Improvements in Street Railways or Tramways.
Year: 1890

page_text: Date of Application, 6th May, 1890-Accepted, 28th June, 1890
Date of Application, 6th May, 1890-Accepted, 28th June, 1890
Improvements in Street Railways or Tramways.
I, JAMES MARTIN PRICE of 1719 N. 18th Street, Philadelphia Pennsylvania, United
States of America do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement :—
My invention consists of a rail of novel construction, supports for the rail also of
novel construction, and novel fastening devices, as will be hereinafter fully set
forth.
In the accompanying drawing
Figuro 1 represents a transverse section of a street railway embodying my
invention.
Figure 2 represents a perspective view of a portion of a rail a fastening bar and
tie rod.
Figure 3 represents a perspective view of a stringer and supporting base thereof.
Figure 4 represents a side elevation of a portion of Figure 1.
Figure 5 represents a perspectivo view of a cross tio embodying my invention.
Figure 6 represents a perspective view of a portion of Figure 5, a portion of a
stringer and a clamping device, on an enlarged scale.
Figure 7 represents a perspective view of the said clamping device, prior to
location in position.
Similar letters and numerals of reference indicate corresponding parts in the several
Figures.
A designates a street car rail, from whose underside depend the vertical flanges B,
the latter having openings 1 therein, through which is passed the bar or rod C, which
also passes under the heads or crowns of the stringer D, and have their ends bent
upon the outer faces of the flanges B, thus holding the rail firmly to the stringer, so
Chat it is prevented from rising and falling by vibration.
The stringer D is formed of a flat band of suitable metal corrugated or creased
into folds of two or more truncated pyramids flat or level on their heads, and bases
or feet, and connected at the base in a series, the width of the stringers being such
that they enter snugly between the flanges B of the rail, and fit the flat centre of
the rail.
In the flanges B, are openings to receive the headed tie rod E, whose end is
threaded for engagement of a nut, whereby the opposite rails may be firmly bound
together, the gauge maintained, and the track kept from spreading.
The stringer is supported upon a metallic base or stretcher F, of channeled form,
and secured thereto by a clamp G, which is located on the underside of the stretcher F, and
having its ends passed upwardly through openings a, a, in said stretcher, and bent
down upon the base of the stringer, said ends being flattened or hammered, as at G₁,
whereby they tightly embrace the base of the stringer, and firmly secure the stringers
to the stretcher.
In Figures 5 and 6, a narrow T-shaped cross tie H is shown, the same supporting
the stringer D, and having openings a, a, for the reception of the ends of the
clamp G.
The rail is shouldered as at 2, along its sides, so as to project outwardly, and overhang
the tops of the flanges B, B, thus guarding the ends of the bars or rods C from being
cut by wheels of vehicles, and also avoiding the formation of ruts in the roadway
adjoining the rails.
The flanges of the rail add greatly to the vertical, lateral and longitudinal strength

page_text: of the rail, and distribute the weight superimposed upon the latter over the several
heads of the stringer.
At the joints of adjacent rails, two bars or rods pass under one head of the stringer,
one for each rail, see Figure 4, thus assuring a perfectly true and continuous lovel
for the surfaces of the rail, even when the rails are separated by their maximum con-
traction, and stopping the separate vibration of the rails which otherwise causes tho
usual jolting of the cars at the joints.
It will be seen that the several parts or members enumerated aro formed of
metal, thus avoiding the defects and objections incident to wooden tios, stringers etc.
A level is made in the road bed at the proposed depth from the general surface
for the stretcher or cross tie, and the latter is located after attaching to it the base of
the stringer.
The rail is then laid upon the stringer and fastened to the beads thereof, by bars or
rods (. Tie rods are occasionally applied, and the track brought to gango, when the
usual filling in with stones etc. follows the surface under the stretchers being profitably
fnced or finished with small stones or cinders, cement, etc. The folds or undulations
of the stringer produce with the fillings at the sides thereof, a succession of closed air
cells or spaces, in which the stringers prevent free circulation. These air spaces being
excellent non-conductors so long as the air is confined, preclude any serious attack
upon the earth just below, by the frost, thus relieving it from serious upheaval and
inequalities produced by freezing and thawing.
I do not limit myself to any particular rail. In figure 1, I show two forms of rails
but any other approved ones may be adopted.
Laving now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is;
First. A street car rail or tramway rail with vertical ridges or flanges overlapping
and embracing the heads of a metallic stringer folded into alternate truncated pyramids
substantially as described.
Second. A street car rail or tramway rail, in combination with a metallic stringor
of continuous truncated pyramidal shape, and a metallic support, the rail resting upon
the heads of the stringer and embracing its sides, and the stringer resting upon said
support, the rail and "stringer, and the stringer and support being respectively bound
together by metallic straps, substantially as described.
Third. A street car rail with vertical flanges beneath, in combination with a metallic
undulating stringer, confined and embraced by the flanges, and with a metallic baso
or support upon which the stringer resis, the parts in contact with each other being
interbound with metallic straps, substantially as described.
Fourth. A street car rail or tramway rail, shouldered Interally and ridged benuath,
embracing a metallic stringer on which the rail is seated, and supported by a metallic
stretcher or cross-tie, in combination with a tie rod or clamp across the road bed,
substantially as describuul.
Fifth. A street car rail, flanged beneath to embrace a metallic stringer folded into
connected undulations of the shape of a truncated pyramid, in combination with tho
motnilic stretchers or cross-tic under its feet, and fastened thereto by metallic bars or
bolts with an occasional tie rod above, (as at E Figures 1 and 2) to maintain gauge,
substantially as described.
Sixth. A support for a street car rail, consisting of a metallic stringor of the form
of truncated pyramids, and a base or cross-tic on which said siringer rests, in com-
bination with clamps passing through said base and embracing the bases or feet of
said pyramids, substantially as describo.
Seventh. The combination of a rail having depending flanges and shoulddored sidos,
with an undulating stringer having its heads embraced by said flanges, bars passing
through said flanges and beneath said heads, and having bent ends, the said shoulderod

page_text: ends of the rail being over and above said bent ends of the bars substantially as
described.
Eighth. The combination of a channeled stretcher with openings therein, and
undulating stringer on said stretcher, a clamp having its ends passing through said
openings in the stretcher, and bent on the feet of said stringer substantially as
described.
1
T 1
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.