IMPROVEMENTS IN AND CONNECTED WITH TRAM-RAILS AND IN WHEELS TO BE USED THEREWITH
Year: 1885

page_text: "
LO De Used therewith.
I, GEORGE HOOкHAм of New Bartholomew Street, Birmingham, in the County
of Warwick, Manufacturer, do hereby declare the nature of said invention for
IMPROVEMENTS IN AND CONNECTED WITH TRAM-RAILS AND IN WHEELS TO BE
USED THEREWITH," to be as follows:-
.
The objects of my improvements are (1) to render the use of narrower grooves
possible (2) to lessen the tendency of. the grooves to become broader with wear
(3) to lessen the tendency of ordinary vehicles to run on the tram rail (4) to enable
ordinary vehicles to cross the tram-rail with ease and safety at all angles.
My first improvement is intended to effect objects (1), (2), and (3), and consists
in using a central groove in the tram rail considerably broader than the thickness
of the flange of the wheel that runs in it. For instance if the thickness of the
flange be three eighths of an inch I might make the breadth of the groove five
eighths. Taking a cross section of the rail as laid on a road the highest points of
the section are the highest points of the sides of the groove. On each side of the
groove the upper face of the rail slopes away. So that the highest points of the
sides of the rail are, say a quarter of an inch lower than the highest points of
the sides of the groove. The rim of the wheel is formed to fit the rail with the
exception that, as aforesaid, the flange does not fit the groove, but has about an
eighth of an inch play on each side. It will be seen that the wheel has a sloping
tread on each side of its flange, and that the flange cannot touch either side of the
groove except by the wheel climbing up one of these slopes and leaving the other.
In practice a very small slope will have a strong tendency to prevent this, and con-
sequently the groove will be but little worn by the flange of the wheel even with a
small slope. Moreover the slanting sides will lessen the tendency of ordinary vehicles
to run on the line. An alternative method is to make the rail without a groove at
all, the central point of the cross section of the rail being either the highest point
of a curve or the highest point of a broad
The central portion
of the rim of the wheel is made to fit this curve or
The wheel is
provided with two flanges, one on each side, at a distance apart greater by, say,
three eighths of an inch than the total breadth of the rail. As in the former case
these flanges will have but a slight tendency to wear the sides of the rail.

page_text: Objects (1) and (2) may be attained by making the rail with two (or more)
grooves, and the wheel with flanges to correspond in the ordinary way. The
grooves may be narrower than a single groove, to start with, and since the bearing
surface is doubled, the wear will be much slower.
With some of the forms of rail described, and especially the last described, on
some part of the rail and generally along its centre I raise narrow elongated bo:ses
or projections, say, three sixteenths of an inch thick, two inches long and half an
inch high at equal intervals of a few inches, perhaps a foot. A groove is cut in the
wheel of sufficient width and depth to ensure that these bosses shall not touch the
wheel. The object is to keep carriages off the line. Nothing is so disagreeable in
carriage riding as a rhythmical jolt, and continuous running on the line would be
found undesirable. The ends of the projections would be rounded, so that no
danger would arise to the feet of horses.
In some cases not only the groove in the tram rail is a source of inconvenience
and danger to ordinary vehicles, but the sides of the rail standing above the level
of that part of the road adjacent to them are equally objectionable. In order to
obviate this, at intervals of a few feet, I place on each side of the rail small blocks,
generally of cast iron, about 3 inches long, and in wide, level with the top of the
rail and having their length at right angles to it. These enable a carriage to cross
with ease. If the wheel slides along the side of the rail as soon as it strikes one
of these blocks, it is lifted over. These blocks do not necessarily touch the rail.
I sometimes leave a space, say, fin. between the rail and the blocks.
3
1000
GEORGE
HOOKHAM.
By Henry Skerrett,
6, Livery Street, Birmingham,
Agent to the Applicant.

page_text: Improvements in and Connected with Tram Rails and in Wheels
to be Used therewith.
I, GEORGE HOOKHAM of New Bartholomew Street Birmingham in the County
of Warwick, Manufacturer, do hereby declare the nature of said invention for
"IMPROVEMENTS IN AND CONNECTED WITH TRAM RAILS, AND IN WHEELS TO BE
USED THEREWITH," and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
The objects of my improvements are (1) to render the use of narrower grooves
possible (2) To lessen the tendency of the grooves to become broader with wear
(3) to lessen the tendency of ordinary vehicles to run on the tram rail (4) to
enable ordinary vehicles to cross the tram rail with ease and safety at all angles.
My first improvement is intended to effect objects (1) (2) (3) and consists in
using a central groove in the tram rail considerably broader than the thickness of
the flange or annular rib of the wheel that runs in it-For instance if the thickness
of the flange or rib be three eighths of an inch, I might make the breadth of the
groove five eighths-Taking a cross section of the rail as laid on a road the highest
points of the section of the rail as laid on a road the highest points of the section
are the highest points of the sides of the groove-On each side of the groove the
upper face of the rail slopes away so that the highest points of the sides of the rail
are, say, a quarter of an, inch lower than the highest points of the sides of the
groove-The rim of the wheel is formed to fit the rail with the exception that as
aforesaid, the flange or annular rib does not fit the groove, but has about an eighth
of an inch play on each side-It will be seen that the wheel has a sloping tread on
each side of each flange or rib, and that the flange or rib cannot touch either side of
the groove except by the wheel climbing up one of these slopes and leaving the other-
In practice a very small slope will have a strong tendency to prevent this and con-
sequently the groove will be but little worn by the flange of the wheel even with a
small slope Moreover the slanting slide will lessen the tendency of ordinary vehicles
to run on the line-An alternative method is to make the rail without a groove at
all, the central point of the cross section of the rail being either the highest point
of a curve or the highest point of a broad
The central portion of the
rim of the wheel is made to fit this curve or
The wheel is pro-
vided with two flanges one on each side at a distance apart greater by, say, three
eighths of an inch than the total breadth of the rail-As in the former case these
flanges will have but a slight tendency to wear the sides of the rail.
With some of the forms of rail described and especially the last described, on
some part of the rail and generally along its centre I raise narrow elongated pro-
jections bosses or feathers say, three sixteenths of an inch thick, two inches long and
half an inch high at equal intervals of a few inches or perhaps a foot or more-
A groove is cut in the wheel of sufficient width and depth to ensure that these
bosses or feathers shall not touch the wheel-The object is to keep carriages off
the line-Nothing is so disagreeable in carriage riding as a rythmical jolt and
continuous running on the line would be found undesirable-The ends of the
projections would be rounded, so that no danger would arise to the feet of horses.

page_text: In some cases not only the groove in the tram-rail is a source of inconvenience
and danger to ordinary vehicles but the sides of the rail standing above the level
of that part of the road adjacent to them are equally objectionable-In order to
obviate this, at intervals of a few feet I place on each side of the rail small blocks
generally of cast iron say 3 inches long and inches wide, level with the top
of the rail and having their length at right angles to it. These enable a carriage
to cross with ease. If the wheel slides along the side of the rail as soon as it
strikes one of these blocks, it is lifted over. These blocks do not necessarily touch
the rail. I sometimes leave a space, say, inch between the rail and the blocks.
I will now proceed to describe with reference to the accompanying drawings, the
manner in which the same is to be performed.
Figure 1 represents a tram rail constructed according to the first part of my
invention. Figure 2 is a front elevation of a tram car wheel used upon the said
rail. Figure 3 is an edge view of the wheel and figure 4 is a vertical section of the
same. Figure 5 shows the head of the rail, and the rim of the wheel upon a larger
scale.
The same letters of reference indicate corresponding parts in the several figures
of the drawings.
a is the head of the rail, and 6 the foot part thereof. c is a central groove
running along the said, head, and which said groove is substantially broader than
the flange or annular rib of the wheel that runs in it. d d are sloping or inclined
faces, which constitute the tread or traction face of the rails. The said slopes
incline downwards from the groove to the outer sides. is the body of the wheel
which is to run upon the rail, and es the rim, whose periphery is the counterpart of
the rail, excepting that the flange or annular rib, is substantially narrower than the
width of the groove c wherein it travels as best seen in the enlarged view figure 5.
The slopes ese are best seen in the section and elevation figure 3; so that the
inclined faces of the periphery of the wheel fit the treads of the rail, while the
flange or annular groove e takes a central position within the groove.
Figure 6 represents in vertical section, the head of a rail and the rim of a wheel
which is an alternative method. Figure 7 is a perspective view of the said rail-
Figure 8 is a front elevation, figure 9 is an edge view and figure 10 is a vertical
section of the wheel upon a smaller scale. In this modification the rail has no
groove but only slanting treads or traction faces d d. The periphery of the
wheel, is the exact counterpart of the rail excepting that the slanting surfaces are
prolonged further on each side for leaving spaces between the sides of the rail and
flanges ffwhich come on each side of the rim of the wheel. The inside distance
between the flanges being substantially greater than the breadth of the rail.
Figure 11 represents a modification in which the traction surfaces of the wheel
and rail are curved, instead of being inclined or provided with sloping sides.
Figure 12 represents a rail provided with elongated projections or bosses d
arranged at regular intervals along the face of the rail. Figure 13 shows a vertical
section of the wheel to be used therewith-The wheel is provided with flanges ff
on each side, while the tread of the wheel is the exact counterpart of the face of
the rail. An annular groove h is also made in the periphery of the wheel of
sufficient depth and breadth, to ensure that the wheel shall pass over the said
projections without touching them. Figure 14 is a vertical section upon a larger
scale, of the head of the rail, and a portion of the rim of the wheel.
By thus having alternate projections and gaps along the rail wheeled vehicles are
able to cross the rails with ease, but are not able to travel upon the rail.
Figure 15 represents a modification, for preventing wheeled vehicles from
travelling upon the rails of trams.
ii are blocks, plates or elongated studs of iron placed at intervals by the sides
of the rail the tops being about on a level with the highest points of the said
rails.
These projections or studs may be provided with feet which rest upon the
concrete of the road, in order to prevent them settling down.

page_text: 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
First. A tram rail, having sloping or curved faces and a central groove, the
latter being substantially wider than the flange or annular rib of the wheel; and a
wheel whose periphery is the counterpart of the rail excepting that the flange or
annular rib is substantially narrower than the width of the groove in the rail,
substantially as described and illustrated in figures 1, 2, 3, 4 and 5 of the accom-
panying drawings.
Secondly. A tram rail with sloping faces (or a curved face) and a wheel whose
periphery is the counterpart of the rail excepting that the slanting surfaces (or
curved surface) extend further on each side; the wheel being furnished with a
flange on each side. The distance between the flanges being substantially greater
than the breadth of the rail, substantially as described and illustrated in figures 6,
7,8 9, 10 and 11 of the accompanying drawings.
Thirdly. On rails of the above description, or on other rails, a series of narrow
elongated projections, bosses or feathers at regular intervals, in combination with a
groove in the wheel of sufficient depth and breadth to ensure that the wheel shall
pass over the said projections without touching them. The wheels and rails being
constructed in the manner and for the purpose as described and illustrated in
figures 12, 13 and 14 of the accompanying drawings.
Fourthly. The use with a tram rail, of small blocks or elongated studs of iron
placed at intervals by the sides of the rail about level with its highest part, and
having their length at right angles to the length of the rail, substantially as and
for the purpose as described and illustrated in figure 15 of the accompanying
Drawings.