page_text: LETTERS PATENT to William Edward Newton, of the Office for
Patents, 63, Chancery Lane, in the County of Middlesex, Civil
Engineer, for the Invention of "IMPROVEMENTS IN THE CONSTRUCTION.
OF THE PERMANENT WAY OF RAILROADS, AND IN THE MEANS OF SECURING
OR FASTENING THE VARIOUS PARTS."-A communication from abroad
by Edwin Riley Shepard, of Scranton, and Payne Pettibone, of
Wyoming, both in the State of Pennsylvania, United States of
America.
Sealed the 22nd May 1869, and dated the 2nd February 1869.
PROVISIONAL SPECIFICATION left by the said William Edward
Newton at the Office of the Commissioners of Patents, with his
Petition, on the 2nd February 1869.
I, WILLIAM EDWARD NEWTON, of the Office for Patents, 66, Chancery
Lane, in the County of Middlesex, Civil Engineer, do hereby declare
the nature of the said Invention for "IMPROVEMENTS IN THE CONSTRUCTION
OF THE PERMANENT WAY OF RAILROADS, AND IN THE MEANS OF SECURING OR
FASTENING THE VARIOUS PARTS," to be as follows:-

page_text: fastening the different parts of the same together, also for securing rails
in chairs and for such other purposes as they may be adapted for. The
lower portion or base of the rail is provided with a rib bevilled on the
outer side of its upper edge. It has a groove running its entire length,
and is perforated with round or square slots. The upper portion or head
has a rib also bevilled upon one edge of a groove. Through the rib
are slots elongated horizontally, with the lower surface made flat to
correspond with the flat side of the key herein-after described; these
slots are also of greater width vertically than the slots in the base. The
grooves in both head and base have a pitch exactly corresponding to the
bevilled edges of the ribs, but are made deeper than the bevilled edges,
and consequently narrower at the bottom than the ribs are, therefore
the ribs cannot touch the bottom or find a horizontal face bearing but
will rest wholly on the sides of the grooves, and as they become worn
will settle down farther into the grooves, thereby taking up the slack
and avoiding all rattling and undue strain upon the bolt work. The
rail should be laid with the joints of the head portion midway or there-
abouts between the joints of the base, the slots having been punched
so as to match, care being taken that the bottom of both slots shall be
on the same horizontal line. The key is provided at one end with a
wedge or incline, and at the other end with a slot, through which passes
a key and spring. The key cannot be inserted until the incline reaches
or perhaps barely enters the slot in the rib, but as the head is forced
down by the weight of passing trains, the bolt is drawn in by the key
operated by the spring and effectually prevents the head from recoiling.
Hence there is no opportunity for the next wheel to produce a concussion
between the head and base of the rails, and the ordinary displacement,
loosening, and destruction of the bolt work as well as of the body of the
rails themselves is prevented.
A modification of the Invention consists of a compound rail con-
structed of two parts so adapted to each other that the pressure and
shocks im rted to the rail will tend to bind the two sections together,
both vertically and laterally. In securing the two sections together
the upper section is maintained in the position to which it may have
been depressed. The upper section of the rail con sists of the tread of
the usual shape and the rib. The base is provided with a rib. The
junction of the two ribs should be vertical or nearly sc, and the upper
end of the base rib must be rounded to conform to a hollow at the
junction of the rib with the head of the rail. The rib of the rail is

page_text: thicker below than above, its side being inclined. The lower end of the
rib is bevilled outwards to conform to the inclination formed on the
lower section of the base. The extreme lower end of the rail rib is cut
off so as not to touch the bottom. The two sections are secured together
by bolts having an inclined head to conform to the inclined side of the
rib, and provided with a key or its equivalent.
As a modification the lower end of the rail rib may be curved in the
arc of a circle, and will rest in a correspondent curved socket or seat in
the base.
It will be understood that in these compound rails the wear of such
parts as bear on or against each other will be compensated for and
all lateral motion of the parts prevented.
In combination with the compound railroad rail an automatic device
will prevent any upward motion of the head or upper portion relative
to the base or lower portion of said rail. The bolts or keys are provided
with an incline or its equivalent, and with an elliptic spring for the
purpose of preventing any jar and for holding the parts in place.
In combination with the bolt there is also a wedge washer corrugated
upon one face and concaved upon the other, or made plain upon either
or both sides. The bolts may be constructed with a longitudinal groove
in them to receive a key or pin to prevent them from turning while being
screwed up with a nut.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Edward Newton in the Great Seal
Patent Office on the 2nd August 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I WILLIAM
EDWARD NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Second day of February, in the year of our
Lord One thousand eight hundred and sixty-nine, in the thirty-second
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto me, the said William Edward Newton, Her special licence
that I, the said William Edward Newton, my executors, adminis-

page_text: trators, and assigns, or such others as I, the said William Edward
Newton, my executors, administrators, and assigns, should at any time
agree with, and no others, from time to time and at all times thereafter
during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain
and Ireland, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN THE CONSTRUCTION OF THE PERMANENT WAY OF RAILROADS,
AND IN THE MEANS OF SECURING OR FASTENING THE VARIOUS PARTS," being a
communication to me from abroad, upon the condition (amongst others)
that I, the said William Edward Newton, my executors or administrators,
by an instrument in writing under my, or their, or one of their hands and
seals, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and
cause the same to be filed in the Great Seal Patent Office within six
calendar months next and immediately after the date of the said Letters
Patent.
NOW KNOW YE, that I, the said William Edward Newton, do
hereby declare the nature of the said Invention, and in what manner
tha same is to be performed, to be particularly described and ascertained
in and by the following statement, reference being had to the Drawing
hereunto annexed, and to the letters and figures marked thereon (that is
to say)
=
This Invention relates to compound railroad rails and various devices
for fastening the different parts of the same together, also for securing
rails in chairs and for such other purposes as they may be adapted for.
In Figures 1, 2, 3, and 4 of the accompanying Drawings A represents
the lower portion or base of the rail, which is provided with a rib a
bevilled on the outer side of its upper edge. It has a groove running
its entire length and is perforated with round or square slots d, Fig. 5.
The upper portion or head B has a rib b also bevilled upon one edge and
a groove c'. Through the rib bare slots d³ elongated horizontally, with
the lower surface made flat to correspond with the flat side of the key
herein-after described; these slots are also of greater diameter vertically
than the slots in the base. The grooves in both head and base have a
pitch exactly corresponding to the bevilled edges of the ribs, but are
made deeper than the bevilled edges, and consequently narrower at the
bottom than the ribs, as shewn in Figures 2 and 3, therefore the ribs
cannot touch the bottom or find a horizontal face bearing but will rest

page_text: wholly on the sides of the grooves, and as they become worn will settle
down farther into the grooves, thereby taking up the slack and avoiding
all rattling and undue strain upon the boltwork. The rail should be laid
with the joints of the head portion midway or thereabouts between the
O joints of. the base, the slots having been punched so as to match, care
being taken that the bottom of both slots shall be on the same horizontal
line. The key F is provided at one end with a wedge or incline f and at
the other end with a slot g, and is operated upon by the key G and
spring H, Fig. 1. The key G cannot be inserted until the incline f
reaches or perhaps barely enters the slot in the rib b, but as the head is
forced down by the weight of passing trains (as it will always be when
the rails are first laid owing to the fact that they cannot be accurately
fitted to each other), the key F is drawn in by the key G operated by the
spring H and effectually prevents the head from recoiling. Hence there
is no opportunity for the next wheel to produce a concussion between
the head and base of the rail, and the ordinary "brooming " up of the
ends of the rails, and also the displacement, loosening, and destruction of
the boltwork as well as of the body of the rails themselves is prevented.
A modification of the Invention consists of a compound rail con-
structed of two parts so adapted to each other that the pressure and
shocks imparted to the rail will tend to bind the two sections together,
both vertically and laterally. In securing the two sections together the
upper section is maintained in the position to which it may have been
depressed. The upper section of the rail (I, Fig. 7) consists of the
tread i of the usual shape and the rib I'. The base K is provided with a
rib K'. The line (which represents the junction of the two ribs)
should be vertical or nearly so, and the upper end k of the base rib K
must be rounded to conform to the hollow at the junction of the rib I'
with the head of the rail. The rib I is thicker below than above, its
side m being inclined. The lower end of the rib is bevilled outwards
at n to conform to the inclination n' formed on the lower section K.
The extreme lower end p of the rib I' is made straight and is always at
a short distance from the straight termination pl of the incline n'. The
two sections are secured together by bolts L arranged at suitable
distances apart, each bolt having an inclined head to conform to the
nclined side m of the rib I', and is provided with a key or its equivalent.
While each bolt may fit tightly in the rib K' the hole for its reception
n the rib I' should be larger than the bolt, for a purpose which will be

page_text: rendered apparent hereafter. It will be observed that there are two
points where the upper section bears against the lower section, the upper
point being where the hollow bears against the upper end of rib K', and
the lower point where the incline end of the rib I' bears upon the
incline n' of the section K.
The better to illustrate the Invention I will refer to the diagrams
Figs. 7, in which two metal bars m and m' are bolted together, the
horizontal rib t of the first bar being supposed to rest on the vertical rib
of the bar m', and the vertical rib of the bar m being supposed to rest on
the horizontal rib t of the bar m¹. Supposing a pressure to be imparted
to these combined bars in the direction of the arrow, the bearing of the
upper bar against the lower bar would be at one point only, owing to the
difficulty in practice of making perfectly fitting joints at both points,
but if the upper edge of the vertical rib of the bar mi be rounded off and
adapted to the hollow under side of the horizontal rib of the bar m, as
seen in Figs. 7*, and a pressure be imparted in the direction of the arrow
as before, then the upper bearing must yield, the upper bar seeking the
lower positive bearing. This is precisely the principle upon which the
Invention is based, as will be readily understood on referring to Fig. 7,
the upper bearing of the upper section against the lower section of the
rail being of a character to yield should the lower end of the rib I' be
not in closely fitting contact with the lower bearing, hence in all cases
there is a certainty of the upper section of the rail bearing on the lower
section at the desired point. This yielding of the upper joint will take
place to a very limited extent of course in spite of the bolts and will
have the same effect as that of tightening the bolts and securing the two
sections more firmly together. It will thus be seen that the act of
forcing the upper section firmly down to its lower bearing serves at the
same time to bind the two sections more firmly together. The iuclined
head of the bolt serves in conjunction with the inclined side of the rib I'
the important duty of keeping the upper section down to its lower bearing
without interfering with the downward movement of the rail, a result
which it is apparent cannot be accomplished in the ordinary compound
rails, where the head of the bolt bears against the inclined or straight side
of the rib on the lower section, and consequently serves no other purpose
than to hold the two rails together laterally.
Fig. 8 is a further modification in the construction of the rail in which
R is the base, provided with a rib R', the upper edge of which is bevilled

page_text: to fit the under side of the head; the base is further provided with a
groove extending its whole length, the groove being in the true arc of
a circle. The head S has also a rib s, the bottom of which is in the true
arc of a circle to correspond with the groove r, except that it is made
flat upon its extreme lower edge as shewn at 7. This ribs is thicker
at the bottom than at the top, and is provided with a shoulder on each
side at the point of junction with the head so that when the two parts are
in proper position there shall be a space or cavity between the two ribs,
rendering them slightly elastic; this obviates to a great extent the
tendency of the boltwork to become loosened. The object in making
the lower edge of the rib round in form is twofold, first, that the head
may be reversed when one side has become sufficiently worn to require
it; and, second, that by giving the rib R' the necessary inclination the
head of the rail may be thrown to one side of a perpendicular line x,
thereby causing the weight of the train to press the upper part of the
rail against the rib R, relieving the boltwork of an undue strain. By
making the bottom of the ribs that the groove r is rendered practically
bottomless, so that as the parts become worn the ribs will drop
down further into the groove and still maintain a perfect bearing and
avoid all lateral movement of the bottom of the rail.
Another feature of the Invention relates to a different construction of
the devices for securing the separate parts of the rail against both lateral
and vertical movement, as follows:-Fig. 3, F is a bolt or key provided
at one end with a slot f¹, and at the other end with an incline or
wedge f; P is a gib, shewn detached at Fig. 1, having a recess upon
each side. These recesses are of different depths, shewn at of Fig. 1^.
Qis an elliptic spring, and 9 is a slot in the spring. In applying this
device the bolt F should be thrust through the slots from the outside of
the rib b. It (the bolt) will then enter far enough to bring the incline f*
up to or perhaps just into the slot d', as in Fig. 3, then slip the spring Q
over the end of the bolt F and insert the gib P into the slot f¹. It will
be apparent that whenever the wheels of passing trains shall have forced
the head of the rail downward relative to the base the spring Q will
instantly draw the bolt F into the slots, the incline P' following up the
depression of the head and effectually preventing any recoil and looseness
of parts, thereby avoiding the rapid ponnding out and destruction of
both rails and fastening devices. The spring Q, Fig. 1, would be entirely
inadequate to support the head of the rail against lateral strain, nor is
it intended that it should bear any part of it. To meet this requirement

page_text: the bolt F is provided with a slot o, gib o', and wedge washer W.
The gib o, Fig. 1, is provided with recesses of different depths upon
opposite sides, thus allowing an accurate adjustment. The wedge
washer W is corrugated upon its outer face and is recessed upon its
inner face, as shown. This form renders it slightly elastic and possesses
many advantages. It is well known that boltwork is not so liable to
work loose from jarring when there is a little elasticity about the
material to be fastened together as when the parts are entirely rigid,
therefore this washer will keep its place better from its being elastic
in addition to the tendency of its weight to hold it down; then again
it will yield enough to allow the corrugations to be driven past the
gib, and the corrugations will prevent the wedge from working up,
but as the parts become loosened a man with a set in one hand and
a hammer in the other will tighten them almost as fast as he can walk
along the track.
The bolt T, Fig. 6, is formed of a round bar of iron having a groove
or key seat t running its entire length. This groove can be rolled into
the bar during the process of manufacture without incurring any
additional expense thereby, and it (the groove) serves the double purpose
of holding the key herein-after described and of preventing the bolt
itself from turning around when the nut is being screwed in. Of course
this can only be accomplished by making the hole through which it
passes of
proper shape (that is, flat on one side); by doing this however
we can dispense with the use of the ordinary devices for holding bolts in
position.
Another advantage is that the bolt may be held by any of the parts
through which it passes; as for instance, one piece may be cast with
the flat-sided hole through it, and the other piece or pieces may be
necessarily drilled, in which case it might be very inconvenient to be
obliged to hold the bolt by squaring just under the head, as is frequently
done. This is but one of many combination in which this feature may
be made available.
The head and thread of the bolt are made in the usual form and
manner, as is also the nut U. V is a key, its under surface conforming to
the groove t, aud provided upon its upper surface with a rib or feather c
of a height or thickness nearly equal to the depth of the thread on the
bolt. The length of this key is immaterial, but the rib or feather should
extend a distance about equal to the thickness of the nut to which it is
intended to be applied.

page_text: In using this device I first turn the nut as far up on the bolt as is
desired, then with a proper tool a gain or channel is cut through the
nut opposite to the groove t in the bolt. This gain should be quite
shallow, so that when the key V is driven in it shall fit tightly. One
advantage possessed by this construction is that the nut may be held at
any desired point, whereas in the ordinary devices which are applied to
the outside of the nut the nut must be turned around until its flat sides
are in proper position for fastening.
Another modification of the fastening device is shewn in Fig. 9. Y is
an elliptic spring perforated to receive the bolt. This spring has a
rib y extending across its face on a line intersecting the diameter of the
perforation above referred to; the rib may be formed in any usual ·
maaner, and should be of sufficient size or height to accomplish the
purpose herein-after assigned to it. The bolt Y' and nut Z are of the
ordinary form and construction, except that the nut has one or more
grooves or channels formed in its lower face, that is, the face placed
next the spring Y. The groove or grooves are made on a line inter-
secting the centre of the hole provided for the insertion of the bolt, and
it will be seen that when the nut is screwed down sufficiently to hug
the spring Y the rib y' will fit into the groove at each turn of the nut,
and will serve to keep it from backing off.
What is claimed as new in the above-described Invention and is
sought to be secured by Letters Patent is,-
First. The construction of a compound railroad rail, as herein set
forth, so that the wear of such parts as bear on or against each other
shall be compensated for, and all lateral motion of the parts
prevented.
Second. In combination with a compound railroad rail I claim the
use of an automatic device to prevent any upward motion of the head
or upper portion relative to the base or lower portion of said rail.
Third. I claim constructing rails of two sections I, K, the former
having an inclined bearing below the head adapted to the inclined edge
of a rib on the lower section, and the latter having at the base an inclined
bearing for the rib on the upper section, substantially as and for the
purpose described.
Fourth. I claim the adaptation of the lower section K with its rib K',
the upper section I with its slotted rib 'I' inclined at the outer side, and

page_text: the bolt L with its head bearing against the inclined side of the rib I',
the whole being constructed and arranged as and for the purpose
specified.
Fifth. I claim forming the groover in the base R of the rail in the
true arc of a circle, and the lower edge of the rib s also in the arc of
a circle, as set forth.
Sixth. I claim the use of the bolt or key F provided with an incline
or its equivalent, as and for the purpose set forth.
Seventh. I claim the use of the elliptic spring Q in combination with
the wedge key F and gib P.
Eighth. I further claim the use of the wedge washer W, whether
corrugated upon one face and concaved upon the other, or made plain
upon either or both sides, and also the wedge washer W in combination
with the bolt F¹ and gib o'.
Ninth. I also claim the use of the bolt T constructed and
operating as described, and the combination of the bolt T, key V, and
nut U.
Tenth. I claim the combination of the spring H, keys G, G, and bolts
or keys F, F, as and for the purpose set forth.
Lastly. I claim the construction of a screw bolt whereby it is adapted
throughout its entire length to be held from turning on its longitudinal
axis by means of the part or parts through which it passes.
In witness whereof, I, the said William Edward Newton, have
hereunto set my hand and seal, the Second day of August,
in the year of our Lord One thousand eight hundred and sixty-
nine.
W. E. NEWTON. (L.B.)