Iμ- PROVEMENTS IN RAILWAYS, AND IN IRON PAVEMENTS AND RAILWAYS COMBINED PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE CONSTRUCTION OF RAILWAY CHAIRS, AND TO CAST-IRON PAVEMENTS FOR ORDINARY STREETS
Year: 1861

page_text: LETTERS PATENT to George Davies, of No. 1, Serle Street, Lincoln's Inn,
in the County of Middlesex,and No. 28, St. Enoch Square, in the City
of Glasgow, Civil Engineer and Patent Agent, for the Invention of "Iμ-
PROVEMENTS IN RAILWAYS, AND IN IRON PAVEMENTS AND RAILWAYS COMBINED
PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE CONSTRUCTION OF
RAILWAY CHAIRS, AND TO CAST-IRON PAVEMENTS FOR ORDINARY STREETS."―A
communication from abroad by Barzillai Coat Smith,of Burlington, New
Jersey, in the United States of America.
Sealed the 25th March 1862, and dated the 23rd October 1881.
PROVISIONAL SPECIFICATION left by the said George Davies at the
Office of the Commissioners of Patents, with his Petition, on the 23rd
October 1861.
I, GEORGE DAVIES, of No. 1, Serle Street, Lincoln's Inn, in the County of
Middlesex, and No. 28, St. Enoch Square, in the City of Glasgow, Civil -
Engineer and Patent Agent, do hereby declare the nature of the said In-
vention for "IMPROVEMENTS IN RAILWAYS, AND IN IRON PAVEMENTS AND RAILWAYS
COMBINED, FARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE CONSTRUCTION OF
RAILWAY CHAIRS. AND TO CAST-IRON PAVEMENTS FOR ORDINARY STREETS," (a com-
munication to me from abroad by Barzillai Coat Smith, of Burlington, New
Jersey, in the United States of America), to be as follows:--
°
These improvements consist, firstly, of a railway composed of two or more
Price 8d.1

page_text: cast-iron girders, constructed and bedded directly into the ground, in the
manner described bereafter, so as to dispense with the usual wooden sleepers
or other foundations, as well as with the ordinary chairs and spikes.
The cast-iron beams or girders each consist of a longitudinal plate of about
twelve inches in width, and have on the underside, at each edge, longitudinal
ribs or flanges. Running along about the centre of each beam or girder is an
elevated rib forming the tread or rail for receiving the flanges of the carriage
wheels. The girders are connected together by means of a dovetailed key
driven tightly into the space between two bevilled lugs or projections, which
are formed at each end of each beam. To maintain the girders in their proper
positions laterally, platos are fitted underneath at the joints, and are connected
together by transverse rods. In order to make the joint still more secure, other
dovetailed keys may be driven longitudinally between ribs raised on each side
of the tread on the upper surface at each end of the girders.
In applying these improvements to the construction of tramways or railways
on common roads, transverse ribs are cast upon the upper surface of the girders,
the said ribs being discontinued or cut away near the tread or rail on one side
of the same, to allow of the passage of the flanges of the carriage wheels, the
tops of the ribs being level or thereabouts with the tops of the treads, so as to
allow the wheels of ordinary vehicles to cross over the rails with ease.
The improvements consist, secondly, in combining cast-iron girders as above
(bedded into the ground) with malleable iron rails, for the purpose of readily
removing and replacing therails withoutdisplacing the girders, andinconfining
the said rails to the girders. On the upper surface of the girder, and at
suitable distances apart, are cast lugs or projections, between which fits the rib
of a single-headed rail, a strip of wood or other suitable material being inter-
posed between the under side of the rib and the surface of the girder, and a
wedge-formed key driven transversely through the lugs and the rib of the rail.
A modification of this part of the Invention may be made as follows:-The
rib on the under side of the rail is of a dovetailed form, and bears at one side
against a projection cast on the girder. On the opposite side of the rail is a
loose plate, having a projection which passes through an opening in the girder,
and underlaps the same, a dovetailed key being driven in between the outer
edge of the plate and a permanent lug on the girder.
This feature of the improvements is applicable tocast-ironchairsforsecuring
rails to ordinary sleepers, as follows:-The main body of the chair consists of
a rectangular plate, having at each corner a suitable hole for the reception of
the spikes by which it is secured to the sleeper. From this plate projects an
in lined rib, which bears against the rib of the rail immediately below the head

page_text: of the same, the lower flange of the rail fitting into a recess formed on the
inside of the inclined rib at the point where the latter meets the plate. An
oblong recess is formed in the plate for the reception of the horizontal portion
of a second plate, which is furnished with an inclined rib, having a recess to
receive the other side of the rib of the rail. The inner edge of the horizontal
part of this second plate has a projection which fits into a recess formed in the
first-named plate. The second, or moveable plate, is held in its place by a
wedge-formed key bearing against two lugs or projections cast on the first-
named plate at either side of the moveable plate. This arrangement is described
with reference to a single-headed rail with a bottom flange; but it is evident
that the same principle with very slight modifications may be adapted to any
other form of rail.
The improvements consist, thirdly, of a combined railway and pavement,
constructed as hereafter described, so that the wheels of ordinary vehicles can
freely traverse the pavement without being obstructed by the rails, the said
pavement being so arranged that any portion may be readily removed without
disturbing the whole pavement or raising the adjacent parts.
The cast-iron plates of which the pavement is composed may be either solid
or hollowed out on the under side, the upper surface being provided with ribs
or projections to prevent the slipping of horses' feet, and the line of junction
of the ends of each two plates being midway between the opposite ends of the
adjacent plates. Each plate is provided near its ends with an upper and a
lower recess for receiving corresponding projections on the sides of the two
adjacent plates,and with intermediate projections for fitting into the recesses
near the ends of the adjacent plates; hence it will be evident, that when a
series of plates so constructed are fitted together, it is impossible for one
plate to yield independently of the others. These plates are to be so laid down
that their ends are not in actual contact, and that the projections only extend
about one quarter of an inch into the recesses; the interstices between the ends
of the plates being filled up with dirt or grit will keep the plates in their
relative positions.
When it is desired to remove one plate, the dirt or grit is cleaned out of the
interstices of as many of the adjoining plates as will allow of their being
displaced horizontally sufficient to disengage the projections from the recesses,
when the plate can be raised up vertically.
When the above described pavement is intended to be used as a railway
and pavement combined, the trausverse ribs on the upper surface of the plates
are to be discontinued or cut away, so as to form two clear channels for the
passage of the flanges of the carriage wheels, and on the outside of each

page_text: channel a continuous longitudinal rib is formed, so as to form the treads or
rails for the wheels.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said George Davies in the Great Seal Patent Office on the 23rd
April 1862.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE
DAVIES, of No. 1, Serle Street, Lincoln's Inn, in the County of Middlesex,
and No. 28, St. Enoch Square, in the City of Glasgow, Civil Engineer and
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-third day of October, in the year of our Lord
One thousand eight hundred and sixty-one, in the twenty-fifth year of Her
reign, did, for Herself, Her heirs and successors, give and graut unto me,
the said George Davies, Her special licence that I, the said George Davies,
my executors, administrators, and assigns, or such others as I, the said
George Davies, my executors, administrators, and assigns, should at any
time agree. with, and no others, from time to time and 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 RAILWAYS, AND IN IRON PAVEMENTS AND RAILWAYS COMBINED,
PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO THE CONSTRUCTION OF RAILWAY
CHAIRS, AND TO CAST-IRON PAVEMENTS FOR ORDINARY STREETS," (a communication
to me from abroad by Barzillai Coat Smith, of Burlington, New Jersey, in the
United States of America), upon the condition, amongst others, that I, the
said George Davies, my executors or administrators, by an instrument in
writing under my, or their, or one of their hands and seals,should particularly
describe and ascertain the nature of the said Invention, and in what manner
the same was to be performed, 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 George Davies, do hereby declare
the nature of the said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement in writing, and on reference to the accompanying Drawings, that is
to say:

page_text: These improvements consist, firstly, of a railway composed of two or more
cast-iron girders, constructed and bedded directly into the ground, in the
manner described hereafter, so as to dispense with the usual wooden sleepers
or other foundations, as well as with the ordinary chairs and spikes.
The cast-iron beams or girders each consist of a longitudinal plate of about
twelve inches in width, and have on the under side at each edge longi-
iudinal ribs or flanges. Running along about the centre of each beam or
girder is an elevated rib forming the tread or rail for receiving the flanges of
the carriage wheels. The girders are connected together by means of a dove-
tailed key driven tightly into the space between two bevilled lugs or projec-
tions, which are formed at each end of each beam. To maintain the girders
in their proper positions laterally, plates are fitted underneath at the joints,
and are connected together by transverse rods. In order to make the joint
still more secure, other dovetailed keys may be driven longitudinally between
ribs raised or each side of the tread on the upper surface at each end of the
girders.
In applying these improvements to the construction of tramways or railways
on common roads, transverse ribs are cast upon the upper surface of the
girders, the said ribs being discontinued or cut away near the tread or rail on
one side of the same, to allow of the passage of the flanges of the carriage
wheels, the tops of the ribs, being level or thereabouts with the tops of the
treads, so as to allow the wheels of ordinary vehicles to cross over the rails
with ease.
The improvements consist, secondly, in combining cast-iron girders as
above (bedded into the ground) with malleable iron rails, for the purpose of
readily removing and replacing the rails without displacing the girders, and in
confining the said rails to the girders. On the upper surface of the girder,
and at suitable distances apart, are cast lugs or projections, between which
fits the rib of a single headed rail, a strip of wood or other suitable material
being interposed between the under side of the rib and the surface of the
girder, and a wedge-formed key driven transversely through the lugs and the
rib of the rail.
A modification of this part of the Invention may be made as follows:-The
rib on the under side of the rail is of a dovetailed form, and bears at one side
against a projection cast on the girder. On the opposite side of the rail is a
loose plate, having a projection which passes through an opening in the girder
and underlaps the same, a dovetailed key being driven in between the outer
edge of the plate and a permanent lug on the girder.
This feature of the improvements is applicable to cast-iron chairs for

page_text: securing rails to ordinary sleepers, as follows:-The main body of the chair
consists of a rectangular plate, having at each corner a suitable hole for the
reception of the spikes by which it is secured to the sleeper. From this
plate projects an inclined rib, which bears against the rib of the rail imme-
diately below the head of the same, the lower flange of the rail fitting into a
recess formed on the inside of the inclined rib at the point where the latter
meets the plate. An oblong recess is formed in the plate for the reception of
the horizontal portion of a second plate, which is furnished with an inclined
rib, having a recess to receive the other side of the rib of the rail. The inner
edge of the horizontal part of this second plate has a projection which fits
into a recess formed in the first-named plate. The second or moveable plate
is held in its place by a wedge-formed key bearing against two lugs or pro-
jections cast on the first-named plate at either side of the moveable plate.
This arrangement is described with reference to a single-headed rail with a
bottom flange, but it is evident that the same principle, with very slight modi-
fications, may be adapted to any other form of rail.
The improvements consist, thirdly, of a combined railway and pavement,
constructed as hereafter described, so that the wheels of ordinary vehicles can
freely traverse the pavement without being obstructed by the rails, the said
pavement being so arranged that any portion may be readily removed without
disturbing the whole pavement or raising the adjacent parts.
The cast-iron plates of which the pavement is composed may be either solid
or hollowed out on the under side, the upper surface being provided with ribs
or projections to prevent the slipping of horses' feet; and the line of junction
of the ends of each two plates being midway between the opposite ends of
the adjacent plates. Each plate is provided near its ends with an upper and
a lower recess for receiving corresponding projections on the sides of the two
adjacent plates, and with intermediate projections for fitting into the recesses
near the ends of the adjacent plates. Hence it will be evident that when a
series of plates so constructed are fitted together, it is impossible for one plate
to yield independently of the others. These plates are to be so laid down that
their ends are not in actual contact, and that the projections only extendabout
one-quarter of an inch into the recesses; the interstices between the ends of
the plates being filled up with dirt or grit will keep the plates in their relative
positions.
When it is desired to remove one plate, the dirt or grit is cleaned out of
the interstices of as many of the adjoining plates as will allow of their being
displaced horizontally sufficient to disengage the projections from the recesses,
when the plate can be raised up vertically.

page_text: When the above described pavement is intended to be used as a railway
and pavement combined, the transverse ribs on the upper surface of the plates
are to be discontinued or cut away, so as to form two clear channels for the
passage of the flanges of the carriage wheels, and on the outside of each
channel a continuous longitudinal rib is formed, so as to form the treads or
rails for the wheels.
Such being the nature and object of the said Invention for "Improvements
in Railways, and in Iron Pavements and Railways combined, parts of which
Improvements are applicable to the Construction of Railway Chairs, and to
Cast-iron Pavements for ordinary Streets," I will now proceed to describe
more in detail the manner in which the same is to be or may be performed or
carried into practical effect. And in order that the same may be distinctly
understood I have annexed hereunto two Sheets of Drawings illustrative
thereof, and have marked the same with figures and letters of reference cor.
responding with those in the following explanation thereof, that is to say:-
In Sheet 1 of the annexed Drawings, Figure l is a transverse sectional view
of the improved railway; Figure 2, a perspective view of one of the cast-iron
girders which form the rails; Figure 3,a perspective view, showing a modified
mode of securing the girders together; Figure 4, a perspective view of a
girder, designed for the construction of street railways; Figure 5, a longi-
tudinal section on the line 1-2 (Figure 1); Figure 6, a perspective view of a
girder, with a detachable malleable iron rail; Figures 7 and 8, sectional
views, drawn to an enlarged scale, and showing the method of securing the
malleable iron rail to the girder; Figure 9, a plan view (drawn to a reduced
scale) of the cast-iron girders and malleable iron rails; Figure 10, an enlarged
transverse sectional view, showing a modified plan of securing a detachable
malleable iron rail to the cast-iron girder.
In Sheet 2 of the annexed Drawings, Figure 1 is a sectional view (drawn
to a scale of about one-half the actual size) of the last-named improvement
applied to a chair for securing rails to ordinary sleepers; Figure 2, a plan
view of the same; Figure 3, a similar view, with the moveable portion of the
chair detached; Figure 4, a sectional view on the line 3-4 of Figure 3;
Figure 5, a sectional view illustrating a modification of Figure 1, and drawn
to a reduced scale; Figure 6, a longitudinal section of Figure 5; Figure 7, a
plan view of the same; Figure S, a modification of Figure 5; Figure 9, a
plan view of an iron pavement to be used for common roads, or as a pavement
and railway combined; Figures 10 and 11, sectional views of the pavement,
showing the manner of detaching one of the plates; Figure 12, a perspective
view of one of the iron plates composing the pavement.

page_text: On reference to Figures 1, 2, 3, 4, and 5 (Sheet 1), A and A¹ are two
cast-iron beams or girders, each consisting of a longitudinal plate, twelve
inches or thereabouts in width, and having on the under side and at the
opposite edges longitudinal ribs or flanges b,b; midway or thereabouts between
the opposite side of each girder is an elevated rib a, forming the tread for
receiving the flanged wheels of railway cars. The girders are connected
together by means of a dovetailed key B, which fits accurately, and so that it
may be driven tightly into the space between the lugs e and e' at one side and
on the end of one beam, and between the lugs fand f¹ at the end of the
adjacent beam. There are similar lugs with a similar key on the opposite
side of the beams, so that on driving the keys tight to their places, they have
a tendency not only to adjust the ends of the two beams to their proper
position, both vertically and laterally, but also to maintain themselves in the
position to which they have been adjusted, thereby insuring an uniform
coincidence of the treads a at the points where the two beams meet each
other.
In order that the beams may maintain their proper longitudinal position, a
plate C is fitted snugly to the under side of the beams where the latter meet
each other, and between the transverse ribs h, h, seen in Figure 5, bolts
passing through this plate and through the adjacent girders, so that they
cannot separate from each other longitudinally. Each of tehse plates C has a
projection c, in which is a hole for receiving the bent end of the rod D, the
opposite bent end of the latter fitting into a hole in a similar plate, which is
secured to the ends of two girders, which form a portion of the opposite rail of
the track, so that the two lines of girders may be maintained in their proper
relative position laterally.
In order to afford a still more secure and certain attachment of the ends of
the rails to each other, dovetailed keys fitting between lugs, and similar to
those at the sides, may be used on the upper surface of the girder and on
both sides of the tread a, as seen in Figure 3.
Owing to the width of the girders and the rigidity imparted to them by the
longitudinal ribs or flanges b, b, and to the firm connection of the girders to
each other, no other foundation is required than the ground in which the
girders are laid, the usual transverse sleepers, as well as all chairs and spikes,
being dispensed with.
The soil, saud, or gravel (as the case may be) which is inclosed laterally by
the flanges b, b, and firmly compressed in laying the girders, forms, as it were,
a portion of the latter, so that there can be no lateral displacement of the
girders without disturbing the mass of compressed soil beneath them, as well

page_text: as the neighbouring soil; at the same time the width of the plate which forms
the top of the girder, and which is bedded directly on to (and not into) the
ground, is such that no lateral tilting or depression of the girder can take
place.
In order to lay the girders securely on the ground, however, so that the
ribs a may form a continuous and level tread, it is above all things necessary
that they should be secured firmly, evenly, and immoveably to each other, and
this security is so amply provided for by the dovetailed keys above described,
as well as by the plates C, that should any portion of the foundation of one
girder be wanting in solidity, the rigidity of the girder itself, as well as its
secure attachment to the adjacent girder, prevents any yielding or displace-
ment.
The girders, owing to their peculiar form, may be made so light that when
the absence of all sleepers, chairs, spikes, &c., and the comparative facility of
laying the girders are taken into account, a railway constructed as described
above is much cheaper than those composed of malleable iron rails, and is at
the same time more solid and durable.
In applying these improvements to the construction of city railways, trans-
verse ribs d, d, seen in Figure 4, are cast on the upper surface of the girders,
these ribs being discontinued or cut away near the tread, and on one side of
the same, to allow for the passage of the flanges of the car wheels, and the
tops of the ribs being level or thereabouts with the tops of the treads so as to
enable the wheels of ordinary vehicles to cross the track with ease, as more
fully described hereafter..
On reference to Figures 6, 7, 8, 9, and 10 (which represent the cast-iron
beam or girder described above, combined with a malleable iron rail in place
of the rib a), A is the girder, and B the malleable iron rail, the form of
which will be best observed on reference to Figure 7. On the upper surface
of the girder, and at a suitable distance apart from each other, are cast, the
lugs or projections h, h, between which fits the rib m of the rail, a strip n,
of wood or other suitable slightly yielding material being interposed between
the under side of the rib and the top of the girder, and a wedge-formed key i
passing horizontally through the lugs h, h, and through the rib m of the rail.
The opening in the rib, and the openings in the lugs for the reception of the
key, are so arranged that on driving in the latter it will have a tendency to
depress the rail and compress the strip n; it will be seen therefore that the
height of the rail above the girder may be easily regulated by means of the
key, and by variations in the thickness of the strip n. At the point where
two rails meet each other, one half of the key i passes into a slot cut in

page_text: the end of one rail, and the other half of the key i passes into a slot cut into
the end of the adjacent rail, as best observed on reference to Figure 8, so
that the treads of the two rails are certain to coincide with each other. In
securing the rails to the girders care should be taken to so arrange them that
the ends of the adjoining rails should meet each other at a point midway or
thereabouts between the opposite ends of one of the girders, as seen at x in
the plan view, Figure 9. One of the advantages of this mode of combining
the cast-iron girders wtth malleable iron rails over the plan described above
of casting the treads for the car wheels on the girders, is that the malleable
iron rails may, when worn, be removed without disturbing the girders.
Another advantage is that the rails will yield vertically to a limited extent
under pressure, and will not have the excessive rigidity of the rails described
in reference to Figures 1, 2, 3, 4, & 5.
In Figure 10, which represents a modification of this portion of these
improvements, the rib m of the rail B is of the dovetailed form shown, one
side of the rib bearing against a projection h¹ cast on the girder. On the
opposite side of the rail is a loose plate D, having a projection d which passes
freely through and is guided by an opening e in the girder, and underlaps the
same, a dovetailed key fintervening between the outer edge of the plate D
and a permanent lug on the girder, so that on driving the key tight it
will force the plate against the side of the rail which cannot be raised owing
to the dovetailed form of the rib m. On removing the key f, however, the
plate D may be drawn back, thus allowing the rail to be detached from the
girder.
The last feature of my improvements is applicable to cast-iron chairs for
securing rails to ordinary sleepers, as will be best observed on reference to
Figures 1, 2, 3, and 4, Sheet 2, in which A and A' represent the ends of two
adjoining rails, which rest on and are secured to their proper position by the
improved chair, the main body of the latter consisting of a plate B, having
at each corner a suitable hole for receiving the spikes by means of which the
chair is secured to the sills or sleepers. From the plate B projects the
inclined rib C,the upper end of which is arranged to bear against the portion b
of the rails, the lower flange c of the latter fitting snugly into a recess formed
on the inside of the inclined rib C at the point where the said rib meets the
plate B.
An oblong recess d, Figure 3, Sheet 2, is formed in the plate B for
the reception of the horizontal portion of the plate D, which has an inclined
rib similar to that on the rib B, the upper edge of this rib bearing against
the portion of the rail, and the inside of the rail being so formed as to fit
on the top and against the edge of the flange of the rail. It will be

page_text: observed that the inner edge of the horizontal portion of the plate D has a
projecting flauge or rib e, fitting snugly into a recess formed in the plate b, so
that when the two plates are fitted together, as seen in Figure 1, the plate D
can have no lateral or vertical movement independently of the plate B. The
former plate can however be slidden in the recess d, from and towards the
rail, after the removal of the key E, which is of the wedge form represented
in Figure 1, the bottom of the key resting partly on the plate B and partly
on the plate D, one edge of the key bearing against the lower portion of the
inclined rib of the plate D,and the opposite edge bearing against the lugs F,F,
one of which is cast to the plate B on each side of the recess d. In order
that the key may be maintained in its proper vertical position, it is furnished
on one edge with a rib or flange f, fitting snugly into a recess formed in the
plate Dat the point where the horizontal portion, and the inclined rib of the
said plate meet each other, the opposite edge of the key being bevilled so as
to fit the bevilled edge of the lugs F, F. In order to prevent the accidental
loosening of the key, the latter has on its bevilled edge a recess x, Figure 2,
for the reception of one side of a loose strip y of metal, which also fits into a
recess formed in the horizontal portion of the plate D, one end of the strip bear-
iug against the shoulder for.ned on the key by the recess x, and the other
end bearing against one of the lugs F on the plate B, so that it is impossible
to withdraw the key without first. removing the metal strip. Although the
key E is preferable as a means of securing the plates together, it may be
dispensed with, and the plates be connected to each other by bolts m, m, shown
by dotted lines in Figures 1 and 2, Sheet 2, each bolt passing through a lug
cast on the plate D, and through a similar lug on the plate B; or should
greater security be desired, both the key and the bolts may be used. It will
be seen that in securing the two plates together, the rails are so firmly gripped
at the points 6 and b', as well as at the lower flanges c and c¹, that the rails
become as it were a part of the chair. On removing the fastenings the
plate D may be slidden out free from the rails, which may then by a lateral
movement be drawn away clear of the chair. It will be evident therefore
that this improvement in railway chairs affords greater facilities for readily
laying, removing, and replacing the rails on the track than the ordinary chairs
that are cast in one piece, and to which the ends of the rails have to be fitted
by sliding them endways into the chamber formed for their reception.
A modification of the improved chair is illustrated by Figures 5, 6, and 7,
Sheet 2, the rail in this case differing in form from that last described. The
construction of this modified chair will be readily understood from the fore-

page_text: going, without further explanation, as will also the modification shown by
Figure 8, in which the top and bottom of the rail are formed alike.
It should be understood that when the chair is used for coupling the end
of two adjoining rails together, it is provided with a projection w, Figure 6,
the ends of the rails being cut away at this point, so that they can have a
slight longitudinal movement, limited by the projection w, independently of
each other.
The improvements illustrated by Figures 9, 10, 11, and 12, Sheet 2, relate
to iron pavements, and to a combination of a railway with an iron pavement.
A represents an entire plate; B, B', B2, B3, each representing a portion of
an adjacent plate of the improved pavement. These plates may be either solid
or hollowed out on the under side, and properly strengthened, the upper
surface being provided with ribs or other suitable projections, to prevent the
slipping of the horses' feet, the line of junction of the ends of two of the plates
being midway between the opposite ends of the adjacent plates. The edge of
the plate A has at one end a lower recess a,and an upper recess b, and on the
opposite end similar recesses a¹ and 6, the former for receiving projectionsor
lugs on the edge of the plate B³, and the recesses a' and 6' for receiving
similar projections on the edge of the plate B². The edge of the plate A is
also provided with an upper projection c and a lower projection d, for fitting
into corresponding recesses in the edge of the plate B³, and also with the
upper projection c¹ and lower projection d³, for fitting into corresponding
recesses in the plate B. The edge of the plate B', where it joins the plate A.
is provided with projections and recesses similar to those on the said plate A,
where the latter joins the plate B2, and the edge of the plate B, where it joins
the plate A, has projections and recesses similar to those on that edge of the
plate A which joins the plate B³.
It will be seen that when a series of plates are thus fitted together with the
projections of one plate fitting into the corresponding recesses of the adjacent
plate, the whole are so firmly locked together that it is impossible for one plate
to yield independently of the other.
The main objection attending the use of cast-iron pavements composed of
plates or blocks locked together by projections and recesses, has been the
difficulty of removing one or more plates or blocks without disturbing the
entire pavement, when repairs of or additions to gas or water pipes render the
opening of the ground necessary. The object of this portion of the improve-
ments has been to obviate this difficulty.
It will be seen on reference to Figures 9 and 10, that the edges of the

page_text: plates are not in actual contact with each other. By the use of temporary
gauges in laying the plates they are separated from each other to the extent,
say, of one-eighth of an inch, the projections and recesses being so pro-
portioned that the former shall not penetrate the latter to a greater distance
than one-quarter of an inch, the recesses, however, being deeper than the
projections are long. After the plates have been thus laid the dirt will
penetrate between the edges of the adjacent plates, so that there is no fear of
their losing their proper relative position. When one of these plates, as for
instance, the plate A (Figures 10 and 11), has to be removed, the dirt is
scraped away from between the joints of that plate and those of as many
adjacent plates as will allow the plates B2 and B3 to be moved to the extent of
a quarter of an inch from the plate A, which is now at liberty on one side,
and may be elevated, as seen in dotted lines, Figure 10, and disconnected
from the plates B and B' on the opposite side; or the dirt between the joints
of as many plates on both sides of the plate A may be removed as will enable
the latter to be at liberty on both sides, as seen in Figure 11, when it may be
lifted vertically from its position.
When the above-described pavement has to be used as a railway and pave-
ment combined for street cars, the transverse ribs on the upper surface of the
plates are discontinued or cut away at x, x, so as to form two clear channels
for the passage of the flanges of the opposite car wheels, and on the outside of
each channel is formed a continuous rib y, which constitutes the rail for the
treads of the wheels in the same manner as described in reference to Figure 4
Sheet 1. It should be understood that the tops of the tran sverse ribs are on
a level or very nearly on a level with the tops of the ribs y. It will be readily
seen thatwhile the latter are adapted to receive the flanged wheels of railway
cars, the ribs afford a roughened surface for the horses' feet; it will also be
seen that as the upper surface of the transverse ribs is on a level or nearly so
with that of the rail, the wheels of ordinary vehicles can traverse over the
pavement with greater ease than over a pavement with the usual rails pro-
jecting above the same. The channels x, x, for the passage of the flanges of
the car wheels may be so narrow as not to admit the rims of the wheels of
ordinary vehicles, so that the latter may not have that tendency to follow and
retain their position on the line of the rails which they have in street railway s
of ordinary construction. Even if the channels are wide enough to admit the
rims of the wheels of ordinary vehicles, which may be desirable on account of
the smooth surface presented on the bottom of the channels, there will be no
difficulty in turning the wheels from these channels, as the inside of the trans-

page_text: verse ribs on the inside of the channel will facilitate the turning of the wheels
therefrom.
Having now described the nature and object of the said Invention for
"Improvements in Railways,and in Iron Pavements and Railways combined,
Parts of which Improvements are applicable to the Construction of Railway
Chairs, and to Cast-iron Pavements for ordinary Streets," together with the
manner in which the same is to be or may be performed or carried into
practical effect, I would remark, in conclusion, that I claim as the Invention
communicated to me by the aforesaid Barzillai Coat Smith, of Burlington
New Jersey, in the United States of America,-
Firstly,a railway composed of two or morecast-iron girders A and A'(Figure
1,&c.),each girder consisting of a broad plate with longitudinal strengthening
flanges b,b,below, and a longitudinal rib a above, the body of the girder being
bedded on to and the strengthening flanges into the ground, as described, for
the purpose of preventing all liability of the rails to tilt or be displaced laterally
orvertically,and in order to forin a cheap and permanent railroad without the
aid of sleepers, chairs, and spikes, as herein-before set forth.
Secondly, combining a series of longitudinal cast-iron girders A (Figure 6,
&c.)with malleable iron rails, substantially in the manner and for the purpose
herein specified.
Thirdly, confining malleable iron rails to cast-iron girders, by means of lugs
and moveable plates D,and keys f, or their equivalent, substantially as set
forth and illustrated by Figure 10.
Fourthly, applying the last-named improvements to the construction of
chairs for securing rails to the ordinary sleepers, that is to say, the cast-iron
chair (Figure 11, &c.), composed of the plate B, with its rib c, the moveable
plate D, with a corresponding rib, the two plates being constructed, arranged,
and secured together, and adapted to each other, and to the rails, substantially
as and for the purpose herein set forth..
Fifthly, a combined railway and pavement composed of cast-iron plates or
girders, having longitudinal ribs y (Figure 19), forming rails for car wheels
and transverse ribs or their equivalents for receiving the horses' feet or the
wheels of ordinary vehicles, the upper surface of the rail being level or nearly
level with that of the transverse ribs, and the latter being cut away or discon-
tinued, so as to form channels for the passage of the flanges of the car wheels,
as herein set forth, for the purpose described.
And, sixthly, a series of iron plates laid a given distance apart from each
other, and having projections and recesses so proportioned to that distance

page_text: that the plates when undisturbed may form an unyielding pavement for
ordinary street purposes, or as a railway and pave:pent combined, and in
order that one of the plates may be readily removed after a slight lateral
movement of the adjacent plates, as herein specified.
In witness whereof, I, the said George Davies, have hereunto set my
hand and seal, this Twenty-third day of April, in the year of our Lord
One thousand eight hundred and sixty-two.
GEORGE DAVIES. (L.s.)