Improvements in Tramways.
Year: 1893

page_text: Date of Application, 27th Jan., 1893
Complete Specification Left, 12th Oct., 1893—Accepted, 18th Nov., 1893
PROVISIONAL SPECIFICATION.
Improvements in Tramways.
I WILLIAM TOWLER of the Globe Foundry Water Laue Leeds in the County
of York Ironfounder do hereby declare the nature of this invention to bo as
follows :-
My invention has for its main object to enable the wearing part of tramway lines
to be removed when worn out and replaced without any necessity for disturbing tho
paving of the roadway.
For this purpose I form the wearing part separate from the permanent support
or foundation for the line, which when once laid need not be removed or disturbed.
The separate part, which for the sake of distinction will hereinafter be designated
the "rail," is rolled preferably rectangular in section, with a groove on its upper
surface for the wheel flanges; whilst two depending side pieces project downwards.
The rail is thus approximately of an inverted U or channel section, but with tho
vertical sides much thinuer than the horizontal part containing the groove.
The permanent support, which for the sake of distinction is hereinafter desiganted
the girder, is preferably formed of an inverted bulb T section, and this is laid
with the bulb or head uppermost. This head is formed of a dovetail section,
being widest at the upper surface. The dovetail may taper away to the vertical
web, or stop short and run into the same horizontally or with a curve. At suitable
distances apart I cast or otherwise form square or rectangular bosses just below
the dovetail, having vertical sides. Through these bosses horizontal bolt or
cotter holes are drilled or cast.
The distance between the depending side pieces of the rail is of the same width
as the top of the dovetail, and the former is dropped over the head of the girder.
Holes are drilled or punched in the depending side pieces of the rail corresponding
in position to the holes through the bosses in the girder. Bolts or cotters are
passed through these holes, and when the nuts at the screwed ends of the bolts
are tightened up, the depending side pieces are drawn together so as to bed
against and clasp the inclined sides of the dovetail, thus firmly securing the rail
to the head of the girder, at the same time drawing it tightly down on the
latter.
I propose also to insert a wood cushion sayinch to inch thick between the
rail and the girder head.
In order to prevent the paving sets close to the girder sinking, I prefer to
make the depth from the top of the rail to the top of the girder flanges of the
same depth as the paving sots; and make the flanges of the girder wide enough
to reach the full width of a set beyond the sides of the rails. The sets ou each
side-noxt the rail are laid upon the top of the flanges.
In order to be able to get at the bolts before mentioned without taking up any
stones whatever, I oither cast as part of the girder, or cast separately, strong
boxes to cover the heads and nuts of the bolts; the boxes being of such a width
as to permit a bolt to be introduced or withdrawn from its place. The boxes may
be cast either with an open bottom and closed top, in which case they are removed
bodily when it is desired to obtain access to the bolts; or they are provided with
removable lids, so that the bolt fastenings can be regularly examined or tightened
up from time to time.
When the rails are worn out, they can be removed by merely uncovering the
boxes and withdrawing the bolts without disturbing either the girder or a single
road stone. Screw or hydraulic tools with suitable grippers are intended to he
employed for drawing the rail off the girder; the foot or feet of the tool being

page_text: arranged to rest upon the flanges of the girder, or to grip the girder at the part
exposed when the before mentioned boxes are opened or uncovered.
support
In some cases it may be found desirable to form the lower part of the permanent
of other than an inverted T section as mentioned above.
When the "girder" is made deeper than the paving sets, a special flange may
if desired be cast to carry the sets close to the rails.
Dated this 20th day of January 1893.
J. CLARK JEFFERSON,
2, East Parade, Leeds, Agent for Applicant.
COMPLETE SPECIFICATION.
Improvements in Tramways.
I WILLIAM TOWLER of the Globe Foundry Water Lane Leeds in the County
of York Ironfounder 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 has for its main object to enable the wearing part of tramway
lines to be removed when worn out and replaced without any necessity for
disturbing the paving of the roadway.
For this purpose I form the wearing part separate from the permanent support
or foundation of the line, which when once laid need not be removed or disturbed.
The separate part, which for the sake of distinction will hereinafter be designated
the rail, is rolled preferably rectangular in section; with a groove on its upper
surface for the wheel Hauges and two depending side pieces projecting downwards.
The rail is thus approximately of an inverted U or channel section, but with the
vertical sides much thinner than the horizontal part containing the groove.
The permanent support which is hereinafter for the sake of distinction designated
the girder, is preferably formed of an inverted bulb T section, and this is laid with
the bulb or head uppermost. This bead is formed of a dovetail section, being
widest at the upper surface. The dovetail may taper away to the vertical web, or
stop short and run into the same horizontally or with a curve. At suitable
distances apart I form, by casting or rolling, square or rectangular bosses having
vertical sides just below the dovetail. Through these bosses horizontal bolt or
cotter holes are cast or drilled.
The distance between the depending side pieces of the rail is made equal to the
width of the top of the dovetail, and the former is dropped over the head of the
girder. Holes are drilled or punched in the depending side pieces of the rail
corresponding in position to the holes through the bosses in the girder. Bolts or
colters are passed through these holes, and when the nuts at the screwed ends of the
bults are tightened up, the depending side pieces are drawn together so as to bed
against and clasp the inclined sides of the dovetail; thus firmly securing the rail
to the head of the girder, at the same time drawing it tightly down on the latter.
I propose also to insert a thin wood cushion between the rail and the girder head.
In order to provent the paving sets close to the girder sinking, I prefer to inake
the depth from the top of the rail to the top of the girder flanges of the same depth
as the paving sets, and make the flauges of the girder wide enough to reach tha
full width or half longth of a sot beyond the sides of the rails. The sets on each
side next to the rail are laid upon the top of the flanges, and may be laid longth
ways parellel to the rails.
In order to be able to get at the above mentioned bolts without taking up any of
the stones whatever, I either cast as part of the girder, or separately when tho
girder is rolled, strong iron boxes to cover and surround the heads and nuts of the
bolts; the boxes being of such a width as to permit a bolt to bo introduced or with-
drawn from its place. The boxes may be cast either with an open bottom and
closed top, in which case they are removed bodily when it is desired to obtain

page_text: access to the bolts; or they are provided with removable lids, so that the bolt
fastenings can be regularly examined or tightened up from time to time.
When the rails are worn out they can be removed by merely uncovering the
boxes and withdrawing the bolts without disturbing the girder or a single road
stone. Screw or hydraulic tools with grippers are intended to be employed for
drawing the rail off the girder, the foot or feet of the tool being arranged to rest
upon the flanges of the girder, or to grip the girder at the part exposed when the
above mentioned boxes are opened or uncovered.
In some cases it may be found desirable to form the lower part of the permanent
Bupport of other than an inverted T section as mentioned above.
And in order that my invention and the manuer in which the same is to ba
performed may be more readily and clearly understood I have annexed hereto the
accompanying sheet of drawings in which
Fig. 1 is a cross section of a rail and girder constructed in accordance with my
invention.
Fig. 2 is a cross section and Fig. 3 a plan of a tramway line constructed in
accordance with my invention.
Fig. 4 is n perspective view of one of the above mentioned side boxes covering
the nuts or bolt heads.
In all the figures the same reference letter refers to the same or similar part.
a is the girder with the dovetailed liend b.
c is the rail with the groove for the wheel flanges and formed with depending side
pieces d.
e is one of the bolts passing through the girder head band the depending side
pieces and securing the rail to the girder.
The dotted section shown in Fig. 1 illustrates the arrangement with square or
rectangular bosses, but I prefer the arrangement shewn in the full lines in which
the bolts pass through the dovetailed head b.
gg are the side cover boxes for covering the heads and outs of the bolts. In
Figs. 2 and 3 they are shewn covoring the nuts only, as this arrangement may
sometimes be preferred. The right hand side of Fig. shews a section at the joint
between two rails, & being side fish plates, and m a long sole plate.
It will be understood that the girder a with the dovetailed head may be either of
cast iron or steel or of rolled iron or steel.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed 1 declare that what I
claim is :-
In tramway lines
1. The combination of a rolled or cast girder of a 1 or other section having a
head dovetailed in cross-section with a rolled rail of an or channel section baring
a groove on the upper-side for the wheel flanges and the depending flanges drawn iu
to clasp the inclined sides of the dovetailed head of the girder.
2. In tramways the method of scouring the upper removable wearing part or rail
to the support or foundation consisting in forming the head of the support dovetailed
in cross section and forming the rail with sido pieces or flanges and drawing in the
said flanges to grasp the inclined sides of the head and holding the Rame in position
by means of bolts provided with nuts or cotters.
3. In tramways constructed according to Clains 1 and 2 the use of cover boxes
substantially as and for the purposes herein set forth.
4. A tramway constructed of a permanent support and a removable rail scoured
together substantially as herein set forth and illustrated in the accompanying
drawings.
D
1
01-1000