IMPROVEMENTS IN THE CONSTRUCTION OF SLEEPERS FOR THE RAILS OF TRAMWAYS AND LIGHT RAILWAYS, AND IN THE RAILS AND FASTENINGS FOR THE SAME, AND IN APPARATUS FOR SELF-ACTINGLY OPERATING THE POINTS OR JUNCTIONS OF TRAMWAYS."
Year: 1880

page_text: LETTERS PATENT to Edwin Muir, Civil Engineer, of Manchester, in the County
of Lancaster, and John Barlow, Mechanic, of Sheffield, in the County of York,
for an Invention of "IMPROVEMENTS IN THE CONSTRUCTION OF SLEEPERS
FOR THE RAILS OF TRAMWAYS AND LIGHT RAILWAYS, AND IN THE RAILS AND
FASTENINGS FOR THE SAME, AND IN APPARATUS FOR SELF-ACTINGLY OPERATING
THE POINTS OR JUNCTIONS OF TRAMWAYS."
PROVISIONAL SPECIFICATION left by the said Edwin
Barlow at the Office of the Commissioners of Patents on
1880.
Muir and John'
the 4th February
"IMPROVEMENTS IN
EDWIN MUIR, Civil Engineer, of Manchester, in the County of Lancaster, and
JOHN BARLOW, Mechanic, of Sheffield, in the County of York.
OF TRAMWAYS AND LIGHT
THE CONSTRUCTION OF SLEEPERS FOR THE RAILS
RAILWAYS, AND IN THE RAILS AND FASTENINGS FOR THE SAME, AND IN APPARATUS
FOR SELF-ACTINGLY OPERATING THE POINTS OR JUNCTIONS OF TRAMWAYS."
We construct a cast iron sleeper having a base plate extended on each side of a
sufficient width to take in at least one of the ordinary sets or paving stones, the
outer edges of this base being slightly turned up so as to form a shallow channel
on the upper side of the base plate, which in the case of sets being employed may
be filled in with cement, concrete, or other suitable material, and so constitute a
more effectual foundation for such sets. We thus obtain great stability in our
Rising from
sleeper, and facility for securing the same in position on the road.
and running along the whole length of this base plate in the centre is a hollow or
other web, at the top of which I form a groove of angular cross section, thus .
This rail is formed by
and of sufficient width and depth to receive the rail.
preference of rolled iron or steel, one edge being of a corresponding angle to the
side of the groove so as to be secured in position in such groove, and at suitable
distances apart, by means of a tapered wedge or key (suitably bevilled or grooved
on the edge to prevent its rising out of place). This wedge or key is only about
half the thickness of the rail, and when driven in between such rail and a corre-
sponding tapered projection on the other edge of the groove, so without causing
any obstruction, affords an effectual means of securing the rail in position, and also

page_text: facility for removing such rail at any time without disturbing the sleeper or road-
way on either side of the sleeper, a common objection in most other systems of
tramways. In some cases the outer edge of the groove may itself form the guard
rail, or an additional rail of suitable cross section and thickness may be applied
and secured in position by tapered wedges being driven in between it and the first
mentioned rail. It will thus be apparent that these sleepers are arranged to be
laid together in continuous lengths, and that the system of securing the rail in
position, such rail running across several of the sleepers, so keys the same together
and serves to prevent deflection In either the sleeper or rail. Another modification
of my Invention consists in forming the sleeper with a narrow groove running
along its upper surface to receive a continuous web formed on the under side of the
tram rail, which in this case is made with the usual groove to receive the flange of
the wheel, such web being capable of being bolted (by means of open ended slots
arranged at suitable distances apart) to one of the edges of the groove, access being
obtained to such bolts through slots formed through the rail at the bottom of the
groove, or slots may be formed through the rail, at suitable distances apart, to
allow a wedge shaped projection formed on the top of the sleeper to pass through,
in which case the rail is secured in position by means of a bevilled or grooved
wedge applied between such projection and the side of the groove in the rail, or
cotters may be employed.
In another modification of my Invention I employ a rolled or cast iron sleeper
of continuous cross section, thus I, and secure the rail on the top of the same by
cotters passing through overhanging sides formed on the rail and through the web
of the sleeper.
It will be obvious that this system of bevilled grooves and wedges is applicable
also to the purpose of securing rails in concrete, granite, or other blocks used for
tramways, the tapered wedge in this case being applied between the outside of the
rail and the side of the groove formed in the block itself, which is suitably bevilled
for the purpose, the rail being also in some cases, in this and the previous modifi-
cations, provided with a rebate or bevil on each side to ensure a more perfect
locking action, and also to facilitate the transposing of the rail so as to present both
the top and bottom surfaces of the rail as wearing surface.
The improvements in self-actingly operating the points, junctions, or switches of
tramways consist in arranging a box beneath the tram rail, in which a bell crank
lever is mounted horizontally. To one arm of this lever a rod is connected and
carried up, and terminates as a projection in the groove of the rail itself, or at either
side of the rail; the other arm of the same bell-crank lever is connected by a rod
to an arm branching from a pivoted stud mounted vertically in another box, and
carrying at its upper extremity a fork which embraces a pin or stud depending from
the underside of the point or switch. A similar box containing another bell crank
lever and rod is also arranged in close proximity to the first mentioned one, but
with the top of its vertical rod projecting outside the rail, whilst this bell crank
lever is also connected to another arm branching from the same pivoted stud
herein before mentioned.
The action of this apparatus is as follows:-The ordinary flange of the tram car
wheel, in coming in contact with and depressing the projection in the groove, or at
the side of the rail, causes the pivoted stud to make a partial revolution, and
thereby to open the point or switch, whilst an annular projection formed upon or
applied to the tram-car wheel of any vehicle which requires to turn off at the point
or junction by coming in contact with and depressing the other projection so closes
the point or switch, and thus the same is worked self-actingly.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Edwin Muir and John Barlow in the Great Seal Patent Office on
the 4th August 1880.
EDWIN MUIR, Civil Engineer, of Manchester, in the County of Lancaster, and
"IMPROVEMENTS IN
JOHN BARLOW, Mechanic, of Sheffield, in the County of York.
THE CONSTRUCTION OF SLEEPERS FOR THE RAILS OF TRAMWAYS AND LIGHT
RAILWAYS, AND IN THE RAILS AND FASTENINGS FOR THE SAME, AND IN APARATUS
FOR SELF-ACTINGLY OPERATING THE POINTS OR JUNCTIONS OF TRAMWAYS."
Figs. 1, 2, 3, 4, and 5 represent cross sectional views of various modifications of
our improved sleepers and rails, and Figs. 6 and 6* are cross sections of a portion
of a roadway shewing another modification of our improved sleepers and rails
applied thereto.
In Figs. 1 to 5 A is the base plate of the sleeper constructed of cast iron, and
extending outwards or each side of the hollow web B so as to give stability and
facility for securing the sleepers in position on the road. At the top of this hollow
web B I form a groove of angular cross section, as illustrated, and of sufficient
width and depth to receive the rail C. This rail C is formed, by preference, of
rolled iron or steel, one edge D being of a corresponding angle to the side of the
groove, as seen in Figs. 1 and 2, or formed so as to cover or overhang one edge of
the groove, as illustrated in Fig. 3, 4, and 5.
These rails are secured in position at suitable distances apart by means of a
tapered wedge or key E suitably bevilled or grooved on the edge to prevent its
rising out of place. This wedge or key E is only about half the thickness of the
rail C, as illustrated, and when driven in between the rail C and a corresponding
tapered projection G formed on the other edge of the groove, so without causing
any obstruction, affords an effectual means of securing the rail in position, and also
facility for removing such rail at any time without disturbing the sleeper or road-
way on either side of the sleepers, a common objection in most other systems of
tramways.
The rail C, illustrated in Fig. 2, is made reversable, so that as one side is worn
out the rail may be reversed in the sleeper, and so present the other or back edge
as a wearing surface, thus prolonging the durability of a tram-rail to a considerable
extent.
It will thus be apparent that these sleepers are arranged to be laid together in
continuous lengths, and that the system of securing the rail in position, such rail
running across several of the sleepers, so keys the same together, and serves to
Another modification of our
prevent deflection in either the sleeper or rail.
Invention, illustrated in Figs 6 and 6ª, consists in forming the sleeper with a
narrow groove L running along its upper surface to receive a continuous web M
formed on the under side of the tram rail, which in this case is made with the
usual groove N to receive the flange of the wheel, such web being capable of being
bolted (by means of open ended slots arranged at suitable distances apart, as seen
in Fig. 6) to one of the edges of the groove, access being obtained to the bolts O through
slots formed through the rail at suitable distances apart to allow a wedge shaped pro-
jection formed on the top of the sleeper to pass through, in which case the rail is
secured in position by means of a bevilled or grooved wedge P applied between such
projection and the side of the groove in the rail, or cotters may be employed.
Fig. 7 and 8 shew our improved rails secured in concrete, granite, slag, or other
blocks commonly used for tramways by tapered wedges, in accordance with this
Invention, the tapered wedge Q in this case being applied between the outside of
the rail R and the side of the groove formed in the block itself, which is suitably
hevilled for the purpose, the rail R being also in this, and also in Figs. 4 and 5,

page_text: provided with a rebate or bevil S on one side to ensure a more perfect locking
action, and also to facilitate the transposing of the rail so as to preserve both the
top and bottom surfaces of the rail as wearing surfaces. The improvements in
self-actingly operating the points, junctions, or switches of train ways are illustrated
in Figs. 9 and 10, and consist in arranging a box beneath the tram rail T, in which
a bell crank lever 6 is mounted horizontally. To one arm c of this lever a rod d is
connected and carried up and terminates as a projection e in the groove of the rail
itself, or at either side of the rail; the other arm of the same bell crank lever is
connected by a rod f to an arm g (see plan view, Fig. 10), branching from a pivoted
stud mounted vertically in another box and carrying at its upper extremity a
fork.i which embraces a pin or stud ; depending from the underside of the point
or switch. A similar box containing another bell crank lever k and rod is also
arranged in close proximity to the first mentioned one, but with the top m of its
vertical rod projecting outside the rail, whilst this bell crank lever is also connected
to another arm o branching from the same pivoted stud herein before mentioned.
The action of this apparatus is as follows:
The ordinary flange p of the tram car wheel in coming in contact with and
depressing the projection e in the groove or at the side of the rail, causes the
pivoted stud h to make a partial revolution, and thereby to open the point or
switch, whilst an annular projection R formed upon or applied to the tramcar.
wheels of any vehicle which requires to turn off at the point or junction by coming
in contact with and depressing the other projection so closes the point or switch,
and thus the same is worked self-actingly. To avoid any tendency of this apparatus
to break, owing to any stone or other obstruction getting in between the switch and
rail, we arrange that the prongs of the fork shall be capable of opening by means of
strong springs applied to each side in case of undue pressure being exercised upon
them as aforesaid, and instead of necessarily depressing the bell crank by the flange
or annular projection formed upon the traincar wheel, the same may be effected by
an arm having a friction bowl at its extremity, and which may be locked in position
to come in contact with the bell crank levers as desired.
Having thus particularly described and ascertained the nature of this our said
Invention, together with the best methods with which we are, acquainted for
carrying the same into practical effect, we wish it to be understood that we
claim,―
1st. The improved construction of sleepers and modes of securing the rails in
position in the same, substantially as and for the purpose herein before described.
2nd. The improved combination and arrangement of mechanism for self-actingly
operating the points or junctions of tram-rails, substantially as herein before
described.
In witness whereof, I, the said John Barlow, for and on behalf of the said
Edwin Muir and myself, have hereunto set my hand and seal, this 3rd
. day of August, in the year of our Lord 1880.
JOHN BARLOW. (L.S.)