Improvements in or relating to Rail Joints.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in or relating to Rail Joints.
I, WALTER HAYES FITCH, of Indianapolis, State of Indiana, United States of
North America, Gentleman, do hereby declare the nature of this invention to be as
follows:
My invention relates to a new and novel means for splicing or connecting together
the ends of the rails comprising railways in that class of joint commonly termed a
suspension-joint, in which the rails are connected between two cross ties and consists
of a pair of angle-bars having integral re-inforced truss-plates supporting an
adjustable wedge controlled by means of a locking-bolt and nut, all of peculiar
construction and arrangement whereby the abutting rail ends are rigidly secured
vertically and laterally with relation to each other and the joint strengthened
vertically, as will be described in detail hereinafter.
The object of my invention is to provide a suspension-joint having a vertical
strength equal to any other portion of the rails to which it is connected, which shall
be capable of application to rails already in use without alteration of the rails or
roadway, which shall be reliable in securing the rail ends rigidly in relation to one
another, and which may be readily adjustable, and capable of being tightened after
long use shall wear the parts sufficiently to cause a slight looseness of the parts.
A further object is to provide a joint which shall so bind the rail ends vertically
and re-inforce the joint that as a car wheel is about to leave one rail its load is
partly sustained by the abutting rail before the weight is directly transferred to
it by the wheel passing on to it, and so when it receives the direct load, part of the
weight is transferred through the joint connections to the rail the wheel has passed
from, as would be the case where a wheel passes over any given portion of a con-
tinuous rail.
With these objects in view my invention is of few parts, cheaply manufactured,
and is durable and economical in use. It has furthermore the advantage of pre-
venting the ends of the rail heads from becoming flattened by the passing car
wheels.
Referring to the drawings:-
:―
Figure 1 represents a side elevation of a T-rail joint embodying my invention.
Figure 2 represents a side view of the outside of one of my angle-bars or splice-
bars.
Figure 3 represents a like view of the companion splice-bar, the two bars being
identical except at the part where the wedge and bolt passes through.
Figure 4 is a transverse sectional view through the longitudinal centre of bars
at rail joint; and
Figure 5 is a similar view, but showing my improvements as applied to a street
rail.
In adapting my invention to the various forms of rails in use, the only modifica-
tion necessary is to make the upper portion of the splice bars of such height as to
conform to the under side of the rail head to which they are to be applied.
In the drawings A designates abutting rail ends of the form in common use in

page_text: steam railways and I illustrate a form of rail usually used for street or electric
railways. The two splice-bars required for a joint are designated by B and B.
Both are provided with bolt-holes g to receive the usual form of bolt C by which
the bars are secured to the rails.
In constructing my devices, I make the splice-bars of the usual form, so that the
upper edge shall bear against the under side of the rail head, and the bottom of the
horizontally inclined angle shall bear against the upper side of the rail flange
while the vertical portion of the bar does not have a contact with the web of the
rail. Each splice-bar has at its central portion an apron-like flange b extending
vertically downward from the horizontal flange and is an integral part thereof. At
the central portion a of the vertical flange is a re-inforced portion d of increased
thickness to provide additional strength and provide sufficient bearing surface for
the keying or wedging device. This re-inforcing may be all applied at the inside
of the plate as shown, or partly at the outside, as may be desired. From the central
part where the depth of the flange is greatest, the lower edge tapers to the ends e,
the length being designed to occupy the space usually allowed between two cross-
ties F.
The splice-bar B has through its vertical angle-plate a rectangular opening G
having centrally at its lower side a notch h, but in some cases I may provide instead
a separate bolt-hole similarly located. The bar B₁ also has through its vertical
angle-plate a rectangular opening H of the same width but less depth than the
opening G of the opposite bar, and has also a hole n, having screw-threads, below.
These openings are situated at the reinforced portions d, and the upper edges of
the rectangular openings are higher, when applied to a rail than the bottom thereof,
to afford clearance for the wedge when pressing against the rails.
I make a wedge E having a head turned downward as shown but in some cases
I form the head at one side of the wedge, in which case the openings to receive the
bolt are located at one side of the rectangular openings of the splice-bars instead
of below. The head of the wedge has a bolt-hole, or it may have instead a notch
to receive the body of the retaining bolt D. In some cases the head is recessed
to take in the bolt-head flush. This bolt has its end threaded a suitable distance,
and fitted thereon is a threaded nut of usual form.
In assembling and using my devices, the pair of splice-bars are bolted to the
rails in the usual manner, the wedge is inserted into the opening G and through it
into the opening H, and driven up solidly, the bottoms of the openings being bevelled
to conform to the bevel or taper of the wedge, and forming a rigid support for the
wedge, while its upper side bears hard against the under side of the abutting rail
ends, forcing the rail flanges solidly against the horizontal flanges of the splice-
bars, the latter being further supported by contact with the under side of the rail
head. The bolt D is then inserted and its end screwed into the hole n until its head
bears against the wedge-head, and to secure it against jarring loose, the lock-nut
is screwed on and seated against the flange.
It will be understood that the various parts are suitably made of iron or steel,
and formed in the manner well known in the art to which they appertain.
Dated this 25th day of March 1897.

page_text: in what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
My invention relates to a new and novel means for splicing or connecting together
the ends of the rails comprising railways in that class of joint commonly termed a
suspension-joint, in which the rails are connected between two cross ties, and consists
of a pair of angle-bars having integral re-inforced truss-plates supporting an
adjustable wedge controlled by means of a locking-bolt and nut, all of peculiar
construction and arrangement whereby the abutting rail ends are rigidly secured
vertically and laterally with relation to each other and the joint strengthened
vertically, as will be described in detail hereinafter.
The object of my invention is to provide a suspension-joint having a vertical
strength equal to any other portion of the rails to which it is connected, which shall
be capable of application to rails already in use without alteration of the rails or
roadway, which shall be reliable in securing the rail ends rigidly in relation to one
another, and which may be readily adjustable,and capable of being tightened after
long use shall wear the parts sufficiently to cause a slight looseness of the parts.
A further object is to provide a joint which shall so bind the rail ends vertically
and re-inforce the joint that as a car wheel is about to leave one rail its load is
partly sustained by the abutting rail before the weight is directly transferred to
it by the wheel passing on to it, and so when it receives the direct load, part of the
weight is transferred through the point connections to the rail the wheel has passed
from, as would be the case where a wheel passes over any given portion of a con-
tinuous rail.
With these objects in view my invention is of few parts, cheaply manufactured,
and is durable and economical in use. It has furthermore the advantage of pre-
venting the ends of the rail heads from becoming flattened by the passing car
wheels.
Referring to the drawings filed with the Provisional Application.
Figure 1 represents a side elevation of a T-rail joint embodying my invention.
Figure 2 represents a side view of the outside of one of my angle-bars or splice-
bars,
Figure 3 represents a like view of the companion splice-bar, the two bars being
identical except at the part where the wedge and bolt passes through.
Figure 4 is a transverse sectional view through the longitudinal centre of bars
at rail joint-and
Figure 5 is a similar view, but showing my improvements as applied to a street
rail.
In adapting my invention to the various forms of rails in use, the only modifica-
tion necessary is to make the upper portion of the splice bars of such height as to
conform to the under side of the rail head to which they are to be applied.
In the drawings A designates abutting rail ends of the form in common use in
steam railways and I illustrates a form of rail usually used for street or electric
railways. The two splice-bars required for a joint are designated by B and B¹.
Both are provided with bolt-holes g to receive the usual form of bolt C by which
the bars are secured to the rails.
In constructing my devices, I make the splice-bars of the usual form, so that the
upper edge shall bear against the under side of the rail head, and the bottom of the
horizontally inclined angle shall bear against the upper side of the rail flange
while the vertical portion of the bar does not have a contact with the web of the
rail. Each splice-bar has at its central portion an apron-like flange b extending
vertically downward from the horizontal flange and is an integral part thereof. At
the central portion a of the vertical flange is a re-inforced portion d of increased
thickness to provide additional strength and provide sufficient bearing surface for
the keying or wedging device. This re-inforcing may be all applied at the inside
of the plate as shown, or partly at the outside, as may be desired. From the central
part where the depth of the flange is greatest, the lower edge tapers to the ends e,

page_text: the length being designed to occupy the space usually allowed between two cross-
ties F.
The splice-bar B has through its vertical angle-plate a rectangular opening G
having centrally at its lower side a notch h, but in some cases I may provide instead
a separate bolt-hole similarly located. The bar B₁ also has through its vertical
angle-plate a rectangular opening H of the same width but less depth than the
opening G of the opposite bar, and has also a hole n, having screw threads, below.
These openings are situated at the reinforced portions d, and the upper edges of
the rectangular openings are higher, when applied to a rail than the bottom thereof,
to afford clearance for the wedge when pressing against the rails.
I make a wedge E having a head i turned downward as shewn but in some cases
I form the head at one side of the wedge, in which case the openings to receive the
bolt are located at one side of the rectangular openings of the splice-bars instead
of below. The head of the wedge has a bolt-hole, or it may have instead a notch
to receive the body of the retaining bolt D. In some cases the head is recessed
to take in the bolt-head flush. This bolt has its end threaded a suitable distance,
and fitted thereon is a threaded nut of usual form.
In assembling and using my devices the pair of splice-bars are bolted to the
rails in the usual manner, the wedge is inserted into the opening G and through it
into the opening H, and driven up solidly, the bottoms of the openings being bevelled
to conform to the bevel or taper of the wedge, and forming a rigid support for the
wedge, while its upper side bears hard against the under side of the abutting rail
ends, forcing the rail flanges solidly against the horizontal flanges of the splice-
bars, the latter being further supported by contact with the under side of the rai!
head. The bolt D is then inserted and its end screwed into the hole n until its head
bears against the wedge-head, and to secure it against jarring loose, the lock-nut
is screwed on and seated against the flange.
It will be understood that the various parts are suitable made of iron or steel,
and formed in the manner well known in the art to which they appertain.
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. In a rail point, the combination of the fish-plates BB₁ having flanges b,
reinforced centrally at d and provided with the opening GH and also the screw-
threaded openings hn--a wedge E passing through the apertures of the fish-plates
beneath the rail and having a head with bolt hole--and the bolt D passing through i
and hn, having a screw nut at its threaded end, by means of which the device can
be tightly clamped together, all substantially as described with reference to the
drawings.
2. The improved rail joint constructed and operating substantially as described.
Dated the 24th day of January 1898.
W. P. THOMPSON & Co.,
Of London, Liverpool, Manchester and Birmingham,
Patent Agents for the Applicant.