IMPROVEMENTS
Year: 1883

page_text: "
LETTERS PATENT to Arthur Hill Rowan, of 6 Westminster Chambers, in the
County of Middlesex, Civil Engineer, for an Invention of
IN TRAMWAYS"
'
IMPROVEMENTS
PROVISIONAL SPECIFICATION left by the said Arthur Hill Rowan at the
Office of the Commissioners of Patents on the 24th May 1883.
ARTHUR HILL ROWAN, of 6 Westminster Chambers, in the County of Middlesex,
Civil Engineer, "IMPROVEMENTS IN TRAMWAYS
"
My Invention relates to a method of laying and fastening tramway rails of a
class described in my specification to Letters Patent dated 25th November 1880,
N° 4911, in such manner that the said rails are bound to the underlying and
laterally adjacent portions of the road pitching; correct relation between these
portions of the road surface being thereby maintained, whilst the rails themselves
remain capable of removal, on displacing the fastenings, without disturbing the
surrounding roadway. My invention further relates to special modes of constructing
fastenings for securing tramway rails of the character above referred to.
→
In laying a tramway according to my improved method, I arrange in line a
series of setts composed of stone, wood, slag or other material, suitable for pitching
or paving that portion of the surface of the road which is immediately adjacent to
the tramrails. In the upper surface of each of these setts is a notch or recess of
sufficient width to admit the compound tramrail, described in my aforesaid previous
Patent, and of sufficient depth to admit the same together with a strip of packing
if desired. Setts formed in this manner and arranged side by side with the
bottoms and sides of their notches or recesses in line constitute a series of chairs
affording the tramrail support of a practically continuous character. By arranging
the notches or recesses in the upper faces of the paving setts or chairs towards one
or other of the ends thereof; one end of each alternate sett is caused to project
beyond the ends of the adjoining setts. The ordinary paving setts are partially
inserted in the spaces so left, and thus break joint and in a manner interlock with
the special notched setts or chairs. In order, however, to further ensure the due
maintenance of the proper relative positions of the tramrail, of the notched setts or
chairs and of the adjoining road pitching, I arrange a continuous or approximately
continuous longitudinal base-plate beneath the parts referred to. This base-plate
Di 031

page_text: .
is of sufficient width to extend beyond the notched setts or chairs and to wholly
or partially underlie the adjacent course of ordinary pitching on each side. The
tramrail is then secured to the base-plate by suitable fastenings; the result being
that the notched setts or chairs become gripped between the said tramrail and
base-plate whilst the adjoining pitching is at the same time supported by the base-
plate. Thus the three elements composing this portion of the surface of the road-
that is to say, the tramrail, the notched setts and the adjoining ordinary setts-
assist and support one another in maintaining their correct relative positions. It
will be obvious that, instead of using a wide base-plate, two narrow strips,
respectively underlying the joints between the notched setts and the ordinary
setts, may be employed. In this case, I introduce, at intervals corresponding
with the distance between the fastenings of the tramrails, a cross-bar underlying
the said longitudinal strips and adapted for receiving the lower end of the tramrail
fastening.
A further modification consists in substituting for the base-plate or plates a
concrete longitudinal bearing. In constructing this I prefer to embed anchor-
plates in the concrete at suitable intervals, such anchor-plates being adapted for
receiving the lower ends of the tramrail fastenings; the notched setts or chairs
intervening, as before, between the tramrail and the longitudinal bearing.
My improvements in fastenings for securing tramrails, such as described in my
aforesaid previous patent,-that is to say, tramrails constructed in two parts, one
of these consisting of the head vertical rib and base flange and the other consisting
of a channel rail supporting and partly enclosing the first mentioned part-are of
the following description. Through a notch in the base-flange of the main rail
and through a hole in the middle web of the channel rail, I pass a coach-screw or
other bolt, the same engaging with the base-plate or anchor-plate previously
described, or with a timber longitudinal or transverse sleeper, or other substructure
as may be preferred. The head or upper end of the bolt is in the form of an
inverted cone, and approximately occupies the space between the vertical rib of
the main rail and the rib of the channel rail forming one side of the flange groove.
Beneath and on two opposite sides of the conical head of the screw or bolt, I
introduce three-sided or half-round or equivalent shaped strips, bars or blocks,
of steel or other suitable material. Each of these strips is disposed parallel to the
rail and presents an inclined face coinciding with the angle of the conical bolt-
head, whilst the two remaining sides or back of the strip take a bearing in the
one case against the channel rail and in the other case against the main rail.
When using this description of fastening, I sometimes roll the channel rail with
a fillet in the corner; the height of the fillet corresponding with the thickness of
the base-flange of the main rail. The strips on either side of the bolt may then
be similar in section; and, in order to prevent them moving longitudinally during
the operation of screwing down the bolt or subsequently, their exterior faces may
be provided with recesses adapted for the reception of the bolt-head. In applying
this fastening, the conical headed bolt above described is inserted previous to the
introduction of the main rail. The strips are then introduced longitudinally
beneath or against the conical sides of the screw or bolt-head, one of these strips
extending across from side to side of the notch in the flange of the main rail.
The bolt or screw, which may be conveniently furnished with a cross-cut in its
upper end, is then turned and forced downwards by the aid of its screw-thread.
During this process, the coned sides of the head force the strips apart and
downwards, and these in turn operate to force the main rail into its proper
position and bearing in the channel rail; the final effect being to secure the
tramrail to the substructure and-in instances where the construction herein before
described is employed-to connect the same directly or indirectly to the paving
setts. If preferred, the fillet before alluded to may be increased in height and
formed with an inclined side or face, the loose strip on that side of the bolt being
then dispensed with. In such instances, the fillet or strip or both practically
. become merged in the rib of the channel rail,

page_text: According to a modified method of constructing fastenings for similar purposes,
instead of making the bolt-head conical in shape, I form it with three, five or
other unequal number of sides. These sides are taper, the smaller diameter of the
head being at its lower extremity. In applying this fastening, I screw it down
until the underside of one of the angular projections forming part of the head
arrives in contact with the fillet on the channel rail. One angle of the bolt-head
will thus point towards the side rib of the channel rail; and the said head, being
provided, as already specified, with an unequal number of sides, it follows that one
of its sides is presented towards the vertical rib of the main rail. Between such
side of the bolt-head and the vertical rib and base-flange of the main rail, I then
insert a three-sided, half-round or other suitably shaped taper key. On driving
this key longitudinally, the channel rail, or previously described fillet thereon, is
forced beneath the projecting angle of the bolt-head; the main rail being at the
same time secured to the channel rail and these to the substructure as previously
described.
According to a further modification, I employ a screw-bolt, the head or upper
end of which is provided with a vertical saw-cut or slit. In applying this
fastening, I insert the screw-bolt, and, having introduced the main rail, I turn the
said bolt until its head or upper end engages laterally with the slightly inclined
sides of the main rail or channel rail or both. I then insert a thin wedge in the
cross-cut or slit previously alluded to; and, by driving same, force the sides of the
bolt-head apart, whereupon tightening effects of the character previously described
ensue. A loose packing piece may, if preferred, be introduced beneath the bolt-
head in place of the fillet previously described as formed in the corner of the
channel rail. Although I have described my present object as being attained
partly by the adjustment of the screw-bolt and partly by the use of the wedge, it
is obvious that wedge action alone may be employed.
In some of the foregoing types of fastenings, I have described the use of strips,
bars, blocks or keys, arranged on opposite sides of the bolt. To diminish the
tendency that such pieces, when taper, have to work loose, I sometimes connect a
pair together by interlocking two of their corresponding ends. Or, a duplex strip
or key-piece may be constituted by bending or otherwise forming a bar into horse-
shoe shape. Ordinarily, when laying the track, strips or keys applied on opposite
sides of a bolt would tend to move in unison with one another as regards the
rotative motion of the bolt, and in opposition to one another relatively to the
longitudinal direction of the tramway; but by connecting a pair together as
described, such motion is prevented. Their surfaces may also be corrugated,
serrated or roughened, if preferred. One arm of the horse-shoe piece may be
parallel and the other taper, according to the particular type of fastening employed.
By forming the bow portion with a certain degree of pliability, it will yield and
adjust itself sufficiently to permit the taper arm or key to be driven without
necessarily disturbing the parallel part applied on the opposite side of the bolt.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Arthur Hill Rowan in the Great Seal Patent Office on the
24th November 1883.
ARTHUR HILL ROWAN, of 6, Westminster Chambers, in the County of Middlesex,
Civil Engineer, IMPROVEMENTS IN TRAMWAYS'
"
"
My Invention relates to a method of laying and fastening tramway rails of a
class described in my specification to Letters Patent dated 25th November, 1880.,
N° 4911-that is to say, tramrails constructed in two parts, one of these consisting
of the head vertical rib and base-flange and the other consisting of a channel-rail
supporting and partly enclosing the first mentioned part-my principal object
being to effect the binding of the said rails to the underlying and laterally adjacent
portions of the road pitching; correct relation between these portions of the road.
surface being thereby maintained, whilst the rails themselves remain capable of
removal without disturbing the surrounding roadway. My invention further
relates to special modes of constructing fastenings for securing tramway rails of the
character above referred to.
In order that my invention may be fully understood I shall now proceed more
particularly to describe the same, and for that purpose shall refer to the several
figures on the annexed drawings.
In laying a tramway according to my improved method, I arrange in line a
series of setts, composed of stone, wood, slag or other material suitable for pitching
or paving that portion of the surface of the road which is immediately adjacent
to the tram-rails. In the upper surface of each of these setts is a notch or channel
of sufficient width to receive the tramrail and of sufficient depth to admit the
same, together with a strip of packing if desired. Setts formed in this manner
and arranged side by side or at short intervals from one another with the bottoms
or sides of their notches or channels in line constitute a series of chairs affording
the tramrail support of a practically continuous character or nearly so. By
arranging the notches or channels in the upper faces of the paving setts or chairs
towards one or other of the ends thereof, one end of each alternate sett is caused
to project beyond the ends of its adjoining setts; or the channelled setts may be
.otherwise formed so as to leave spaces for the reception of the adjoining setts.
Figs 1 and 2 shew in plan and transverse section respectively. a tramway laid in
the manner described. a is a channel-rail supporting and partly enclosing the
flange-rail b. . e is a packing, for the tramrail to bed upon. ff are channelled
setts, between the projecting ends of which the ordinary paving setts g g are
partially inserted; thus breaking joint and in a manner interlocking with the
special channelled setts or chairs. In order, however, to further ensure the due
maintenance of the proper relative positions of the tramrail, of the channelled setts
or chairs and of the adjoining road pitching, I arrange a continuous or approxi-
mately continuous longitudinal base-plate c beneath the parts referred to. This
base plate is of sufficient width to extend beyond the channelled setts or chairs
and to wholly or partially underlay the adjacent course of ordinary pitching on
each side. The traшrail is then secured to the base-plate c by suitable fastenings,
such as d; the result being that the channelled setts or chairs become gripped
between the said tramrail and base-plate, whilst the adjoining pitching is at the
same time supported by the said plate. Thus the three elements composing this
portion of the surface of the road-that is to say, the tramrail a b the channelled
setts ff and the adjoining ordinary setts g g-assist and support one another in
maintaining their correct relative positions.

page_text: Figs 3 and 4 shew in plan and transverse section respectively a somewhat
different mode of securing the tramrails to the base-plate and to the road pitching.
According to this modification two longitudinal and comparatively narrow
plates c¹ care substituted for the wide base plate and respectively underlay the
joints between the channelled setts and the ordinary setts. At intervals corre-
sponding with the distance between the fastenings d, I introduce a cross-bar h; the
same underlaying the longitudinal plates c¹ c¹ and being adapted for receiving
the lower end of the traurail fastening. The ends of the channelled setts f¹ rest
on the base-plates c' c' and between the said ends of the setts f¹ the ends of the
ordinary paving setts are inserted, these also resting partially on the base-plates.
The fastening d ultimately binds these parts together in the manner previously
described.
A further modification consists in substituting for the base-plate c or base-
plates c c a concrete longitudinal bearing. This method of construction is
illustrated in the transverse section Fig: 5. An anchor-plate 7 is embedded in a
concrete longitudinal p and is adapted for receiving the lower ends of the tramrail
fastenings.. The anchor-plate may be continuous; but I prefer the use of shorter
plates disposed at intervals corresponding with the distance the fastenings are
apart. The channelled paving setts previously described may be interposed
between the tramrail and the concrete longitudinal; or the tram-rail may be bedded
direct on the concrete as shown. In laying a tramway according to this modified
system, I form in the road a trench of such a width as will extend partly beneath
the course of road pitching laterally contiguous on each side of the tramrail. The
anchor-plate or plates with the fastening bolts d (or bars temporarily substituted
therefor) as also the tie bar m and paving setts 99 having been arranged in
position, I fill in the trench to a suitable depth p* with concrete asphalte or other
suitable solidifying material; and, whilst the same is still in a soft condition, I bed
the tramrail thereon. A true bearing for the tramrail is thus secured, and, at the
same time, the effect previously described as one of the objects of my invention is
attained; inasmuch as the substructure supporting the rail also supports or partially
supports the adjoining paving setts; and further, this support is continuous beneath
and between the two opposite sides of the tramrail.
It is obvious that a combination of the systems described may be devised by
introducing channelled paving setts alternately or at intervals with ordinary
paving setts; the former being embedded below in the concrete or equivalent
material constituting the longitudinal bearing, and the latter being bedded on the
same and abutting end wise against the sides of the tramrail.
My improvements in fastenings for securing tramrails of the character herein
referred to are of the following description, being illustrated in Figures Nos 3 to 11.
Through a notch in the base-flange of the main-rail and through a hole in the
middle web or floor of the channel-rail passes a coach-screw or other bolt, the same
engaging with the base-plate or anchor-plate previously described, or with a timber
longitudinal transverse sleeper or other substructure, as may be preferred. The
head or upper end of the bolt is in the form of an inverted cone, and approximately
occupies the space between the vertical rib of the main-rail and the rib of the channel-
rail forming one side of the tram-groove. Beneath and on two opposite sides of
the conical head of the screw or bolt, I introduce three-sided or half-round or
equivalent shaped strips, bars or blocks of steel or other suitable material. Each
of these strips is disposed parallel to the rail and presents an inclined face coinciding
with the angle of the conical bolt-head; whilst the two remaining sides or back of
the strip take a bearing in the one case against the channel-rail and in the other
case against the main-rail. In the transverse section Fig: 6 is shewn such a
fastening, & being the bolt with. a conical head furnished on each side with a strip
or bark; that on one side of the bolt-head taking a bearing against the channel-.
rail a and that on the other side against the main-rail b. The lower end of the
bolt or coach-screw d engages by means of a screw thread in a base-plate, cross-
bar, timber-sleeper, or other substructure, and upon being turned operates, by

page_text: means of its conical head, to force the strips or bars k k apart and downwards, thus
securing the flange-rail in the channel-rail and these to the substructure..
When using the present description of fastening, I sometimes roll the channel.
rail with a fillet in the corner; the height of the fillet corresponding with the
thickness of the base-flange of the main-rail.. Such a construction is shewn in
Figure 5 wherein the strip or bar k resting on the fillet is raised to a height corre-
sponding with that of the strip applied on the opposite side of the bolt-head. The
two strips or bars may in this case be similar in section, and in order to prevent
them moving longitudinally during the operation of screwing down the bolt or
subsequently, their exterior faces may be provided with recesses or notches adapted
for the reception of the bolt head. This device is shown in the detached view
Fig 7 where k shews the recess or notch described. In applying this.fastening
the conical-headed bolt is inserted previously to the introduction of the main-rail.
The strips are then inserted longitudinally beneath or against the conical sides of
the screw or bolt-head, one of these strips extending across from side to side of and
bridging the notch in the flange of the main-rail. The screw or bolt, which may
be conveniently-furnished with a cross-cut in its upper end, is then turned and
forced downwards by the aid of its screw-thread. During this process the coned
sides of the head force the strips apart and downwards, and these in turn operate
to force the main-rail into its proper position and bearing in the channel-rail; the
final effect being to secure the entire tramrail to the substructure, and-in instances
where the construction hereinbefore described is employed-to connect or bind the
same directly or indirectly to the paving setts.
If preferred the fillet before alluded to may be increased in height and formed
with an inclined side or face corresponding in angle with the conicity of the bolt-
head, as shewn in Figure 8. In this case the loose strip on that side of the bolt-
head is dispensed with and the fillet or strip or both practically become merged in
the rib of the channel-rail.
In Figure 8 is also shewn the end of a tie bar m the upper edge whereof is
formed with a notch m' for the reception of the tram-rail.
Figure 8 shews the application of the same description of fastening to a tramrail
of slightly different section. In this instance both vertical ribs or lateral members
of the channel-rail rise to the full height of the flange-rail or thereabouts.
According to a modified method of constructing fastenings for similar purposes,
instead of making the bolt-head conical in shape, I form it with three, five or other
odd number of sides. These sides are taper, the smaller diameter of the head being
at its lower extremity.. This modification is represented in Figure 9; d being the
bolt with a five-sided taper head. In applying this fastening, I screw it down
until the under side of one of the angular projections forming part of the head
arrives in contact with the fillet on the channel-rail. This angle of the bolt-head
will then point towards the rib of the channel-rail forming one side of the tram-
groove, whilst one of its sides is presented towards the vertical rib of the main-
rail. Between such side of the bolt-head and the vertical rib and base-flange of
the main-rail I then insert a three-sided half-round or other suitably shaped taper
key k². On driving this key longitudinally, the channel-rail, or previously described
fillet thereon, is forced beneath the projecting angle of the bolt-head; the main-rail
being at the same time secured to the channel-rail and these to the substructure as
previously described. To prevent the fastening working loose, I prefer to indent
or serrate one of the lateral faces of the key; these indentations being intended
to engage with one of the angles of the bolt-head upon the latter slightly rotating
backwards or slackening.
According to the further modification illustrated in Figs 3 and 4, I employ a
screw-bolt d, the head or upper end of which is provided with a vertical saw-cut
or slit.
In applying this fastening, I insert the screw-bolt the lower end of which
engages with a nut arranged in the transverse bar h; and having introduced the
main-rail, I turn the said bolt until its head or upper end bears laterally against
the slightly inclined or otherwise formed sides of the main-rail or channel-rail or

page_text: both. I then insert a thin wedge n in the cross-cut or slit previously alluded to,.
and by driving same, force the sides of the bolt-head apart, whereupon tightening
effects of the character previously described ensue. A loose packing piece may if:
desired be introduced against the bolt-head in place of the fillet previously described.
as formed in the corner of the channel-rail; or a strip such as o may be inserted
between the bolt-head and the main-rail. Although I have described my present
object as being attained partly by the adjustment of the screw-bolt and partly by
the use of the wedge, it is obvious that wedge action alone may be employed.
In some of the foregoing types of fastenings, I have described the use of strips,
bars, blocks or keys arranged on opposite sides of the bolt. To diminish the:
tendency that such pieces when taper have to work loose, I sometimes connect a
pair together by interlocking two of their corresponding ends. Or a duplex strip.
or key-piece may be constituted by bending or otherwise forming a bar into horse-
shoe shape. Ordinarily when laying the track, strips or keys applied on opposite.
sides of a bolt tend to move in unison with one another as regards the rotative
motion of the bolt and in opposition to one another relatively to the longitudinal
direction of the tramway; but by connecting a pair together as described. such
motion is prevented. Their bearing surfaces may also be corrugated; serrated or
roughened if preferred. One arm of the horse-shoe piece may be parallel and the
other taper according to the particular type of fastening employed. In Fig: 10 is
shown a duplex strip or key piece. of the character described. In this instance the
arm or member k is parallel and the arm k* taper. The former may be recessed
on its inner face if desired, as already described with reference to Fig: 7 and thus
rendered incapable of moving longitudinally; whilst, by forming the bow portion
with a certain degree of pliability, it will yield and adjust itself sufficiently to
permit of the taper arm k* being driven and employed as a tightening key.
The horse-shoe form may also be adapted to double strips with inclined faces
such for instance as previously described with reference to Fig: 5. On the conical
head of the bolt being forced down, the two arms of the horse-shoe piece become
distended; the bow connecting these yielding sufficiently to permit of this. By
arranging the bolt in the eye of the loop, as shewn in Fig: 11, the bearing surface
for the lead of the former is increased.
'
Fig: 12 illustrates the manner which I apply my improved fastening to a flat-
bottomed rail having a flange on both sides as dintinguished from one having a
flange on one side only as shown in Fig 8 and elsewhere. The channel-rail a is
in this instance extended in width in order to receive the wider base of the flange-
rail 6 and both sides of the former project upwards the fall height of the flange-rail.
Or, for certain purposes where the tram-rail is not required to be formed with a
groove it will suffice if the height of the channel-rail sides be such as to afford
lateral bearing for the conical heads of the fastening bolts. (The latter modifica-
tion is shown in Figure 12a). In laying a tramway of this type the channel-rail;
provided with holes. in its middle web or floor for the passage of the fastening
bolts, is placed in position, and the bolts d, d, passed through to the substructure c.
The base of the flange-rail having been notched out sufficiently to clear the bolt-
heads, the said rail is lowered into position in the trough of the channel-rail and
there secured by means of the taper-headed bolts d, d, with their loose strips or
bars k k these fastenings being applied at intervals on opposite sides of the main
or flange rail; as shown in the reduced plan Fig 13. Instead of the bolts d, ď¹, ď²,
alternating in the manner shown they may be applied opposite one another, that is
to say, two in the same transverse plane.
It will be perceived that the precise position of the flange-rail relatively to that
of the channel-rail is. capable of lateral adjustment, it being only necessary to
slacken the fastening or fastenings on one side of the flange-rail and to tighten
that or those on the opposite side thereof to accomplish this object. A similar
result may be attained by varying the thickness of the loose strips, bars or. keys.
It will also be noticed that each of the side ribs of the channel-rail forms a side to
a groove for the wheel-flanges and also forms a boundary and protecting edge to the

page_text: adjacent road pitching. The present improvements also permit of both channel-
rail and flange-rail being turned either way end for end; which affords certain
facilities during erection as well as permitting either or both members being
reversed when the track has become worn.
It may be further remarked that this improved mode of fastening tramrails
permits of somewhat lighter bolts being employed and of the tram-groove being
narrower. With the type of compound rail represented in Fig: 5 the strength of
the fastening has to be such that it is capable of producing considerable lateral
thrust on the main rail in order to effect close contact between the uneven surfaces
thereof and of the channel rail in addition to holding both down; whereas with
the double grooved type of compound rail the fastenings are merely required to
fasten the same to the substructure.
In Fig 14 is indicated the manner in which a "bridge"-rail may be mounted in
a channel-rail and secured therein by the use of my improved method of and means
for fastening the same. The main-rail b is in this instance shewn secured in the
channel-rail a as to one flange in the manner previously described with reference to
Fig: 5 whilst as to the other flange by way of illustration a conical headed bolt is
introduced between the main-rail and channel-rail and bearing against inclined
faces formed on those members respectively.
The improved fastening hereinbefore described and again represented in Fig: 15
is also applicable in conjunction with means for fishing the ends of flange-rails
when carried in channel-rails. a is the channel-rail having sides ribs the full
height of the flanged and headed rail b or thereabouts. d is the conical headed
fastening bolt, and k k the loose strips, bars or blocks. q is a fish-plate arranged in
the space between the middle rib of the main-rail and the side rib of the channel-
rail. The top and bottom edges of the fish-plate are by preference inclined in the
usual way to fit the main-rail; and upon the latter being forced sideways by the
action of the fastening & the fish-plate q backed and supported by the side rib a¹ of
the channel-rail, is forced into contact with the extremities of the two main-rails
required to be fished, and securely connects them together.
Having thus described the nature of my Invention and in what manner the same
is to be performed, I would have it understood that I do not in the present
instance claim as new the construction of tramrails in two parts, the one part
consisting principally of the rail-bead and the other part performing the subordinate
functions of supporting the first named part; neither do I claim the use, as a
fastening for such tramrails of the parallel bolt with lateral notch and taper key
as shown in Figs 1 & 2, neither do I claim as new the use of the chair paving setts
described nor the method of laying the tramrail in the channel formed by the
succession of recesses in such setts; but what I do claim as my Invention is :-
First The combination in a tramroad of a tramrail longitudinal, base-plates,
cross bar and intermediate channelled paving setts, all arranged substantially as
herein set forth and secured together by adjustable fastenings.
Secondly-For fastening compound tramrails (of the character herein referred
to) to the substructure and for tightening the various parts in their proper relative
positions, the conical-headed bolt provided with a strip, bar or block on each side;
that on the one side bearing against the main-rail and that on the other against
the channel-rail, substantially as described.
Thirdly-For similar purposes the modified construction of fastening wherein
the taper bolt-head is furnished as to one side with a strip or wedge and engages as
to its other side directly with the channel-rail, substantially as described.
Fourthly For similar purposes, the screw bolt, with split head and vertical
wedge, constructed and operating substantially as described.
Fifthly In combination with the conical-headed bolt, the horseshoe piece with
inclined inner faces, operating substantially as and for the purposes described.
Sixthly: The method of laying a tramway, by forming a trench in the road,
completing the paving with the exception of a channel to be subsequently occupied
by the tramrail, filling the trench to a. suitable height with concrete or other

page_text: suitable solidifying material, and finally bedding the tramrail thereon before the
said material becomes set.
Seventhly-The method of laying compound tramrails of the character herein
referred to in such a manner that the main or headed-rail is laterally adjustable
towards either side of the channel rail by means of taper-headed fastenings applied
on opposite sides of the said main-rail.
"
In witness whereof I the said Arthur Hill Rowan have hereunto set my hand
and seal this 23rd day of November A.D. 1883
ARTHUR H. ROWAN
(L.S.)