IMPROVEMENTS IN PERMANENT WAYS FOR TRAMWAYS
Year: 1880

page_text: PROVISIONAL SPECIFICATION left by Nicholas Procter Burgh at the Office
of the Commissioners of Patents on the 7th January 1880.
NICHOLAS PROCTER BURGH, of No. 80, Cornhill, in the City of London, Consulting
Engineer. "IMPROVEMENTS IN PERMANENT WAYS FOR TRAMWAYS."
The object of this Invention is to obviate the necessity of breaking up the road
on which tram rails are laid, also to establish an elasticity between the sleeper and
the running surface of the rails so that during the locomotion of the car the weight
of the same shall sufficiently impress the rail to take away the vibratory and
vertical actions which the body and springs of the car are always subjectd to when
passing over what is termed a hard road, thereby lessening also the wear and tear
of the car, the ballast by the peculiar arrangement also assisting the elasticity
above mentioned.
The features of my Invention are threefold:-
First. To make a rail which can be removed without breaking up the road in
which it is laid.
Second. To make the rail of such a section transversely that it shall by that shape
admit of vertical elastic action.
Third. To make a rail that shall permit the ballast to assist the elasticity
referred to.
The mechanical arrangements of this Invention are,―
The transverse section of the sleeper rail is as the letter Z, or it may be as the
letter L, while in other cases if it is preferred it can be a section in the form of the
letter I on its side, also if desirable the section of the letter C on its side may be
used.
A further part of my Invention consists in making the sleeper rail of tubular or
semi-tubular form for the length of the line, cheeks being arranged on the upper part
of the tube or semi tube for the reception of the wheel rails, and with flanges at
the bottom to enable it to be bolted or otherwise secured to the wooden or other
foundation.
The ordinary shaped tram-car rail that has sides to it which encloses the sleeper
for the certain depth can be fitted with my improved addition.
The top portions have fitted to them a separate or wheel rail upon which the
wheels act. This rail has also the usual groove or rut in which the raised portion
of the rim of the wheel is inserted.

page_text: The methods of securing this wheel-rail to the sleeper rail are,―
First. The wheel rail can clip the upper flange of the sleeper rail, which is of a
dovetailed form, and a wedge on one side of the clip will secure the two rails
together. In other cases the said wheel rail may be fastened by two wedges which
are driven in opposite directions so as to be loosened or tightened easily. The clip 5
portion of the wheel rail which bears against the sleeper rail and the wedges also
can be angular or straight.
Second. The upper flanged portion of the sleeper rails can be formed with clips
or raised portions so as to form a wide groove, into which the wheel rail can be
recessed and keyed in the same manner of keying arrangements as when the wheel 1
rail encloses or clips the flange of the sleeper rail. It will therefore be understood
that the ordinary bolts or nuts are not required to secure these rails together.
Third. The top flange of the sleeper rail can formed with a side groove in it, and
the lower surface of the wheel rail can be formed to fit therein, and with this
example no clips or wedges are required, but to secure the two rails together a stud
passes through the flange of the sleeper rail, and the remaining stud portion is
screwed into the the wheel-rail.
Fourth. When the sleeper-rail is formed with the clips or raised portions as
before mentioned the following arrangement for securing the wheel rail can be
adopted :-
On one side of the clip is secured through it a stud which is inserted into the
side of the wheel rail, and this prevents the rail from rising from its seat, the
opposite clip of the sleeper rail being if desired dovetailed for the wheel rail to sit
therein.
Fifth. The top flange of the sleeper rail can also be formed as last described, and
the two rails can be secured together by the set stud screwed into the wheel rail
and further secured by wedges on the opposite side.
The positions of these wedges and screw studs herein described will be at such
distances apart as practice will dictate.
The sleeper rails can be continuous or placed at intervals according to the weight
of the traffic.