I have a photo or two of compromise joint bars that are 3 bolts for the heavier rail, 2 bolt for the lighter. I no longer recall what the relative rail weights are, but I agree that there are still plenty of 4 bolt joint bars out there, on lighter rail sidings and such.
Dave Nelson
The 4 track New Haven main line used 6-bolt bars. Seems they were there from when I was young (1950's) until it was finally all replaced with welded rail (1980's).
I'm guessing that the 6-bolt bars were used from the last time the stick rail was upgraded. 1930's, perhaps?
Yes, 4 bolt bars are still in use. Mostly in yards and secondary tracks. You can see 6 hole bars with only 4 bolts used on some main tracks. They won't be higher speed main lines, but slower secondary and branch lines.
Jeff
Railroads relied on various trade organizations and engineering consortiums. A.R.E.A., A.S.T.M and A.R.A. are a few. They came up with metalurgy and design characteristics. The railroads, of course, would use their own engineers to 'personalize' these recommendations for their own conditions.
I forget the exact statistic but I read something about the rail on the 'Curve' needing to be replaced something like every eighteen months or thereabouts.
Here's a shot from April of 1948 near the Curve On the Pennsy main:
12 Two K4s and a T1 near Gallitzin April 1948 by Edmund, on Flickr
Six-bolt splices have arrived here. The Pennsy was known for its extensive use of heavy rail, some of it at 155 Lb. per yard.
This six-bolt joint bar dates to 1908:
PRR Six Hole Splice, 100 lb. 1908 by Edmund, on Flickr
—and this is from 1946 showing a splice for the 155 lb. rail:
PRR Six Hole Splice Bar 155 LB rail by Edmund, on Flickr
Cheers, Ed
Ed.
Thank you. I know that the transition bars were longer six bolt affairs. Even some insulated joints were six bolt too. But a majority of rail of different weight used the 4 bolt bars. Even on the Broadway of horseshoe curve you can see 4 bolt bars with decapods dragging hoppers behind. I was just wondering if there was some time period or the reason for a change.
Don't knock yourself out digging around. Like I said. It's just something that would run through my head and I had to ask.
Pete.
I seem to recall seeing quite a few six-bolt joint bars in use at least by the 1940s as loadings and the corresponding rail weights increased. There may be a cutoff as far as rail weight goes as it seems most of the 100 lb. and over weights use a six bolt bar.
NYC Rail Data 1942 Joint Bar by Edmund, on Flickr
I think the maximum rail weight in use on the NYC at the time was a 127 lb. Dudley section. There was a design of a joint bar that had more of a clamping arrangement that fully surrounded the rail base. I'll have to do some digging to find that.
Rail tended to sag at the ends and a longer joint bar provided better support but also required the additional bolts. Some rail was specifically hardened toward the ends.
How about a 'compromise' joint bar?
track bars 2 by Edmund, on Flickr
Interesting.
If I find more I'll add it.
Regards, Ed
As a steam to diesel transition modeler. Looking at thousands of photos through the decades I have noticed that the early 1900s to around the 1970s that mainline track used 4 bolt joint bars. You rarely see any 6 bolt joint bars until the use of continuous welded rail came into favor. Is it an FRA regulation on the length of joint bars or standard practice? Are 4 bolt joint bars even used today?
Just some silly things that ricochet around in my head sometimes.