US1269714A - Combined railroad-rail and joint. - Google Patents

Description

f P.- KIMACK. COMBINED RAILROAD RAIL AND JOINT.'

APPLICATION FILED AUG-3. 1917.

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y Afzorhey Patented June 18, .1918.

' PETER KIZIVLACK, OF ST. LOUIS, MISSOURI.

I COMBINED RAILROAD-BAIL Ann comm.

Specification of Letters-Patent. .Pafented June 18,1918.

Application filed August 3, 1917. Serial No. 184,194. I

To all whom it may concern:

Be it known that I, PETER KIMAGK, a citizen of the United States, and resident of St. Louis, in the State of Missouri, have invented certain new and useful Improvements in Combined Railroad -Rails and Joints, of which the following is a specification containing a full, clear, and exact description, reference being had to the accompanying drawings, forming part hereof.

My invention relates to improvements in combined railroad rails and joints and has for its object the construction of a railroad rail provided with the usual ball and having a base flange provided with zigzag recesses to prevent the rail from creeping, and the said rail being further provided on its web portion with a series of ribs, which increase the strength and the rigidity of the rail, and a further provision of fish plates, provided with longitudinal recesses adapted to receive the ribs on the web portion of the rail, thus forming at the juncture of the rails, a practically rigid joint.

In the drawings:

Figure l is a transverse section of the rail and fish plates taken on the line 11 of Fig. 3 looking in the direction of the arrows;

Fig. 2 is a bottom plan view of the rail base; and

Fig, 3 is a side elevation of rail sections and the fish plates applied thereto forming a rail joint.

Referring to the drawings by numerals, 4 indicates the ball of my improved railroad rail which is of the usual standard construction for an eighty pound rail. 5 indicates the rail base which is provided on its underneath surface with a series of zigzag depressions 6 extending transversely of the rail base to within about three-quarters of an inch from the edge on each side; said depressions are about one-eighth of an inch deep, about one inch apart from center to center and about one-half inch wide, and are formed throughout the rail length. The function of these recesses, is to prevent the rail from creeping on the ties when the rail is positioned on the ties; the walls of the recesses will work and cut their way into the ties and thus prevent longitudinal and lateral movement of the rail. 7 indicates the web of my improved rail which has a central portion 8 of the standard thickness for an eighty pound rail, and where the web is joined with. thehead 4: and base flange '5, the thickness is somewhat greater as shown in Fig. 1. Formed adjacent to the-base flange 5 but spaced apart therefrom on each side of the web, there is a longitudinal rib or projection 10, and

formedadjacent to thehead 4 but spaced apart therefrom on each side of the web, there is a'longitudinal rib or projection 11;

the ribs 10 being spaced apart from the ribs 11. The function of these ribs is to strengthen the web, both vertically and laterally and further in forming the joint; these ribs answer as brace shoulders for shoulders carried by the fish plates. In Figs. 1 and 3 I have illustrated a rail oint wherein my improved rail is used. In making the joints, especially designed fish plates 12 and 18 are employed. These fish plates are alike in construction and the novel feature of construction of the fish plates is a provision on the inside face of the fish plates of a longitudinal groove 14 in the fish plate 12, and a longitudinal groove 15 of the fish plate 13 adapted to receive the ribs 11.

of the web, and longitudinal grooves 16 and 17 adapted to receive the ribs 10. When my improved fish plates have been applied, it will be observed that the rail is supported by its head 4 resting on the top of the fish plates and also the ribs 10 and 11 resting in recesses formed in the fish plates. In other words, the fish plates support the rail in three places, thus making a perfectly rigid joint. My improved rail is not only highly desirable informing a rigid joint as herein described, but by its construction forms a very strong rail between the joints, as the ribs carried by the web add strength and rigidity to the rail throughout. In fact, an eighty pound rail constructed according to my invention is approximately as strong as a one hundred pound rail of the ordinary construction.

While I have shown two projecting ribs on each side of the web, this number may be varied, and the position of the ribs may be differently located with respect to the ball and base; and while I have shown my improvement on an ordinary running rail, the same may be used 011 a siding rail and it is especially desirable for a switch point rail. It will be noted that a switch point rail constructed with the strengthening ribs as shown, will be much stronger and resist more lateral pressure than those with an ordinary web. In the manufacture of my improved rail, the 'ribs or projections are formed on the web simultaneously with the rolling of the rail, and the depressions 6 are also formed by rolling.

Having thus described my invention, what I claim is:

A combined rail and joint comprising a rail provided with a ball, web, and base flange, said base flange beingprovided on its underneath surface with a smooth plain margin on each side, and with a ,series of zigzag depressions formed intermediate of and extending above said margins, and the web of said rail being vprovided on each side with a series of parallel longitudinal ribs there being bolt openings between the ribs and spaced therefrom, and a pairofifish plates provided with recesses or grooves adapted to receive the ribs of the rail web, the said fish plates being provided with spike openings.

In testimony whereof, I have signed my name to this specification, in presence of two subscribing witnesses.

PETER KIMAGK.

WVitnesses CLARA L. PRATT, P. O. WVEGENER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.

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