US91736A - Improved railway-rail joint - Google Patents

Description

FRITZ & SAYRE.

Railway. Rail Joint.

Patented June 22, 1869.

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JOHN FRITZ AND ROBERT H. SAYRE, OF BETHLEHEM, PENNSYL- VANIA.

Letters PatentNo. 91,736, dated June 22, 1869.

IROVED RAILWAY-RAIL JOINT.

The Schedule referred to in these Letters Patent and'making part of the same.

To all whom it may concern Be it known that we, J onn FRITZ and ROBERT H. SAYRE, both of Bethlehem, county oil-Northampton, State of Pennsylvania, have invented an Improved Rail-Joint; and we do 'hereby declare the following to be a full, clear, and exact description of the same.

Our invention consists-- First, in forming one of the splicing-bars in the manner described hereafter, so as toinipart vertical rigid ,ity and lateral strength to the same, .and afiord a fiat bearing-surface for the nuts.

Second, in so waving one or .both of the splicingbars, at the points where the bolts for securing the same occur, that they will confine the railswith a constant grip. n v

In order to enable others skilled in the art to make and apply our invention, we will now proceed to describe its construction and operation, reference being had to the accompanying drawing, which forms a part of this specification, and in which- Figure 1 is aside view of our improved rail-joint;

Figure 2, a transverse section on the line 1-2, fig. 1 and Figure 3, a plan view, partly in section.

A and A are the adjacent ends of two rails, which have the usual. treadweb b, and lower flanges d and d.

, The joint consists of two splicing-bars Band B, of

the peculiar form, and fitted one to each side of the rails, in the peculiar manner illiistrated in fig. 2.

Four bolts, e, pass through the splicing-bars, and two of these through thesweb of one rail, and two through that of the adjacent rail. I

It will be observed that the bar B is recessed on the inside; that its upper end fits snugly tothe rail at f, where the tread meets the web of the rail, and that the inclined lower surface of'thc bar bears against the inclined 'upper surface of the flange d of the rail, and extends to a point'outside of the edge of the tread, or head of the rail.

By this arrangement, the web h, of the splicing-bar B, is at a greater distance from the web of the rail than ordinary splices, an advantage which will be apparent on noting the line a:, fig. 2, which designates the direction of the resistance presented, by the bar B, to the strains to which the rail is subjected by passing trains, the bar, in fact, being a diagonal brace for the rail. Moreover, the. greater the distance of the web of the bar from that of the rails, the greater will be the lateral rigidity imparted to them by the bar.

At the lower edge ofthe bar B is a projection, n, the lower edge of which is on a level with the under surface of the rail, and, with the latter, rests on the sleepers, to which it is confined by the usual spikes.

appropriate lengths.

We claim as our invention, and desire to secure by The rails have thus a broader bearing-surface where the joint occurs than elsewhere, and the lateral rockifig of the rails is resisted by this broad bearing, at a point where lateral steadiness is of the greatest importance.

At the same time, this downward extension of the splicing-bars imparts additional vertical and lateral rigidity to them. The above remarks will apply, with equal force, to the splicing-bar B, which possesses the features described, although differing in form from the bar B, a difi'erence demanded, in some respects, by the necessity of making the bar fiat on the outside, at y, for the nuts to bear against. V

The upper edge of the splicing-bar B, which is fitted to the inside'of the-rail, must, of necessity, terminate at such a point as not to interfere with the flanges of the car-wheels; but the bar B, on the outside of the rails,i's-carried upwards, at m, so that additional vertical rigidity may be imparted to the bar.

It will be seen, without further description, that our improvement possesses the advantages of imparting both lateral and vertical rigidity to the rails, at the joint, and insuring a broad and steady bearing on the sleepers. v

On reference to fig. 3, it will be observed that the splicing-bar B is slightly waved where the bolts occur, or, in other words, the bar is not in absolute contact with the rails at this point. Hence, on tightening the nuts of the bolts, the bar will yield to a very limited extent, it is true, but sufiicient elasticity is imparted to the bar, by this waving of the same, to insure a continued pressure, tending to force the two bars toward each other, and grip the rails with a force constantly exerted.

It will be understood that the splicing-bars are made of wrought-iron, rolled to the desired shape, and cut to Letters Patent- 1. The splicing-bar B',-having a flat surface, 3 and projecting rib m, for the purpose described.

2. The within-describedwaves, made in one or both of the splicing-bars of a rail-joint, where the bolts occur, as and for the purpose set forth. I

In testimony whereof, we have signed our names to this specification, in the presence of two subscribing witnesses.

JOHN FRITZ. ROB. H. SAYBE.

Witnesses: I

H. STANLEY Goonwm, I

H. S. KITOHEL.

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