Improvements in the Construction of Permanent Way for Railways and Tramways.
Year: 1890

page_text: Date of Application, 1st Dec., 1890
Complete Specification Left, 1st Sept., 1891-Accepted, 3rd Oct., 1891
PROVISIONAL SPECIFICATION.
Improvements in the Construction of Permanent Way for Railways
and Tramways.
1, JONATHAN EDWIN BILLUPS, of Cardiff, in the County of Glamorgan,
Engineer and Contractor, do hereby declare the nature of this invention to be
as follows:-
The main object of my invention is the construction of improved fastenings,
switches, and other devices to be used with that type or section of rail, known as
the "Barlow" rail, but certain parts of my said invention are also applicable to
other sections of rail.
The "Barlow" rail requires no sleeper, forming in itself a continuous sleeper and
rail combined, and for this reason it is particularly applicable for use in hot
climates, and for the construction of railways through wild and thinly populated
country.
The use of the "Barlow" rail, has, however, been discontinued for many years,
on account of the following objections-it was found difficult to bend to a curve.
without bulging and distortion. The joint fastenings which were employed made
no adequate allowance for contraction and expansion, while the points, switches and
crossings had to be made of a different section of rail.
I overcome the difficulty of bending by the use of a special form of press. The
said press consists of a box, or casing, within which the rail is laid. A saddle,
of the same section as the rail, fits over it and is forced or held down by a
perpendicular screw. Two horizontal screws are provided, one on each side, and
either screw is used according to the direction in which the rail is to be bent. The
aforesaid saddle effectually prevents any bulging or distortion.
My improved joint fastening may be made in various designs. According to one
form, I place a saddle under the ends of the rails, fitting their section, and upon
the upper surface of the sides or flanges, I place two plates of the same length as
the said saddle. Holes are provided through the saddle, the rail flanges and the
plates. The holes in the saddle are tapped with a right-hand thread and the holes
in the plates with a left-hand thread, or vice versa, while the holes in the flanges of
rails are elongated to allow for expansion and contraction, in the usual way.
Hollow bolts are employed, having one half cut with a right-hand, and the other
half with a left-hand screw. The holes through the bolts are round, or of other
suitable section, and a key is inserted to screw them up. A small vertical slot is
cut through one side of the entire length of each bolt, and when they are screwed
up, an iron plug is driven into the bolt, flush with the top. This plug has a ridge
or feather on one side, which enters the aforesaid slot and cuts into the thread in
the plates, thereby rendering it impossible for the bolts to work loose or to be
withdrawn and stolen, a very necessary precaution in lines passing through savage
countries. The bolts, after being screwed up, are preferably cut off flush with the
said plates and saddle.
According to a modified design, I employ a clip holding the rail ends above and
below; this clip is bent round the sides of the rail and then downwards at right
angles, and drawn together by right and left handed hollow screw bolts, which will
be plugged as before, passing through holes tapped with right and left-hand threads
in the said downwardly bent portions, thus obviating the necessity of the plates and
saddle.
Either form of fastening makes a rigid and secure joint, while at the same time
there is ample provision for contraction and expansion.

page_text: For crossings, I employ a steel casting, made to match the section of the rail, and
united thereto by my improved fastening aforesaid.
For the switches, I also employ a steel casting with fixed points.
One point is fixed slightly in advance of the other point and is protected by a
short check rail on the opposite side.
The points are so arranged that a train coming up the main line and meeting
the points is compelled to continue along the main line, it will run over the points
and cannot get on the branch line, but a train coming in the opposite direction,
along either the main or the branch line, can pass the points with equal facility
and get onto the main line. By this arrangement the services of a switch-man are
dispensed with and the points can never get out of order.
In cases however, where a movable point is desirable, I make a steel casting of
proper section and pivot a switch thereon.
The gauge of the line is maintained by ties formed of flat strips, or bars, bent
round at the ends over the outer flanges of the rails and secured thereto preferably
by my aforesaid hollow right and left-handed screw bolts.
Dated this 1st day of December 1890.
AMBROSE MYALL,
21, Cockspur Street, London, S.W., Agent. for the Applicant..
COMPLETE SPECIFICATION:
Improvements in the Construction of Permanent Way for Railways
and Tramways.
I, JONATHAN EDWIN BILLUPS, of Cardiff, in the County of Glamorgan,
Engineer and Contractor, do hereby declare the nature of this invention and in
what in manner the same is to be performed, to be particularly. described and
ascertained in and by, the following, statement :-
The main object of my invention is the construction of improved fastenings,
switches, and other devices, to be used with that type or section of rail known as
the "Barlow" rail, but certain parts of my invention are also applicable to other
sections ofi.rail:
The "Barlow" rail requires no sleeper, forming in itself a continuous sleeper and
rail combined; and for this reason it is particularly applicable for use in hot
climates and for the construction of railways through wild and thinly populated
country..
The use of the "Barlow" rail has been discontinued for many years on account.
of the following objections. It was found difficult to bend to a curve without
bulging and distortion; the joint fastenings which were employed, made no
adequate allowance for contraction and expansion, while the points, switches, and
crossings had to be made of a different section of rail.
By means of my invention the above objections are wholly removed.
In the accompanying: ten sheets of drawings:--
Fig is a cross-section through Z Z in Fig. 2 of a "Barlow" rail shewing, one
form of my improved joint fastening..
Fig. 2 is a plan of: Fig. 1.
Fig. 3 is a perspective view of the hollow bolt employed with the fastening. ·
Fig. 4 is a perspective view of a plug fitting the said bolt.
Fig.5 is a cross-section through YY in Fig. 6 of a "Barlow" rail; shewing. a
modified form of the above joint fastening.
Fig. 6 is a plan of Fig. 5.
Fig. 7 is a cross-section through! X X in Fig. 8 of a "Barlow" rail,.shewinga.
further modified form of joint fastening.
•
Fig. 8 is a plan of the underside of Fig. 7.
Fig. 9is a plan; shewing my method of constructing a crossing with a." Barlow,
rail.

page_text: Fig. 12 18 a pian, saewing the apputation on my ****p*
"Barlow" rail.
"
Figs. 13 and 14 are respectively cross-sections through U U and TT in Fig. 12.
Fig. 15 is a plan, shewing the application of movable switches to a "Barlow
rail.
Fig. 16 is a cross-section through S S in Fig. 15.
Fig. 17 is an elevation, partly in section through R R in Fig. 15.
Fig. 18 is a cross-section, and Fig. 19 a plan, shewing the application of my
improved tie to a "Barlow
rail.
Fig. 20 is a plan of my improved press for bending the "Barlow" and other
sections of rail.
Fig. 21 is a sectional elevation through QQ in Fig. 20.
Fig. 22 is a cross-section through QQ in Fig. 23 of a modified form of my
improved bending press.
Fig. 23 is a plan of Fig. 22.
Similar letters of reference denote similar parts throughout the drawings.
My improved joint fastening may be made in various designs. According to the
form shown in Figs. 1, 2, 3 and 4, in which A is the head and B B the curved side
flanges of a "Barlow" rail, I place a saddle D under the ends of the rails, fitting
their section, and upon the upper surface of the sides or flanges B B, I place two
plates EE of the same length as the saddle. Holes are provided through the
saddle, the rail flanges, and the plates.
The holes in the saddle are tapped with a left-hand screw thread and the. holes
in the plates with a right hand screw thread, or vice versa, while the holes in the rail
flanges are elongated to allow for expansion and contraction in the usual way.
Hollow bolts FF are employed, having one half cut with a right-hand and the
other half with a left-hand screw thread.
The holes through the bolts may be round, as shown, or of other suitable section,
and a small slot H is cut through one side of the entire length of each bolt, so that
a key of corresponding section can be inserted to screw them up. To make the
joint, the saddle D is placed in position under the rails, the bolts are just entered
into the holes in the saddle, and the plates E E laid in place on the ends of the bolts,
a key being inserted in the bolts, they are then rotated, and draw the saddle and
plates into close contact with the rails. An iron plug J is then driven into each
bolt, flush with the top.
This plug is formed with a ridge or feather J' on one side, which enters the
slot H and cuts into the screw thread in the plates and saddle, thereby rendering
it impossible for the bolts to work loose, or to be withdrawn and stolen, a very
necessary precaution in lines passing through wild or savage.country. The bolts
after being screwed up are preferably cut off flush with the plates and saddle.
"To open the joint, the plugs are punched out, when the bolts can be unscrewed
by inserting a key, as before described.
In the modified form of joint fastening shown in Figs. 5. and:6, a saddle D.and
plates E E are employed as before, but in place of the hollow right and left-hand
bolts F with plugs J, set screws F' are used, screwing into the saddle, but ordinary
fish-bolts may be used if preferred.
In the further modified form of joint fastening shown in Figs. 7 and 8, I employ
two clips K K holding the rail ends above and below. These clips are.bent round
the rail flanges, as shown, and then bent downwards at right-angles at K' K', and
drawn together by right and left-handed hollow screw bolts F, passing through
holes tapped with right and left-handed threads in the parts K¹ K².
The holes in bolts are plugged after insertion, as before described.
This modification substitutes two pieces for the two plates and saddle, while the
bolts being under the rail and in the ballast are less likely to be tampered.with.
Any of these forms of fastening makes a rigid and secure joint, while at the same
time there is ample provision for contraction and expansion.

page_text: For crossings, I employ steel castings, as shown in Figs. 9, 10 and 11, made to
match the section of the rail and united thereto by any of the forms of my improved
fastening aforesaid. In place of castings the crossings may, if preferred, be made
of wrought iron or steel, the necessary shape being obtained, partly by rolling and
partly by machining.
A is the rail head, L L the wing rails, and M M the guard rails.
For the switches, as shown in Figs. 12, 13, and 14, I also employ steel castings
with fixed points cast on them, or rolled and machined pieces, as above described.
A A are the rails of the main line, and A' A¹ the rails of a branch or loop line,
N N are the fixed points, and P P the check or guard rails.
The point N on the main rail is fixed slightly in advance of the point N' on the
branch rail, and the check rail P extends far enough to hold the wheel flanges
against its rail, until the wheels have taken the point N.
By this means a train coming along the main line in the direction of the arrow,
will be compelled to continue along the main line A A, it will run over the points
and cannot get on the branch line A¹ A', but a train coming in the opposite
direction along either the main or branch line, can pass the points with equal
facility. By this arrangement the services of a switchman are dispensed with and
the points can never get out of order.
1
In cases however, where movable switches may be necessary I make steel castings
or forgings of the form shown in Figs. 15, 16 and 17, and pivot switches a a thereon.
These switches may be worked by a weighted lever as shown in Fig. 17, or in any
other suitable manner.
For preserving the gauge of the line, I employ ties formed of flat strips or bars b,
Figs. 18 and 19. These bars are bent round at the ends cover the outer flanges
of the rails, and the part is depressed below the main part b, forming a shoulder c¹
against which the inner flange of. the rail abuts. The tie is secured to the inner
flanges, preferably by my aforesaid hollow right and left-handed screw bolts F
and plugs J.
These ties are also shown, on a reduced scale, in Figs. 9, 12, and 15.
The arrangement of fixed points shown in Fig. 12 is applicable to rails of any
section, the castings or forgings being made to suit the particular pattern of rail
employed in each case.
The difficulty of bending the "Barlow" rail is completely overcome by the
use of my improved press. This press, as shown in Figs. 20 and 21 consists of a
strong rectangular box or casing e, having an aperture in each end of the same
shape as the rail section. f is a block also provided with a similar aperture g, and
sliding transversely between guides on the bottom of the box. It is prevented
from rising by a stud i and nut j, working in a slot k, or other suitable arrangement.
Two powerful horizontal screws ll are fitted, one in each side of the box, and bear
upon the ends of the block f.
The rail being inserted in place, any required amount of curvature may be given
by slackening one screw to act as a stop, and then screwing in the other till the
block abuts against it. The said block effectually prevents any bulging or
distortion. The press can be fitted with wheels m, as shown, to travel along the
line, or it can be arranged to bolt to a foundation, as shown in Figs. 22 and 23. By
altering the form of the apertures my improved press can be used for bending other
sections of rail, which cannot be conveniently bent with the ordinary appliances.
In Figs. 22 and 23, a box or casing e, block f and screws are employed as
before, but in place of the stud i with nut for holding down the block f, a vertical
screw n is employed bearing on the top of the block with sufficient pressure to keep
it down, while permitting it to slide under the action of the horizontal screws.
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. A rail joint, consisting of a saddle D on the underside of the rail flanges, and

page_text: plates E E on the top of the flanges having holes tapped with right and left-
hand screw threads respectively; and drawn together with bolts, each cut with
a right and left-hand screw thread.
2. A rail joint, consisting of a saddle D on the underside of the rail flanges,
plates E E on the top of the flanges, having holes tapped with right and left-hand
screw threads respectively, hollow bolts F each cut with a right and left-hand screw
thread and having a slot H cut therein, and a plug J having a feather J',
substantially as set forth, with reference to Figs. 1, 2, 3, and 4.
3. In a rail joint or fastening, the use of a hollow right and left-hand screw
bolt F, having a slot H, in combination with a plug J, having a feather J,
substantially as and for the purpose set forth.
66
4. The combination with a Barlow," or other similar section of rail, of a
fastening or joint, consisting of a saddle D fitting the underside of the rail, and
plates E E united by right and left-hand screw bolts F, or set screws F', or ordinary
fish bolts, substantially as set forth.
5. The combination with a flange rail of a fastening or joint, consisting of
clips K K, provided with downwardly projecting pieces K' K₁ united by right and
left-hand hollow screw bolts F, substantially as set forth with reference to
Figs. 7 and 8.
6. The combination with a "Barlow," or other similar section of rail of a
crossing consisting of a casting or forging conforming to the general section of the
rail, substantially as set forth with reference to Figs. 9, 10 and 11.
7. In a "Barlow" or other section of rail, fixed points, consisting of a casting or
forging conforming to the general section of the rail, and having the main line
point N in advance of the branch line point N¹, and the guard P₁ in advance of the
guard P, so that a train meeting the points must proceed along the main line, while
a train coming in the opposite direction on either line can pass the points with
equal facility, substantially as set forth with reference to Figs. 12, 13 and 14.
66
8. The combination with a Barlow," or similar section of rail, of a casting or
forging, conforming to the general section of the rail, and provided with shifting
points a a, substantially as set forth with reference to Figs. 15, 16 and 17.
9. The combination with a flange rail of a tie formed of a strip b, having
recessed parts, clips c, shoulders c' and hollow right and left-hand screw bolts F,
with plugs J, substantially as set forth with reference to Figs. 18 and 19.
10. A press for bending a "Barlow," or similar section of rail, consisting of a
frame e, having apertures matching the rail section, a block with a similar
aperture working in guides h h, and held down by a stud i, and nut j, or other
suitable device, and operated by screws 11, substantially as set forth with reference
to Figs. 20 and 21.
11. A press for bending a "Barlow," or similar section of rail, consisting of a
frame e, having apertures matching the rail section, a block with a similar
aperture, held down by a screw n, and operated by screws 1 l, substantially as set
forth with reference to Figs. 22 and 23.
Dated this 1st day of September 1891.
AMBROSE MYALL,
21, Cockspur Street, London, S.W., Agent for the Applicant.