IMPROVEMENTS IN RAILWAY JOINTS AND IN THE MANUFACTURE OF THE SAME
Year: 1884

page_text: COMPLETE SPECIFICATION.
I, FRANCIS LIGHTFOOT of Media, in the County of Delaware, in the State of
Pennsylvania, United States of America, Gentleman, do hereby declare the nature
of my invention for IMPROVEMENTS IN RAILWAY JOINTS AND IN THE MANUFACTURE
OF THE SAME, 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 a new and improved form of railway joints and to the
method and dies employed in manufacturing said joints and is illustrated in
the accompanying drawings in which:
Figs. 1, 2 & 3 are perspective views of rail ends showing front and rear views of
one form or style of my improved joint.
Figs. 4 & 5 are similar views showing a modification of the joint..
Fig. 6, is a view in perspective showing two rails united by my improved
joint.
.
Figs. 7 & 8 are transverse sectional views of rails as united by the joint shown
in Figs. 1 to 3 and Figs. 4 & 5 respectively.
Fig. 9, is a vertical section of the clamping dies employed, showing a rail and
the finishing die in place, but the latter being at the end of its back stroke:
Fig. 10, is a top view of Fig. 9, except that the finishing die is shown in
section.
Fig. 11, is a cross section of Fig. 9, in the plane of the line x, x.
Fig. 12, is a cross section in the plane of the line y, y, Fig. 9, and;
Figs. 13 and 14, are longitudinal vertical sections of the first and second dies
employed.
My improved joint is formed by reducing the ends of the rails so that the ends
of two adjoining rails may pass by and lay along side of each other forming what
is known as the continuous tread joint.
In preparing the ends of the rails for the formation of the joint, the ends of tho
rails are swaged or pressed over to one side of the vertical longitudinal plane of the
rail, so that the head of the end of the rail is reduced one-half in width, and at the
same time the part so pressed over is elongated. The portion of the metal pressed
over amounts to about sixty-six per cent. and the elongated part amounts to about
thirty-three per cent. of the end of the rail treated, though this proportion may be
somewhat varied. While being thus swaged or pressed over; and elongated, the
neck or web of the rail is made thicker than originally, by the addition of metal

page_text: forced therein, such added thickness being effected on the side opposite to that on
which the swaging force is applied.
In Figs. 1 to 6, A, indicates the body of the rail whose end a, is swaged or
pressed aside by suitable dies to one-half the width of the rail, thus forming
a notch or recess b, in the end of the rail equal in depth to one-half the width of
the rail. Into this recess fits the correspondingly shaped end of an adjoining rail.
In thus pressing over and elongating the ends of the rails, the head, neck and
flange of the rail are reduced in size on one side, but a considerable portion of the
metal thus taken from these parts is forced over into the neck of the rail on the
side opposite.that on which the pressing action has been effected, or a small part
may go into the flange and consequently the end of the rail is but slightly
weakened.
To further strengthen the ends of the rails and also to provide means for locking
the ends of two adjoining rails together, as against vertical movement, the swaging
dies are so constructed as to form a projection f on that side of the ends of the
rails on which the dies act. This projection f forms as shown a continuation of
the web of the rail, and projects into the recess c. To form a recess for the
reception of the projection, the head and flange of the ends of the rail are extended
beyond the web as shown and the metal which has been added to the web is also
extended as at c, thus forming a recess c¹. When two rails are placed together the
swaged and elongated ends a, fit into the recess b, and the projection f, fits into
its corresponding recess c¹, and there is thus formed a joint between the rails
having a continuous and uniform tread and the ends of the rails are locked
together as against vertical movement. The two rails are secured laterally by
bolts g², passing through the elongated slots h, as shown.
In place of forming a recess and projection in each rail end, I may form a
longitudinal and horizontal rib f1, on one rail and a corresponding recess e¹, on the
other rail as shown in Figs. 4, 5 and 8.
The method by which the rail ends above described, are formed consists in
laterally forcing by side pressure, all or nearly all of the metal of the rail-end to or
to one side of the longitudinal vertical middle plane of the rail, thereby bringing it
to a half rail form, in such manner that the half head shall have only half the
width of tread of the full rail, and the web while reduced in thickness on the side
to which the pressure is applied, shall receive an added. thickness on the other.side
and at the same time the rail-end shall be somewhat elongated. Rail-joints thus
made, are represented in Figs. 1 and 2, where the ends A, represent the full size
and shape of the ordinary T-rail. The metal of the rail-ends is by the use of dies
presently to be described, forced over laterally with slight elongative side pressure,
to or beyond a plane r, r, which passes vertically along the middle of the rail in
the direction of its length, so that each part or end A, so worked, shall have a half-
tread a, equal or approximately equal in breadth to one-half the full tread a¹; and
the web b, of the original rail being reduced one-half in thickness by such pressure
on one side, shall be increased in thickness on the other side, as represented at d.
Preferably, a projection f, and recess c¹, are made in each rail end substantially as
represented, so that the tongue c, of one rail-end may fit neatly into the recess c¹,
of the other rail-end, for purposes well understood. This work being done on one
side at one end of the rail, and on the opposite side at the other end, and on
corresponding sides in different rails, all rails so made will be duplicates of each
other, and may be .lapped or bolted or otherwise secured, without regard to which
way the ends come. The described proportioning of the treads, gives a continuous
tread of uniform size, in the laid track, and the enlargement given to the outer
side of each end web, as at d, makes up for the loss of strength which would
necessarily result if the rail ends were merely halvéd. The residue of the metal
thus laterally displaced, and which will in any case be less than fifty per cent.
thereof, say generally from twenty to forty per cent.-is by a "drawing"
elongating action worked out so as to lengthen somewhat the reduced rail-end.
I have found that an elongation of about from one quarter to one-third of the total
.
"
or

page_text: length of the reduced part gives good results, that is to say, by subjecting from six.
to seven inches of the length of the rail end to the action of the dies, as presently
to be described, with a reduced or lapping part of say from nine to eleven inches in
length, more or less. But longer laps may be made by taking in a longer length
of rail-end, but the necessity of thickening the web, or, what amounts to the same
thing, deepening the head on the outer and under side, will render it necessary to
limit the drawing operation to an amount corresponding to less than fifty per cent.
of the metal operated on.
The method of operation thus described, may be practiced, among other ways, by
the use of clamping and movable dies, substantially such as are represented in the
drawing, but in which as shown, the rail is laid on its side, and the compressing
die, while moving in a vertical direction, actually acts laterally as regards the
rail-end, that is by a motion sidewise thereto, so as to compress the same in the
manner above described.
B, represents a U-shaped die box, the bottom of which through its clamping
portion, say from g, to g, (Fig. 9), is made of the shape of the side of the end g, it
is made of the same shape, except that beneath the web of the rail, a recess is
made, suitable for the formation therein of the thickened rib d, of Fig. 1. The
shape of this recess is shown by dotted lines 8, 8, in Fig. 9, and by full lines in
Fig. 12. The rail A, (its end being first properly heated) is laid in the box on its
side, with so much of its end projecting beyond the point g¹, as it may be desired
to work or compress in the manner described. A clamping die B, the lower end
of which conforms to the shape of the side of the rail, is then secured tightly in
place by a key k, or in other suitable way; and lugs and grooves-n, may be added
to ensure the accurate seating of the clamping die. The projecting rail-end is then
worked or operated on in succession, with or without reheating by a series of
movable any re-movable dies, D, D1, D2, in any desired number. Each die is
provided with guiding lugs n', which plays in grooves in the side walls of the die
box. Taking first the die D, its working face d, is made full at the end next
the clamp, but with only a moderate amount or degree of taper, or inclination
backward, toward the end abutment h¹, so that while its principal effect will be
directly to compress and flatten the adjacent side of the rail, and force the metal
over into the recess or depression 8, it will also to a moderate degree, tend to draw:
a portion of the metal forward toward the abutment h¹. The force to do this
work may be applied by the swaging blows of a power hammer or by a hydraulic
or other suitable press. This die having done its work, is removed, and a second
die D¹, is inserted and similarly operated. The working face d², of this die
approaches much more nearly a right line, so that its action is more completely.
a flattening and compressing one. Preferably it has a little drawing action, along
near its abutment h², so as with greater certainty to effect the drawing action
desired. This die is then removed, and the third or finishing die D², is inserted,
and operated as before. Its working face d³, conforms to the front face of the.
reduced part of the rail-end, as shown in Fig. 2. The rail is then reversed, its
opposite, end worked the same way on the opposite side, and the operation is
complete.
I have omitted specific description of the projections e², and the recesses es, in the
die-faces, by means of which to make the recesses c', and the projections f, of Fig. 2,
but these are an efficient auxiliary in getting a substantial joint. But other forms.
of irregular surfaces may be made on the lapping faces of the reduced rail-ends,
such that by interlocking with each other, the strength and stability of the joint
will be promoted, but such irregularities should in any event be comparatively
shallow or small, so that, as regards the amount of metal employed in making
them, they involve no substantial variation or departure from the requirement
above referred to, that the metal of the rail-end must be forced over laterally till
the flattened side is in or substantially in the vertical longitudinal middle plane of
the rail.
The work done by the first die D, or the second die D', may be divided, so as to

page_text: •
be done by two dies, each adapted to take up the work where the previous die left
it, and carry it on in the same direction. Hence I do not limit myself to any
particular number of dies, but believe three to be enough to ensure good product
with rapid working.. The shape of the working faces of the dies may also be varied
more or less, but the skilled constructor will always keep in mind the essential
requirements in the operation set forth, first, a compressing action which secures
the half rail-form, but thickened in the web, and second, a drawing action, the two
actions being relatively proportioned about as described.
•
.
The method of operation herein described is not limited to the use of the
dies described, as the same results may be secured, though less advantageously, by.
a rolling instead of a swaging or pressing operation. Thus one or more rolls
may take the place and do the work of the dies D, D1, D2, the rail being laid
on a reciprocating table die, with the upper half of the rail exposed above the
surface of the table, and the roll being so arranged that its work shall be done
progressively from the point g', to the end of the rail. Or the end may be
hammered down on an anvil die, or other like mechanism, or a combination of such
mechanisms be employed.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be. performed, I declare that
what I claim is
1. Railway rails having their ends swaged or pressed aside, and at the same time
thickened in the web and elongated, the swaged, thickened and elongated ends of
the adjoining rails being adapted to lap by each other and thereby form a
continuous tread equal in width to that of the rail; and equal or approximately
equal in strength to the body of the rail, substantially as set forth.
2. A railway joint consisting of two laterally swaged rail ends, lapping onto
each other in or approximately in the vertical central plane of the rails, each
thickened in its web, but having in cross section a less area of metal than the
original rail, substantially as set forth.
3. A railway rail swaged or pressed aside and having a longitudinally projecting
tongue c, a recess c¹, formed by said tongue and the head and flange of the rail, and
having a projection forming a continuation of the web in the recessed side of the
same, substantially as set forth.
4. The method of making rail joints which consists in laterally flattening each
end of the rail, but on opposite sides at opposite ends, down to the longitudinal
vertical plane of the middle of the rail, thickening the web on the outer side
thereof, and elongating the reduced end by means of dies, substantially as set
forth.
5. A die box B, B!, for clamping a rail and supporting its projecting end beyond
or outside the clamping point, in combination with a series of dies D, D¹, D², more
or less in number, for progressively elongating and flattening the rail end down to
the.vertical longitudinal middle plane of the rail, substantially as set forth.
6. In combination with the die box B, B', the dies D, D1, D2, three or more in
number, having working faces d¹, d², d³, substantially as set forth.
7. The series of dies D, D', D2, having each a recess 3, for the formation of
a tongue or projection 'c, substantially as set forth.
8. The die D², having recesses e³, and projection e², substantially as and for the
purpose set forth.
Dated t
A1 1004