IMPROVEMENTS IN THE EXISTING IRON RAILS OF RAILWAYS AND OF TRAMWAYS, AND IN THE CONSTRUCTION OF RAILS FOR FUTURE LINES OF RAILWAY AND TRAMWAYS.
Year: 1870

page_text: LETTERS PATENT to William Nelson Hutchinson, of Wellesbourne,"
Bideford, in the County of Devon, Lieutenant-General in Her
Majesty's Army, for the Invention of "IMPROVEMENTS IN THE EXISTING
IRON RAILS OF RAILWAYS AND OF TRAMWAYS, AND IN THE CONSTRUCTION OF
RAILS FOR FUTURE LINES OF RAILWAY AND TRAMWAYS.'
وو
-
COMPLETE SPECIFICATION filed by the said William Nelson Hutch-
inson at the Office of the Commissioners of Patents, with his Petition.
and Declaration, on the 30th July 1870, pursuant to the 9th Section
of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NELSON HUTCHINSON, of Wellesbourne, Bideford, in the County of
Devon, Lieutenant-General in Her Majesty's Army, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS
IN THE EXISTING IRON RAILS OF RAILWAYS AND OF TRAMWAYS, AND IN THE CON-
STRUCTION OF RAILS FOR FUTURE LINES OF RAILWAY AND TRAMWAYS," and have

page_text: petitioned Her Majesty to grant unto me, my executors, adminis-
trators, and assigns, Her Royal Letters Patent for the same; and have
made solemn Declaration that I am the first and true Inventor thereof.
NOW KNOW YE, that I, the said William Nelson Hutchinson, do
hereby declare that the following Complete Specification, under my hand
and seal, fully describes and ascertains the nature of the said Invention,
and in what manner the same is to be performed, in and by the
following statement thereof, reference being had to the Drawings here-
unto annexed, that is to say :-
I propose to attach flat or rounded steel plates or bars (Figure 2) to
the uppermost surface of all existing rails, whether much or little
injured by wear. Each steel plate to be of the width and length of a
rail, say about half an inch to an inch in thickness. I attach the plate
to the rail by rectangular headed metal bolts or rivets (Figures 7 and 8),
lying with the longer length of the heads in the direction of the rail
and with the sides which run in the same direction, cut at such an angle
that the upper part of the head is much wider than the lower. Corre-
sponding countersunk slots are cut in the plate to receive the heads of
the bolts (the tops of which are level with the uppermost surface of the
plate), and are so fitted to one another that the plate has no lateral or
vertical play, yet is allowed a little play in the direction of its length,
owing to the slots being made somewhat longer than the heads of their
respective bolts. Thus the plates are free to adjust themselves to the
varying contraction and expansion of the two metals (the steel and
iron) without injuriously affecting the required close connection between
themselves and the rail. The ends of the stems of the bolts after passing
in a slanting direction outwards through much of the body of the rail,
are firmly rivetted into oblong or angular countersinks on its side
(Figure 7), or are otherwise firmly fastened. The heads of the bolts
may be of steel, much of the stems of iron, in order that their expansion
and contraction may be similar to that of the metal with which they are
respectively in contact, and that from the comparative softness of the
stem the bolts may at any time be easily unrivetted.
The necessary portions of the ordinary double T pattern rail (Figure 1)
being removed for their insertion, which could be effected in existing
lines without displacing the rails, but in some instances their removal
might be preferred, clips in pairs on the steel plate (Figures 2 and 3),
through which clips and the rail rectangular (or otherwise shaped) bolts

page_text: pass are a further means of fastening the plate to the rail. These bolts
or rivets would probably be made of steel, and could at all times be
easily removed were their ends rivetted into countersinks on washers
instead of countersinks on the rail (as seen in Figures 3 and 5). The
centre of each steel plate lies over the contiguous ends of two con-
tiguous rails, and the clip at that central part of the steel plate being
long and deep (Figure 3) retains the end of those rails securely in
position. This clip could be made to grasp the rails with the greatest
stringency, or with whatever freedom might be found most judicious.
While rivetting the heated end of the bolt (A, Figures 3 and 5,) a
removable metal washer of the requisite thickness placed under the head
of the bolt would give the exact degree of lateral play considered most
desirable. Indeed, the plate being steel, the clip rendered elastic could
be made to clasp the rail with an elastic grasp, when the bolts, and there
might be several, according to the length of the clip, would govern the
extent to which it might be allowed to expand. The clip need not
necessarily form part of the plate. In certain cases, for instance where
the direction of the line changes, the clip would be used detached from
the rest of the plate. Could all jar be prevented great endurance would
manifestly be given to the retention of the chairs on their sleepers, and
great endurance also be given to all carriages (both to their springs and
bodies) from the absence of vibration, not to speak of the increased
comfort to travellers. Elasticity often gives strength, it always gives
"

page_text: Years ago Mr. C. T. Clarkson, the Patentee of a material composed
of alternate layers of leather, or linen cloth and sheets of fine cork, shewed
me a small piece (about an inch every way) that after being subjected
to several blows from one of the powerful steam hammers shewn at the
International Exhibition in 1862 had instantly resumed its first shape
and had lost none of its elasticity. He further said that no extreme
of climate would affect its properties, and manifestly ingredients. could
be added to it, or it could be saturated with a solution that would render
it distasteful to the White Ant and other destructive insects. A pad
could be made of thin layers of the elastic substance (each layer a solid
rectangle, say 4 inches × 2 × small inch) each enclosed in an
envelope of closely woven strong linen rendered waterproof and ad-
hesive. The flaps would prevent the elastic substance from spreading at
the edges when the layers (say, half a dozen or more placed one above
the other) were pressed into the required diminished bulk. One side of
the two outermost layers, would be somewhat rounded to fit into the
hollow on the side of the cast-iron chair. The packet of layers being
grasped by two large pliers (held horizontally in opposite directions) and
pressed into nearly half its original bulk, could, commencing at the
centre of the material, be gradually lapped vertically with twine, the
pliers gradually receding from the centre. This pad when forced into
its place on the chair would on the lapping being cut through (both at
the top and bottom) exert a constant firm pressure against the rail, yet
a pressure that would slightly yield to concussion. When finished it
would be in shape nearly a solid rectangle 4½ inches × 2, and nearly
2 inches in thickest part, but the exact size and form would necessarily
depend upon what might be the nature of the space left between the
chair and rail. Of course there are various means by which the pad
could be compressed into and be temporarily bound in its small compass,
but the described method seems simple, and the principle admits of
extension. After the pad is freed by the lapping being cut the bulging
out of its two ends beyond the chair would retain it in position and
save the platelayer all trouble. A coating of adhesive cement would
further tend to prevent any slipping aside. A very thin pad intervening
between the other side of the chair and rail would effectually prevent
all jar. A rim on the side of the pad retains it in position.
When hereafter casting chairs a large recess with a few pointed

page_text: which recess being filled by the swelling of the pad on its release from
the restraint of the lapping would yet more effectually prevent the
possibility of any shifting. To impart that elasticity to the rail through-
out the whole length, which would be no less conducive to the
préservation of the rolling stock than of the permanent way, these pads
would of course be placed on every chair. Possibly it might be found
advantageous to let the rail rest upon some waterproofed durable
material, say leather, placed within the chair, with the view of yet
more completely preventing vibration and jar. Following out the same
idea it might be advisable to place some substance, firm or pliable,
between the clip and rail, which could be easily managed. Should the
extremities of two contiguous rails be grasped by a chair, the necessary
space would be allowed for it at the centre of the lips of the clip, which
would elsewhere be, say about 4 inches deep, and a foot long, more or
less: The steel plate being of the same length as the rail, say 16 feet,
this large central clip, the clip at each end, and 4 rectangular headed
bolts running along the longitudinal centre (Figure 1) would make 7
fastenings, leaving an interval between them of about 22 feet, but both
kinds of fastenings might be fewer or more as found best, much
depending upon the good condition of the rails. A true direction could.
always be given to the drill boring the holes for the circular stems of
the rectangular headed bolts, were a small block (Figure 9) of hard
wood (or metal), pierced with a properly inclined hole momentarily
fixed to the rail whereever required to act as a guide to the drill. To
5 enable all traffic to be continued uninterrupted over the line while the
steel plates are being attached to the rails, a short plate with the end
nearest the approaching train, formed with an easy slope upwards, would
be temporarily fixed to the rail (probably by screws in the side) in advance
of and in contact with the steel plate last attached. Should no steel plate
be employed to protect the rail, yet it might be materially improved by
merely sinking such a large central clip (probably made of wrought or
case-hardened or malleable iron, Figure 5,) to the level of the surface of
the rail (cut away for such insertion as well as for slots for the bolts,
Figure 6,) and making it embrace the contiguous ends of two contiguous
5 rails. This would retain the ends permanently in position, for there
could be no lateral derangement, and the horizontal bolts would keep
the uppermost surfaces in one plane. Thus the parts of the rail that are
usually the most unsteady, most liable to abrasion, offer the most
resistance to progress of coned wheels, cause the most oscillation to

page_text: carriages, and demand most attention from platelayers would become by
very facile and inexpensive means the firmest and strongest. Supposing
the clip to remain stationary, each rail would be free to shrink from it in
cold weather.
Thus the interval between the two rails being covered
by the clip would be divided into two intervals, one on each side of the
clip, and be but little perceptible on the surface. By using such
shaped clips, if merely of the same metal as and cast with the ordinary
rails, lines, at but little if any increase of expense, could be laid down
yet more expeditiously than they are in America, and in a far more
secure and durable manner, and, what is of great importance, require far
less supervision. Of course I suppose the elastic pads to be employed
and that the ends of the rails are cast or formed into the necessary
shape to receive the connecting clips, which in reality become portions
of the surface of the rail, and were some of the rails expressly pre-
pared for curves by casting them towards the extreme ends with their
sides a little thinned or rounded off (Figure 1), the severest curves could
be laid down more nearly in a continued bend than is now practicable,
as the angular breaks would be diminished in acuteness from being
doubled in number.
Indeed on such severe curves as could be traversed by the powerful
locomotive furnished with the many broad cylindrical driving wheels I
recommended in a recent Patent, this clip, virtually a short connecting
rail, might with advantage have a bend in the middle. I propose,
should those cylindrical wheels ever be adopted, that in lieu of the
ordinary double I rail a single 1 rail be substituted, the broad part of
the rail (without unnecessary metal in it) being placed downwards, so as
to enter the corresponding hollow in the cast-iron sleeper.
An examination of much worn ordinary double T rails will shew that
it is at their edges they have most suffered, that their centres are little
worn, for coned wheels press upon the edge, the part least calculated to 3
sustain weight from there being no support vertically under it, whereas
cylindrical wheels would bear directly upon the vertically supported part
the centre. For this reason I propose that even for coned wheels these
inverted 1 rails be adopted, but having a thicker web (or stem) than
is now usual, and that, instead of standing perpendicularly as they 3
would for cylindrical wheels, that they be cast with a slight inclination
inwards (rounded on the inner edge, the uppermost surface nearly hori-
zontal) in order that the line of support shall be so far as is practicable

page_text: in the line of pressure, and that the guage on existing lines shall be
preserved.
With the adjuncts of the clip and pad, rails now on the eve of con-
demnation might be retained in position for cylindrical wheels, and have
a future useful existence far exceeding in years the duration of their
past service. I do not mean to assert that the pads and clips must
necessarily be used together, either could be separately adopted, but the
best results could only be obtained by their co-operation.
All the cuttings, as well as the several slots through which the
different bolts pass, are made longer in the direction of the rail than
their respective clips and bolts would otherwise require, in order that no
resistance may be offered to the varying contraction and expansion of
the two metals..
In Canada, where the rails are subjected to extreme alterations of
temperature, that no hard substances may ever interfere with the free
expansion of the metals, the longitudinal extremities of the cuttings and
slots could be sloped off to afford a passage for the escape of the said
substances, and the ends of the rails could be rounded. Any changes of
temperature would cause such little difference of bulk in the transverse
section of the metals that the difference between the two must be
practically nothing.
As regards the preparation of existing ordinary double T lines for the
clips, it could rarely occur that the intervals between the passing of
trains would not afford sufficient time for the necessary cuts being made
for the insertion of a certain number. Any way, the vertical cuts and
most of the horizontal could be effected in one interval to be completed
in the next, or a few spare rails might be temporarily substituted for
those being altered.
I propose
that in future as a substitute for or as an aid to the rectangu-
larly headed bolts that the iron rails be cast with short grooves or
hollows (in direction of length) in different parts along the centre to
receive corresponding projections proceeding from the bottom of the
steel plate, and that rectangular bolts (with slots similar to those before
described) shall pass transversely through the iron rail and steel pro-
jections. The steel plate would be the only part subjected to wear and
requiring replacing, the iron rail would remain in position an immense
time.

page_text: It is evident that the steel plate could, principally by means of the
rectangular headed bolts whose stems are in a slanting direction, be as
easily attached to the rails (in the 6-foot guage) lying on longitudinal
sleepers as to the ordinary double T rail.
However carefully tramways may be laid down the vibration arising
from constant traffic, and the shiftings on alterations of temperature
(consequent on the great difference between the contractions and expan-
sions of the metal rail and the wooden sleeper on which it is fastened),
must under existing arrangements sooner or later cause a certain
shakiness and displacement of the ends of the rails much similar to the
displacement of the ends of railway rails.
In tramway rails already cast I propose to guard against this evil by
boring holes at each end of and in the longitudinal direction of the rail
of about, say, 1½ inches deep and ¾ inches diameter, and when the rails
are laid down, or old ones relaid, to unite in every case the contiguous
ends of two contiguous rails by inserting two iron or steel bolts nearly
2 inches long and nearly 2 inches in diameter in the said holes. These
bolts would immoveably retain the several surfaces of the ends of the
rails, severally in the same places, yet innoxiously allow of any expansion
or contraction of the wood and metal however great might be the changes
of temperature. A reference to Figures 10 and 11 and to the explana-
tion of them will show what is meant. Two bolts are here recommended,
but the number would much depend upon the form of the rail.
For tramway rails cast hereafter to be laid on wooden sleepers, I
would recommend that circular or other shaped projections (say 1½ inches
long and in thickness) which would cause no increase of expense
should be left at one end and corresponding depressions at the other, so
that when the rails are laid down on a line the insertion of the pro-
jections into the depressions would permanently keep the sides in the
same vertical and the uppermost surfaces in the same horizontal planes.
The shifting of the ends of ordinary railway rails from the planes in
which laid at first could be in a great measure prevented, by following
out a modification of the plan just described for the locking of the ends
of the tramway rails. The ends of tramway rails might be yet more
effectually retained in position by a metal clip (say nearly 3 inches
wide) placed under them, a longitudinal projection on the inside of the
lip of the clip entering a corresponding groove cut out of the side of
rail, see Figure 13. About 1 inches of the usual rim would of course

page_text: be removed at the extremities of the rails. This would obviate the
necessity of having the end bolts, those most strained on changes of
temperature.
Durability being a great desideratum, instead of the wooden longi-
tudinal tramway sleeper usually adopted, which soon decays in this
country (and in many foreign lands would be destroyed by insects),
and the long iron bolts ever struggling with the sleeper on changes of
temperature, I propose giving such a wide iron base to the rail that it
shall lie securely on a bed of concrete. To effect this the bottom of
the inner side of the rail would have what I may describe as a hori-
zontal flange, say nearly a foot wide and about half an inch thick,
Figure 12. Tie-bars from the edges of the flange would connect the
right-hand rail to the left, and always prevent any alteration of guage.
In some instances the flange (or bed). might with advantage be extended
to both sides of the rail. If judged better there seems little reason,
except probably on the score of expense, why the ordinary tramrail
should not be attached to a wide bed of rolled iron (possibly divided
into parts) instead of resting on a perishable wooden sleeper.
Figure 1 is a plan or horizontal section through the uppermost part
of about half the ordinary iron rail, and the end of the contiguous
rail, showing what portions are removed for the reception of the clips
of the steel plate which is to be fixed on the rail, and also the holes
drilled for the admission of the circular stems of the rectangular headed
bolts.
Figure 2 is a vertical section through the side of much of the steel
plate and clips.
Figure 3 is a transverse vertical section through large steel clip and
through ordinary iron rail. It is obvious that for the lips (of the clip)
when tempered, to exert a constant elastic pressure against the sides of
the rail, they must have left the manufactory with the respective intervals.
between Y and Y¹, X and X', Z and Z', standing much closer together
than is here shewn, where they are represented after the expansion, con-
sequent on their having been forced down upon the rails. It will be
seen that the grasp of the clip (near X, X',) is strongest where the
resistance to steadiness is greatest. Probably it would be better to place
the bolts lower as shewn in Figure 5.
Figure 4 is a vertical longitudinal section through the centre of the
contiguous ends of two contiguous rails, showing two slots cut through

page_text: the rail for the reception of the rectangular bolts which prevent the steel
clip from lifting.
Figure 5 is a vertical transverse section through large wrought or
malleable or cast-iron clip and through ordinary iron rail.
Figure 6 is a vertical longitudinal section through the centre of the
contiguous ends of two contiguous ordinary iron rails, shewing what is
cut away for the reception of the large iron clip.
Figure 7 is a vertical transverse section through centre of rectangular
headed bolt, the steel plate and ordinary rail.
Figure 8 is a section through rectangular headed bolt taken parallel
to sloping side and through the centre of stem.
Figure 9 is a section of the guide (made of hard wood or metal)
momentarily attached to the rail wherever required to govern the
direction of the drill (or other instrument) piercing holes for the recep-
tion of the circular stem of the rectangular headed bolts.
Figure 10 is a transverse section through the end of a tramway rail,
showing the circular holes for the reception of half of the two steel
bolts before described, which bolts retain the sides and uppermost surface
of the contiguous ends of two contiguous rails respectively in the same
vertical and horizontal planes.
Figure 11 is a longitudinal section through the end of tramrail taken
through the centre of the hole marked A.
Figure 12, transverse section through tramrail with the proposed
flange to enable it to rest on a stratum of concrete instead of a perish-
able wooden sleeper thus doing away with all the vertical bolts.
Figure 13, transverse section through end of tramrail and clip.
Having now described the nature of my Invention and how I think
the same may best be carried into practical effect, I would observe
that when I speak of steel or iron I wish it to be understood that I
intend that sort or kind, however manufactured, to be employed which 3
from practical experience is found best suited to the special purpose
for which it may be required, and that I do not confine myself to the
precise details, arrangements, and dimensions I have named, as many
variations could be made in them without departing from the principle
or main features of the said Invention, but what I consider to be novel 3
and original and therefore claim, is,―

page_text: Firstly. Without being necessarily obliged to remove existing rails
from their position on a line of railway, the covering of the upper surface
of the said rails, whatever be their form and whether much or little
injured by wear, with a steel plate (or bar) or with a plate (or bar) of
wrought or produced iron, which shall constantly be in sufficiently close"
connection with the rail, and yet both plate and rail be free to expand
or contract according to all changes of temperature without detriment
to the efficiency of the line of rail.
Secondly. The covering of the upper surface of the rails of lines
hereafter constructed with a steel plate (or bar) of wrought or case-
hardened iron fastened to the rails with inclined bolts and with clips
in the manner I have described, and further with horizontal bolts
passing through projections on the under central part of the plate.
Thirdly. For existing lines and lines of railway hereafter constructed,
whether the rails be formed of iron or steel or partly of iron and steel,
that clip to clasp the contiguous ends (cast much in the form I have
described) of two contiguous rails; the whole upper surface of which
clip becomes a portion of the upper surface of the rail, whether the lips
confine the ends of contiguous rails by the springing embrace of steel
or case-hardened iron, or by the firm grip of ordinary iron.
Fourthly. The elastic pad, as I have termed it in the description, to
act as a sufficiently firm yet slightly yielding cushion between the chair
and rail, and the arrangement for still further diminishing jar by the
interposition of some tough substance between the other parts of the
chair and the rail, as before described.
Fifthly. The inverted T rail for coned wheels cast with a web or stem
thicker than is usual, but with less metal in the foot and having a slight
inclination inwards, as described.
Sixthly. The inverted T rail cast lighter than is usual for the many
cylindrical wheels attached to the long carriages described in my recent
Patent, and for the said rail to have a very unusual breadth on inclines.
Seventhly. The means of giving increased permanence to lines of
tramway by substituting for the perishable wooden sleepers and bolts,
a broad thin bed of iron (as described) to rest on a thick stratum of
concrete.
Eighthly. The clip placed under the ends of tramway rails with the
object of confining them (the ends) to the planes first given to them
on the line.

page_text: Ninthly. The projections on one end with corresponding hollows in
the other end of all rails as described, as an aid to retain them in proper
position on the line.
And, tenthly. I claim the means of giving increased stability and
permanence to tramways and to railways by the insertion, whatever be
the form of rails already cast, of a short metal bolt (or bolts) through
the face of the contiguous ends of two contiguous rails (half of the bolt
or bolts in each rail), and the casting of rails for the future with
projections on the face of one end and hollows of corresponding size
in the face of the other end, to the intent that the contiguous ends of
two contiguous rails being united, the projections entering the hollows
there shall be no lateral or vertical play between the ends of the two
rails, yet perfect freedom for all contractions and expansions consequent
on changes of temperature.
In witness whereof, I, the said William Nelson Hutchinson, have :
hereunto set my hand and seal, this Twenty-third day of July
One thousand eight hundred and seventy.
W. N. HUTCHINSON. (L.S.)
Lieut.-General.