AN IMPROVED WOODEN KEY FOR FASTENING RAILS IN RAILWAY CHAIRS
Year: 1876

page_text: LETTERS PATENT to James Sample, John Grantham, both of Blyth, and
Matthew Waddle, of Newsham, near Blyth, in the County of Northumberland,
for the Invention of "AN IMPROVED WOODEN KEY FOR FASTENING RAILS IN
RAILWAY CHAIRS"
PROVISIONAL SPECIFICATION left by the said James Sample, John Grantham,
and Matthew Waddle at the Office of the Commissioners of Patents on the
4th March 1876.
JAMES SAMPLE, JOHN GRANTHAM, both of Blyth, and MATTHEW WADDLE, of
Newsham, near Blyth, in the County of Northumberland. "AN IMPROVED WOODEN
KEY FOR FASTENING RAILS IN RAILWAY CHAIRS."
The object of our Invention is to prevent the wooden keys or wedges used for
securing rails to railway chairs becoming loose, which is often the case during a
hot dry season, thereby endangering the stability and safety of the railway
track.
To gain the desired end, we make the keys somewhat larger or thicker than
usual, and to get the required taper, in order to insert the key or wedge between
the rail and the outer jaw of the chair, we cut from out the tail end of the key or
keys a wedge-shaped piece, the apex or point of the gap being towards the head
of the key; consequently when the key is inserted in its place, and driven up
tight, the elasticity of the tines or prongs of the key keep it in its place, and com-
pensate for any shrinkage that may be caused by the heat and dryness of the
atmosphere.

page_text: SPECIFICATION in pursuance of the conditions of the Lotters Patent filed by
the said James Sample, Johu Grantham, and Matthew Waddle in the Great
Seal Patent Office on the 31st August 1876.
JAMES SAMPLE, JOHN GRANTHAM, both of Blyth, and MATTHEW WADDLE, of New-
sham, near Blyth, in the County of Northumberland. "AN IMPROVED WOODEN
KEY FOR FASTENING RAILS IN RAILWAY CHAIRS."
The object of our Invention is to prevent the wooden keys or wedges used for
the purpose of securing rails to railway chairs coming out or becoming loose, which
often occurs during a hot dry season, thereby endangering the stability and safety
of the railway track.
To gain the desired end we make the keys somewhat larger or thicker than usual,
and to obtain the required taper, in order to insert the key or wedge between
the rail and the outer jaw of the chair, we cut from out the tail end of the key or
keys a wedge-shaped piece, the apex or point of the gap being towards the head
of the key; consequently when the key is inserted in its place, and driven up
tight, the elasticity of the tines or prongs of the key keep it in its place, and
compensate for any shrinkage that may occur from the heat and dryness of the
atmosphere.
We will now proceed to describe our Invention more fully by the aid of the
accompanying Drawing, reference being had to the letters and figures marked
'thereon.
Figure 1 is a plan of our improved key in one of its simplest forms, and
Figure 2, an end view of the same at A.
Figures 3, 4, 5, and 6, are modifications of our improved wooden key to meet
various contingencies.
In all these Figures A is the tail; and B, the head of the wedge or key; C is
the gap cut out to form the two tines or prongs D, D*. The prong D is straight
(except in Figure 6, where a piece is sawn out to render the said prong more
elastic), and when in position lies close alongside the web of the rail, steadying the
saine against the inner jaw of the chair. When the key is driven home in the
chair the prong D* projects beyond the chair, as is usually the case, and performs a
double duty. In the first place the natural elasticity of the material of which the
key is made exerts a pressure against the outer jaw of the chair, and keeps the key
tight against the web of the rail, even in the dryest season, the gap C varying in
closeness as the dryness or humidity of the atmosphere shrinks or swells the key.
In the second place, the broad part d of the key presenting itself to the hind face
of the chair, not only offers an impediment to any tendency in the key to withdraw
that is likely to arise from the vibration of passing trains, but conduces to or pro-
motes the tightening up of the key.
We would remark that the gap C, Figure 1, may have the saw cut, which forms
the straight prong, continued a short distance into the body of the key, as shown
at C, and would add that the distance marked g should not exceed the dimension of
the key at h.
As before stated Figures 3, 4, 5, and 6 are modifications of our improved key.
In Figure 3 the prong D* has the inner tine a curved, and e is a hole bored through
the key before the gap is cut out. In Figuro 4 is shewn in addition a larger
circular hole fnear the tail end of the key, which is also bored out before the gap is
cut; when this key is driven home a conical or taper pin or bolt is driven in the hole,
and secured by any suitable means, the increasing diameter of the head of the pin
or bolt further expands the prongs, and increases the security of the rail. Figure 5
is a straight key with one or more saw cuts in the tail end, as shewn; Figure 6
has a piece sawn out of the back of the straight prong to render the same more
elastic.
Having now described the nature and object of our said Invention, together with
the manner of carrying the same into effect, we would remark in conclusion that

page_text: we claim, railway keys or wedges with gaps or saw cuts, substantially as and for
the purpose above described and illustrated on the accompanying Drawing, or any
mere modifications thereof.
In witness whereof, we, the said James Sample, John Grantham, and Matthew
Waddle, have hereunto set our hands and seals, the Twenty-ninth day of
August, in the year of our Lord One thousand eight hundred and seventy-
six,
JAMES SAMPLE.
JOHN GRANTHAM.
(L.S.)
(L.S.)
MATTHEW WADDLE. (L.S.)