IMPROVEMENTS IN RAILS, AND THE PERMANENT WAY OF RAILWAYS, PARTS OF SUCH IMPROVEMENTS BEING APPLICABLE TO COMMON ROADS
Year: 1859

page_text: LETTERS PATENT to Henry Lee Corlett, of Inchicore, in the County of
Dublin, Engineer, for the Invention of IMPROVEMENTS IN RAILS, AND
THE PERMANENT WAY OF RAILWAYS, PARTS OF SUCH IMPROVEMENTS BEING
APPLICABLE TO COMMON ROADS."
Sealed the 6th December 1859, and dated the 13th June 1859.
PROVISIONAL SPECIFICATION left by the said Henry Lee Corlett at
the Office of the Commissioners of Patents, with his Petition, on the
13th June 1859.
I, HENRY LEE CORLETT, of Inchicore, in the County of Dublin, Engineer,
do hereby declare the nature of the said Invention for "IMPROVEMENTS IN
RAILS, AND THE PERMANENT WAY OF RAILWAYS, PARTS OF SUCH IMPROVEMENTS
BEING APPLICABLE TO COMMON ROADS," to be as follows:-
This Invention relates to an improved joint chair for bridge and other rails,
having large bottom flanges, to a novel form and construction of rail, and to a
method of laying rails combined with pavement on common roads or streets.
The improved joint chair may be either pinned down upon the sleeper in
the usual or any other manner, or it may be simply suspended from the rail
between the sleepers, in which latter case the lugs and pin holes required for
securing it to the sleeper are dispensed with; as applied to the ordinary bridge
rail, the rail-bearing surface of the chair has a rib formed upon it, which fits
into the hollow of the two rail ends, and serves to maintain them in proper
lateral adjustment.
The flanges of the rails are slipped under projecting lugs cast in one piece
with the chair, and the rail ends are held down firmly on to the chair by

page_text: metal wedges which are interposed between the upper surface of the flanges
of the rails and the under surface of the overhanging or projecting lugs of
the chair, such wedges being tightened up by means of one or more screw
bolts passed through the lugs on one or both sides of the chair, and bearing
upon the outer edge of the wedges so as to force them inwards.
My improved rail is intended to be laid with or without sleepers, the earth
in the latter case being simply banked firmly up to it on either side. For this
purpose two.broad flanges or lateral wings are required to serve, as bearing
surfaces for the rail, and as a rail of this construction when made in one
piece is found to be difficult to roll, I propose to construct it in two parts
rolled separately, and afterwards bolted together longitudinally. One portion
which serves as a wide bearing surface for the wheels and supporting flange
is made considerably heavier than the other portion which serves chiefly as a
bearing flange for supporting the rail, although when laid in streets or common
roads it might be used as a tramway for ordinary vehicles. The junction
flanges of the two halves of the rail through which the bolts are passed which
connect them together may be of a slightly bellied form, and a recess or
channel is formed in one, into which a corresponding part on the other fits
accurately. These flanges. when put together will come in contact at their
outer edges, and so form a firm and steady junction.
My further improvements consist in rails which are also applicable
to common roads or streets consist in forming a rail of cast metal chilled or
otherwise, of a similar construction to that already described, the dimensions
and form being modified to suit the material. The bearing flanges already
described are formed with cells or chambers into which blocks of previously
.compressed timber may be inserted in a manner to present the end grain of
the timber to the surface, or the cells may be filled with concrete, asphalte,
broken stones, ballast, or other similar or suitable material. When rolled
iron rails of ordinary sections are used, I propose to apply cast metal cellular
brackets on either side of the rail, to which they will be secured by bolts
passing through them or other suitable means. In some cases, such as level
crossings on railways or tramways laid in streets or roads, I propose to extend
the cellular brackets over the surface of the ground between the rails, or a
pavement may be formed by casting a cellular frame of any convenient form
or size, the cells being filled as already described. Such a pavement is also
applicable to railway stations and platforms, covering of turntables, crossings,
and pavement. of streets and bridges, and many other purposes.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Henry Lee Corlett in the Great Seal Patent Office on the
13th December 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, HENRY
LEE CORLETT, of Inchicore, in the County of Dublin, Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Thirteenth day of June, in the year of our Lord
One thousand eight hundred and fifty-nine, in the twenty-second year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto
me, the said Henry Lee Corlett, Her special license that I, the said Henry
Lee Corlett, my executors, administrators, and assigns, or such others as
I, the said Henry Lee Corlett, my executors, administrators, or assigns.
should at any time agree with, and no others, from time to time aud. at
all times thereafter during the term therein expressed, should and lawfully
might make, use, exercise, and vend, within the United Kingdom of Great
Britain and Ireland, the Channel Islands, and Isle of Man, an Invention
for
IMPROVEMENTS IN RAILS, AND IN THE PERMANENT WAY OF RAILWAYS, PARTS
OF SUCH IMPROVEMENTS BEING APPLICABLE TO COMMON ROADS," upon the condition
(amongst others) that 1, the said Henry Lee Corlett, by an instrument in
writing under my hand and seal, should particularly describe and ascertain the
nature of the said Invention, and in what manner the same was to be per-
formed, and cause the same to be filed in the Great Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent.
NOW KNOW YE, that I, the said Henry Lee Corlett, do hereby declare
the nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the accompanying Drawings, and to the
letters and figures marked thereon, that is to say:
My said Invention relates to an improved joint chair, for bridge and other
rails, having large bottom flanges, to a novel form and construction of rail,
and to a method of laying rails combined with pavement,on common roads or
streets. The improved joint chair may be either pinned down upon the
sleeper in the usual way, or any other manner, or it may be simply suspended
from the rail between the sleepers; in which latter case, the lugs and pin
holes required for securing it to the sleeper are dispensed with. As applied to
the ordinary bridge rail, the rail-bearing surface of the chair has a rib formed
upon it which fits into the hollow of the two rail ends, and serves to maintain

page_text: them in proper lateral adjustment. The flanges of the rails are slipped under
projecting lugs cast in one piece with the chair, and the rail ends are held
down firmly on to the chair by metal wedges, which are interposed between
the upper surface of the flanges of the rails and the under surface of the
overhanging or projecting lugs of the chair, such wedges being tightened up
by means of one or more screw bolts passed through the lugs on one or both
sides of the chair, and bearing upon the outer edge of the wedges so as to
force them inwards.
My improved rail is intended to be laid with or without sleepers, the earth
in the latter case being simply bauked firmly up to it on either side. For
this purpose two broad flanges or lateral wings are required to serve as
bearing surfaces for the rail; and as a rail of this construction, when made in
one piece, is found to be difficult to roll, I propose to construct it in two
parts rolled separately, and afterwards bolted together longitudinally. One
portion, which serves as awide-bearing surface for the wheels, and supporting
flange, is made considerably heavier than the other portion which serves
chiefly as a bearing flange for supporting the rail, although when laid in
streets or common roads it might be used as a tramway for ordinary vehicles.
The junction flanges of the two halves of the rail through which the bolts are
passed which connect them together, may be of a slightly bellied form, and a
recess or channel is formed in one into which a corresponding part on the
other fits accurately. These flanges, when put together, will come in contact at
their outer edges, and so form a firm and steady junction.
My further improvements in rails, which are also applicable to common
roads or streets, consist in forming a rail of cast metal, chilled or otherwise, of
a similar construction to that last described; the dimensions and form being
modified to suit the material.
The bearing flanges, already described, are formed with cells or chambers,
into which blocks of previously compressed timber may be inserted in a
manner to present the end grain of the timber to the surface, or the cells may
be filled with concrete, asphalte, broken stones, ballast, or other similar or
suitable material. When rolled iron rails of ordinary sections are used, I pro-
pose to apply cast metal cellular brackets on either side of the rail, to which
they will be secured by bolts passing through then, or other suitable ineans.
In some cases, such as level crossings on railways or tramways laid in streets
or roads, I propose to extend the cellular brackets over the surface of the
ground between the rails, or a pavement may be formed by casting a cellular
frame of any convenient form or size, the cells being filled as already
described. Such a pavement is also applicable to railway stations and plat-

page_text: forms, covering of turntables, crossings and pavement of streets and bridges,
and many other purposes.
And in order that my said Invention of improvements in rails and in the
permanent way of railways, parts of such improvements being applicable to
cominon roads, may be properly understood, I shall now describe the several
illustrative Figures on the explanatory Sheet of Drawings, which I have
hereunto appended for the purpose of showing certain modifications under
which my improvements may be judiciously carried out in practice, that is
to say:-
.
Figure 1, on the accompanying Sheet of Drawings, is an elevation of one
modification of my improved railway chair; Figure 2, is a transverse vertical
section; and Figure 3, a plan of the same. The chair A, is by preference
made of cast iron, the lower part is curved, as shown in the transverse section;
the lateral extremities are of an elliptical figure, and from this part extend
inwards, forming the overhanging lugs B. With this arrangement there is a
recess or cavity formed on each side of the chair, between the floor or bearing
surface and the underside or lower surface of the lugs B. A longitudinal rib
or feather C, is formed along the centre of the chair; this rib is made to fit
the hollow portions of the bridge rails D, and serves to keep the ends of the
rails accurately in line with each other. The ends of the rails D, are placed
in close contact with each other, the under surfaces of the rails resting firmly
on the floor of the chair, they are firmly secured in this position by means of
the tapered or wedge-shaped keys E. The under sides of the lugs B, are
inclined to suit the augles of the keys E, which are placed in the chairs with
their thinner ends directed towards the rails D. In this way the under
surface of each key presses upon and holds firmly down the foot of each conti
guous rail, whilst the uppersurface of the key presses against the overhanging
lug. To prevent these keys from shifting either laterally or outwardly, they
are acted upon by the set screws F; these screws pass through internal
screws tapped in the sides of the chair, by this means the keys E, may be
tightened up to any desired extent by turning the screws. In lieu of forming
the internal screws in the sides of the chair, they may be fitted to pass
through the nuts G, and so force the keys E, inwards. A modification of my
improved railway chair, as adapted to foot rails, is shewn in elevation in
Figure 4, in transverse vertical section at Figure 5, on the accompanying.
Drawings, and in plan at Figure 6. In this arrangement the chair A, is
made with a flat base to admit of its being bolted down to the sleeper. The
lugs B, are very slightly modified from the arrangement shown in Figures 1

page_text: to 3; the ends of the rails D, rest on the chair, and are retained by the
keys E, which are tightened up by the screws F, as before described.
Another mode of arranging the chair for bridge rails is delineated in
Figures 7 and 8 on the accompanying Drawings, Figure 7 being a transverse
vertical section of the arrangement, and Figure 8 a plan corresponding. The
floor or bearing surface of the chair A is made to form two inclined planes,
which rise upwards towards the central rib C. This rib is made as wide at
the top as the recess in rails I), but is narrowed in at the lower part down
to its junction with the inclined surfaces before referred to.
The wedge-
shaped keys E are, in this arrangement, placed below the ends of the rails D,
the inclined surfaces of the chair corresponding to the angle given to the
lower sides of the keys. The upper surfaces of the keys are made flat, and
upon these the ends of the lateral flanges of the rails D rest, the lateral
flanges of the rails pass under the overhanging lugs B. The wedges E are
driven inwards by the screws F, which may, if necessary, be provided with
the jam nuts H, as a further security against the shifting of the screws
arising from the vibration of the rails when trains are passing over them.
In the arrangement shown in Figure 9 of the accompanying Drawings, the
chair A is similar in form to the modifications delineated in Figures 7 and 8,
and the lower inclined faces of the keys E rest on the correspondingly inclined
surfaces of the chair, but with their thinner edges reversed or directed
outwards, the lateral flanges of the bridge rails D resting firmly upon the
level surfaces of the keys. The tightening up of the keys so as to wedge the
rails against the overhanging lugs B is effected by means of the bolts F, the
inner ends of which are turned upwards to form hooks, which press against
the keys E. The outer ends of the bolts F have fitted to them the nuts G,
the screwing up of which forces the keys outwards, so as to secure firmly the
contiguous ends of the rails D).
Figure 10 represents a vertical section of another mode of arranging the
means for tightening the keys. The chair A is similar in the configuration of
its transverse section to that shown in Figure 2, the keys E are arranged as in
the last modification, with their thinner edges outwards, and they are forced
asunder by means of the bolts F, which are made to pass through the wedge-
shaped head C in a vertical direction between the keys. The screwing up of
the nut G draws down the bolts and wedge D, and gradually forces the keys
apart, so as to effectually secure the ends of the rails. These improved rail-
way chairs may either be so arranged as to rest on the sleepers I beneath, or
they may be laid on the ballast, or they may be simply suspended between the

page_text: sleepers, the mode of attachment in either case securing a firm and effective
junction of the rails.
The next part of my present Invention relates to an improved form of rail,
which is applicable to ordinary railways, or to the formation of tramways on
common roads. Hitherto iron rails have generally been made in convenient
lengths of solid bars, which are secured in metal chairs resting on timber
sleepers, the abutting ends of the rails being fixed by keys, or by fish plates
bolted on either side. The surface or tread of such rails being convex, and
narrower in proportion than the coned peripheries of the wheels passing over
them, present an insufficient amount of surface thereto; the result is, loss of
power for want of adhesive surface, and rapid deterioration of both rails and:
wheel tyres. This entails the rapid destruction of the sleepers and other parts
of the permanent way, as well as serious injury to the rolling stock, and a¨
resulting limit to the speed at which trains can be safely worked.
Myimprovements render the use of sleepers, chairs, orfish plates unnecessary,
at the same time the bearing surface or tread of the rail is increased, and made
to correspond to the conical form of the peripheries of the wheels, and the
point of support is elevated to as near the top of the rail as is practicable, so
as to secure a continuous and level surface, combined with durability of
structure, and facility for executing repairs.
Figures 11, 12 and 13, represent vertical sections showing three different
modes of arranging and constructing my improved rail. In Figure 11 the
rail A is made with abroad bearing surface or tread, extending outwards in a
lateral direction, the angle to which the inner part of the bearing surface is
formed being made to correspond to the periphery of the carriage wheel B..
The vertical wel or lower part of the rail has a longitudinal channel or recess
rolled in it, the upper and lower surfaces of which are slightly inclined. This.
channel or recess is intended to receive the vertical wing of the angle irou C,
which is rolled with a broad laterally extending surface. The vertical wing of
the angle iron C fits into the channel of the rail A, and the two parts are.
securely held together by the bolt and nut D, the rails A and the angle:
irons C being so arranged as to break joint with such other. When these.
rails are laid in ballast and held to gauge by suitable tie rods, the lateral
horizontal flanges act as a continuous support, and the vertical as a keel to:
preserve the rails in their proper position. In the modification shewn in
Figure 12, the web of the ral A and the wing of the angle iron C are curved
slightly outwards, a mode of construction to which preference may in some
cases be given. In lieu of the channels formed in the vertical webs of the
rails, as described and shown in the last two arrangements, the rails and angle

page_text: irons may be fitted together, as shewn in the vertical section, of Figure 13. In
this mode of fitting the parts together, V-shaped ridges are formed on the web
of the rail and on the wing of the angle iron, these ridges fit into corresponding
grooves formed opposite to the ridges, either in the web of the rail or the wing
of the angle iron. In Figure 13 there are two ridges formed on the angle
iron, and one on the web of the rail; but this arrangement may be variously
modified according to circumstances, the main object being to prevent the
vertical displacement of the rails, and so maintain the bearing surface as
continuous and uniform as possible. When these improved rails are laid on
common roads, either or both the lateral flanges may be made available as a
tramway for ordinary carriages, as well as for the flanged wheels of railway
carriages.
The last part of my present Invention consists of an improved mode of
supporting rails by means of lateral cellular brackets, the cells of which are
filled either with compressed timber,asphalte, concrete, broken stones, ballast,
or other similar materials. Figure 14 is a vertical section, and Figure 15 a
plan of a portion of a rail arranged and constructed according to this system.
The rails A are cast with a parallel longitudinal rib of metal B, which is
united to the rail by the transverse stays or connecting pieces C, the spaces
between which form a series of rectangular cells open at the top and bottom.
These cells are filled in with pieces of compressed wood D, the end grain of
the wood being presented to the surface, so that it may wear longer, and at all
times iusure its fitting tightly into the cell by reason of the lateral expansion.
The vertical rib of the rail A is cast with a longitudinal channel or recess, to
receive the inner part of the laterally supporting bracket piece E, which is cast
cellular, like the outer part of the rail A. The supporting bracket E is fitted
to the rail A,and the two are firmly connected together by the transverse bolts
and nuts F. The cells of the bracket E are filled in with compressed timber D,
or with
any of the cheaper materials herein-before named. Instead of casting
the rail A with a channel or recess in the vertical rib, both the parts may be
made with projections and corresponding recesses to ensure their proper
lateral adjustment.
Another mode of arranging this improved cellular railway is shewn in
transverse vertical section in Figure 16, and in plan in Figure 17. In this
case the rail A is of the ordinary form, and it is supported on either side by
the cellular brackets B, the inner parts of which fit the web of the rail, the
brackets and the rail being firmly secured by the transverse bolts and uuts F.
The interstices of the brackets are filled with blocks of compressed wood D,
or with other materials, as before described. The cast-iron cellular pavement

page_text: may, in some cases, be extended with advantage between the rails, as in level
crossings on railways or common roads, or streets; in such cases the cast-iron
frames must be cast of suitable dimensions, the cells being filled in, as herein-
before described. This kind of cellular pavement is also well adapted for use
in railway stations and platforms, also for covering turntables, the crossings
and pavement of streets and bridges, and for other similar purposes.
Having now described and particularly ascertained the nature of my said
Invention, and the manner in which the same is or may be used or carried
into effect, I would observe, in conclusion, that what I consider to be novel
and original, and therefore claim as the Invention secured to me by the
herein-before in part recited Letters Patent, is,
First, the general arrangement and construction of chairs or apparatus for
receiving and connecting the ends of rails, so as to keep the contiguous ends
in accurate adjustment with each other, as herein-before described and
delineated in the accompanying Drawings.
Second, the system or mode of arranging and constructing railway chairs
suitable for connecting and holding securely the ends of bridge or foot rails,
whether the said chairs are supported on the sleepers or ballast, or suspended
between the sleepers, as herein-before described and showninthe accompanying
Drawings.
Third, the system or mode of gripping or holding the ends of the rails and
tightening up the same by means of wedge-shaped keys actuated in the various
ways herein-before described and shown in the accompanying Drawings.
Fourth, the system or mode of arranging and constructing the improved
form of rails, herein-before described and delineated in Figures 11, 12 and 13
on the accompanying Drawings; also the application and use of the said rails
in the formation of railways, or for tramways on common roads or streets.
Fifth, the arrangement and construction of rails with lateral cellular
supporting parts, as herein-before described and shown in Figures 14 to 17 on
the accompanying Drawings, together with the application and use of the
cellular arrangement as a substitute for ordinary flooring or pavement, and
for other similar purposes.
In witness whereof, I, the said Henry Lee Corlett, have hereunto set
my hand and seal, this Ninth day of December, One thousand eight
hundred and fifty-nine.
HENRY LEE CORLETT. (L.B.)