IMPROVEMENTS IN RAILS CHAIRS SLEEPERS AND FASTENINGS FOR RAILWAYS AND TRAMWAYS
Year: 1882

page_text: LETTERS PATENT to Harold Tyrrell Grainger of 38 New Church Road
Camberwell in the County of Surrey Civil Engineer for an Invention of
"IMPROVEMENTS IN RAILS CHAIRS SLEEPERS AND FASTENINGS FOR
RAILWAYS AND TRAMWAYS"
PROVISIONAL SPECIFICATION left by the said Harold Tyrrell Grainger
at the Office of the Commissioners of Patents on the 17th February 1882.
HAROLD TYRRELL GRAINGER of 38 New Church Road Camberwell in the
County of Surrey Civil Engineer "IMPROVEMENTS IN RAILS CHAIRS SLEEPERS
AND FASTENINGS FOR RAILWAYS AND TRAMWAYS"
My improvements in the permanent way of railways and tramways embrace
and relate to new and improved methods in construction and to prevent railway
wheels mounting the rails which at the present time is a fruitful source of
accidents on all railways and also to further improve the permanent way of
tramways and to facilitato vehicles crossing the tramway rails without the fear or
chance of an accident by preventing the formation of artificial ruts which form
alongside the tram rails and which I propose to accomplish in the manner
following viz.
The novel railway rail I propose to roll either in steel or iron in various lengths
in the form of an oblong (looking at it in the cross section) and whilst being
rolled grooves or flutes are formed in the vertical walls of the rail (or the grooves
or flutes may be subsequently planed out from the solid rail) such grooves or flutes
are for the purpose of hanging or suspending the rail which may be reversable that
the base of the rail may not in any way receive support from sleepers or chairs
and by the means employed for suspending the railway rails I entirely get rid of
the jolting and shaking now experienced on all the systems hitherto adopted in
railway construction and further my aim is to afford greater comfort combined
with safety to the very numerous passengers who ride in railway or tramway
cars.
At each end of rail a half slot may be formed for the better and more effectually

page_text: noiding down the ends or rails by wedges bolts or nuts which I may employ for the
purpose of fastening.
The chairs I propose to roll in iron or steel in various lengths of the shape or
form of valley girders and whilst hot I cut them into suitable lengths with a
revolving circular disc. I then punch elongated or oblong holes in the part to form
the base of chair and drilled or punched in the part forming the vertical wall of
chair.
The projection forming one lip of the valley girder chair is placed lip to rail or
the lip of chair is inserted into the groove at vertical side of railway rail such
chairs for suspending the rail I propose to place antithetically and opposite such
chairs I place a wrought hooked staple the hook of such staple I place into the
corresponding groove on the opposite side of rail and at the other end of such
wrought hooked staple I form a bolt end with a thread cut on for nut and such
bolt is slotted for reception of a flat cotter or pin.
In some instances I propose to use longitudinal iron hitch plates (either fint 1
inverted or of other form) and at certain measurements I punch circular square or
elongated holes for the reception of wrought welded staples either square or of
other form (when transversal sleepers are used the punchings or drillings will be in
the reverse position of those of the longitudinal ones). The staples above described
I insert into the sleepers and a flat key is placed through the said staple at
underside of sleeper. The chair above described is then placed over the staple at
upper surface of sleepers and a wood block or key oak by preference is inserted
and is held in position and practically becomes immovable by a binding screw
which I insert through upper surface of wrought staple.
A railway constructed on the new principal enunciated above will be a far more
substantial railway in every respect than the various systems hitherto adopted as
no cast iron is specified or would be used in construction no riding of rail onds will
ever occur as each rail end is half slotted. I entirely dispense with fish plates and
circular bolts as now practised in fishing joints of milways the bolts of which in
the present systems soon become flattened at both upper and under surfaces and
hence occurs the play which causes the concussion jolting and very objectionable
noise now experienced. The chairs being wrought iron and cuniform in shapo
hence they possess elasticity in a very largo degree which is so essential and
requisite where a high speed is required in transit.
The wood keys will not fly out (as has frequently been the case) and after
once fixing will not require any attention being held in position by a binding
screw.
I propose to use another section or pattern of rail formed with a head having a
central web or fang and having square holes punched at certain measurements and
also at each end of rail. The rail I then insert between two vertical webs of chair
and which also has been previously punched the space intervening between the
web of rail and the web of chair on each side is occupied with two pieces of hard
and durable wood such as oak teak wood but advantageously teak and which has
been previously morticed a square bolt is then inserted transversely through the
whole the square of bolt penetrating to within about a quarter of an inch of chair
web and is then shouldered to admit of thread being cut on same and a slot is
punched in bolt end for reception of cotter which tightens up the whole.
Another mode of constructing a railway by using the rail as specified above is
by using valley girder chairs as herein and previously described but with the baso
of such valley girder chair and the projecting lip rolled the reverse way.
The rails above described I propose to apply to the construction of tramways by
a groove being rolled in the head of rail and in order that the vehicular traffic
should be allowed to cross and recross the iron rails without the least fear of an
accident I increase the height of chairs to the same level of tram rail and between
the chairs on either side I propose to apply modifications of my patent caps clips or
non-skidding blocks as specified and shewn in my Specification of Letters Patent
granted to me and dated the 18th December 1878 No. 5184.

page_text: In some cases I propose to make the chairs for the application of tramways from
rolled T or angle iron or steel with a rib or fillet rolled on one side and such rib or
fillet should fit into the groove on vertical side of tram rail holes may be punched
in chairs at or about the level of underside of tram rail to admit of a shouldered
taper key or wedge and which may also be fluted grooved or sorrated on upper
surface and when fixing the various parts together the lower key or wedge being
shouldered at or near each end prevents the chair moving from its proper
position and whilst the upper key or wedge (which I prefer to be plain) is being
driven home transversely the lower wedgo being shouldered it always remains in
its proper position.
In some instances I propose that the whole of the materials above referred to be
cast or malleable and if so the holes corod or subsequently bored or some portions
inay be forged when greater strength and solidity is required.
Experience teaches me that the present substructures of tramways are very
deficient in, an adjunct which is most essential viz.; elasticity and to overcome or
remedy this great defect I propose to use in some instances wood as longitudinal
sleepers in conjunction with the foregoing systems but with the holes in chairs and
antiskidding blocks considerably lower and nearly level to holes which may be
morticed or bored through centre of wood sleeper transversely.
In some instances I propose to use the rail known as the box rail in conjunction
with the longitudinal wood sleepers and cast rolled or wrought chairs as herein and
previously specified.
I also propose to utilize the waste slag from blast furnaces also vetrified clay or
other suitable material for chairs or longitudinal sleepers moulded in suitablo
forms and affixed by circular or square bolts nuts staplos clips or other suitable
fastenings

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Harold Tyrrell Grainger in the Great Seal Patent Office on the
17th August 1882.
HAROLD TYRRELL GRAINGER late of 38 New Church Road Camberwell in the
County of Surrey but now of 13 Rue de la Polle, Cherbourg, France Civil Engineer
"IMPROVEMENTS IN RAILS, CHAIRS, SLEEPERS AND FASTENINGS FOR RAILWAYS
AND TRAMWAYS"
My improvements in the permanent way of railways and tramways embrace and
relate to new and improved methods in construction and to prevent railway wheels
mounting the rails which at the present time is a fruitful source of accidents on
railways and also to further improve the permanent way of tramways and to
facilitate vehicles crossing the tramway rails without the fear or chance of an
accident by preventing the formation of artificial ruts which now form alongside
the tram rails and which I accomplish in the manner following, vis-
=
The railway rail marked A. in Fig. 1 of Drawings annexed hereto I purpose to
roll either in steel or iron in various lengths (and when rolled plain in the form of
an oblong looking as it is in the cross section) and whilst being rolled a groove,
grooves, flutes, fillet, or fillets marked a in the Drawings hereto are formed in or
on the vertical walls of the rail (or the grooves or flutes may be subsequently
planed out from the solid rail) such grooves flutes or fillets being for the purpose of
hanging or suspending the rail (which may in some cases with advantages be a
reversible rail) that the base of the rail may not in any way receive support from
sleepers or chairs and by the means which I adopt are to be employed or used for
suspending the railway rails-I entirely get rid of the jolting and shaking as now
experienced on all the systems hitherto adopted in railway construction as in all
cases wherever fish plates and circular bolts are used in construction they are
subjected to the great number of trains running to & fro such continual concussion
in a very brief space of time tending materially to render the under as well as the
upper surface of all the circular bolts to present a flattened surface and thus occurs
the play or riding of the ends of rails even though the permanent way be of
recent construction; and further my aim is to afford greater comfort combined
with safety to the very numerous passengers who ride in railway or tramway
cars.
In some instances at each end of rail a half slot may be formed for the better and
more effectually holding down the ends of rails by wedges bolts and nuts or other
modes which I may employ for the purpose of fastening.
The chairs marked B in Figs 1 and 2 I roll in iron or steel in various lengths of
the shape or form of valley girders and whilst hot cut into suitable lengths with a
revolving circular disc or saw I then punch elongated or oblong holes in the part
to form the base of chair marked b and drilled or punched in the part forming the
vertical wall of chair marked c and which are for the reception of the fang or bolt
end of wrought hooked staple or other suitable fastening. The projection forming
one lip or stud of the valley girder, chair marked D is placed lip to rail or the lip
of chair is inserted into the groove at vertical sides of railway rails. Such chairs
for suspending the rail I in some instances place antithetically as shewn at Fig. 6.
and opposite such chairs I place a hooked staple as herein and previously mentioned
and which is marked C the hook of such staple I place into the corresponding
groove on the opposite side of rail and at the other end of such hooked staple I
form a bolt end or ends as shown at Figs 1 and 6 with a thread cut on for nut, and
such bolt end is slotted for reception of a flat cotter or pin marked C' so that once
tightened up the cotter pin acts as a preventative of the hooked staple becoming
loose.

page_text: In some instances I use as sleepers laid longitudinally or transversely iron flitch
plates or shallow valley girders marked d in Figs 1, 6, 7, 8, and 9 either flat
inverted or of other suitable form At certain measurements I form oval circular
square elongated or other shaped holes for the reception of wrought welded or cast
staples E in Fig 2, either square or other suitable form and when transversal
sleepers are used the punchings or drillings will be in the reverse position to those
of the longitudinal ones.
The staples above described I insert into the sleepers through oblong rectangular
or other suitable shaped holes which have been previously punched so as to admit
of such staple being inoved along or slided into position and in some instances a
flat key is placed through the staple at underside of sleeper or the flat key may bo
dispensed with in some instances as shewn at Fig 2 marked e where the base of
the staple impinges upon the underside of sleepers. The chair above described is
then placed over the staple at upper surface of sleepers and a wood block or key F
(oak by preference) is inserted and is held in position and practically becomes
immoveable by a binding or preferably a set screw marked f (such set screw is
applicable to the present chairs which when applied will impinge upon and
securely hold in position the wood keys as at present applied and thus obviate
the necessity of platelayers constantly being required in looking to their security
and driving them home) which I insert through upper surface of wrought staple.
It will be observed that no riding or depression of rail ends will occur as at the
ends or joints of rails the chairs are increased in width and as each rail end will
tako half bearing upon such chairs it will be comparatively impossible for either
an engine or the coaches to mount the rails at the ends or joints which at present
is of frequent occurrence.
In some instances I prefer the rail end to be half slotted and as will be seen by
the foregoing description I entirely dispense with fish plates and circular bolts as
now generally practiced. In fishing joints of railways the bolts of which in the
present systems very soon become flattened at both upper and under surfaces hence
occurs the play or riding which causes the concussion jolting and very objectionable
noise now experienced as herein and previously set forth.
The chairs I use are principally of rolled metal and cuneiform and semicircular
in shape hence they possess elasticity in a very large degree and are compensating
which is so very essential and requisite in the construction of the permanent way
of railways where a high speed is required in transit :-
The wood keys will not fly out (as has frequently been the case) and after once
fixing and screwing up will not require any attention being held in position by a
coach or set screw.
The system described above may be modified by a rail being slotted punched or
drilled through at a and the chair rolled or forged in the U form with the portions
of the lip marked D cut off that it may be inserted through the rail and fastened
with nut and cotter pin the chair will by these means be considerably strengthened.
I also use another section or pattern of rail marked G Fig 3 with a head having
a central web or fang and having square oblong oval or other shaped holes punched
at certain measurements and also at each end of rail I form a half slot-The rail
I then insert between two vertical webs of chair g which also has been previously
punched the space intervening between the web and rail and the web of chair on
each side being occupied with two pieces of hard and durable wood H such as oak
or teak (but preferably teak) and which has been previously mortised
A square
bolt is then inserted transversely through the whole the square of bolt
penetrating to within about a quarter of an inch of the outer wall of chair web and
is then shouldered to admit of thread being cut on same and a slot punched in bolt
end for reception of cotter which tightens up the whole.
The chair above referred to may be of rolled iron or steel cut into any suitable
sizes and in some instances may be forged or cast and made malleable and the
necessary holes for fastening be either punched drilled or cored or the chairs may
be of cast steel.

page_text: Another mode of constructing a railway is by adopting or using valley girder
chairs as herein and previously described but with the base of such valley girder
chairs and the projecting lip or stud rolled the reverse way and the mode I adopt
in constructing a railway on this system as shewn at Figure 4 is as follows-The
rail I is rolled up with a central web or fang which is then punched or slotted at 5
certain measurements such holes I prefer to be in the retangular or oblong form
for the reception of fastenings as herein and previously stated. The chair c is
formed with a flat base from which it takes a semicircular sweep to the vertical
wall and at the upper part the lip or projection is formned to afford a support to
the underside of rail head. The base of chair may be affixed to the wood sleeper
in the manuer as now generally practised or preferably as herein and previously
explained or either of the foregoing systems may be fixed to the sleepers either of
wood iron or steel with bolts and nuts cotter pins or other suitable fastening. At
Fig 5 I show another mode of construction adaptable for the permanent way of
railways and in some instances the longitudinal or transversal sleeper may be
slotted or punched in the form of an L or T or other suitable form to admit of
chairs being placed in position. The chairs may be of either steel or iron having
one web formed on each side each of which may be so formed that the web impinges
on the upper and also the lower web on the underside of sleoper.
The chairs are firmly held or affixed to rail by flat bolts h and cotter pins C¹ or
with a double clip or staple as shown dotted at K made in a wedge form serrated
grooved or fluted on upper face so that when the wood wedge is driven home it is
firmly held but when cross or transverse sleepers are used the tie rods k are
dispensed with and to prevent any play between the various parts I insert a wedge
or wedges between or above the upper webs.
I also adopt another system in constructing railways as shown in Figs 8 and 9
I show the methods I apply in carrying same into effect. The rail L is similar to
those shown in Figs 1 and 5. The chairs b may be rolled either in steel or iron
with a lip or stud rolled on one side which fits into the groove at vertical side of
rail and the necessary holes be either drilled or punched out. When cast chairs
(either steel or malleable iron) are used they may be cored or subsequently drilled
and in some instances may be forged out of steel and after having been fitted with
a bolt and nut which I prefer to be flat or oval (or any other suitable) fastening
through both longitudinally or otherwise connected the two chairs practically
become coupled together and thus form one chair and the whole is fitted and fixed
together in the very simple manner as shewn.
A railway constructed on these principles shown in the Drawings annexed will
offer greater stability and be more substantially constructed in every respect than
any systems now in use. It is a well known fact that cast iron chairs are
frequently sent out from the foundries having blow holes (or under the designation
as being spongey) and when such become subject to great lateral pressure become
fractured where defective and thus another source of accidents on our railways will
be avoided by adopting the remedy as herein described.
I also modify portions of the foregoing systems for the construction of the
tramways and specially so with regard to the rail as it merely requires the groove
to be rolled in the heads or placed out as herein as previously stated and in order
to admit of the vehicular traffic to cross and recross the tramrails without fear of
accident I apply portions of or modifications of my patent caps clips or non-
skidding or anti lapsus blocks as specified and shewn in my Specification of Letters
Patent granted to me and dated December eighteenth One thousand eight hundred
and seventy eight and numbered 5184.
The systems as shewn at Fig 10 I intend to apply on the ordinary macadamized
roads no paving setts being required. The chairs m which I term anchor chains I
roll as previously set forth or they may be of cast steel or iron but if cast are
considerably strengthened by inserting in the centre of the mould a piece or strip
of wrought iron or steel as shewn and dotted on Figs: 16 and 17-Two webs N
and n are shewn same being for the purpose of more effectually bedding them into

page_text: their positions in foundations of roadway and in some instances the webs may be
rolled on each side of chair or increased in number.
It will be observed that I use wedges O as auxiliary fastenings rolled and cut to
widths required and the under one serrated grooved or fluted on upper surface and
shouldered at underside at O' which secures the rails and chairs in position whilst
the upper wedge is being driven home or they may be cast and for the upper one I
use teak wood but other ordinary fasteners and those as herein specified may also
be used. The sido elevation of foregoing is shewn at Fig 11. The system as
shewn at Fig 12 is very similar to the one preceding but the chairs m have only
one web which are on each side affixed to a thin flitch plate & with bolts and nuts
or otherwise.
The rail is firmly held in position with a flat key or pin P split up at each end
and when fixing are simply burred or turned with the hammer as shown
Fig 13 represents a side elevation :-The rail p see Fig 14 I roll with a fillet a
on vertical wall of rail which fits into a corresponding groove in chair the upper
part of which is strengthened and the whole affixed as previously stated The
side elevation is shewn at Fig 15.
Fig 16 shews a modification of Fig 8 the rail being held in position by the jaws
of chair The fillet or lip may in some instances be reversed as shewn at Fig 14
the chairs being affixed and bolted together at or about the centre by a square or
other shaped bolt S and are bolted down to flitch plates & A side elevation of
the system I shew at Fig 17
At Fig 18 1 shew another very simple modification The rail A has a groove a
rolled on each side of rail The chairs S are affixed and bolted to a thin flitch
plate d from which they take a semicircular sweep to a shoulder T which is for
the purpose of partially supporting the rail above which is the lip or stud D which
fits into the corresponding groove in rail.
The chairs may be either rolled as hereinbefore set forth cast or forged and if
forged the lip or stud may easily be formed by "jumping" the material up or with
a die and are bolted together at or about the centre to prevent spreading.
In Fig 19 is shewn a system somewhat similar to Fig 5 but with the webs N
of chair rolled the reverse way Each of such webs impinge upon the under and
upper surface of flitch plate d. the stud or lip D of chair O fits into the corre-
sponding groove of rail a. The chairs are punched at V into which I insert a
cramp or clip U.
At Fig 20 I shew a side elevation of foregoing system.
Experience teaches me that the present substructures of tramways are very
deficient in an adjunct which is most essential viz. elasticity and to overcome or
remedy this great defect as far as possible I adapt steel or iron chairs which are in
a great measure compensating and which are shewn in several of the Drawings
and previously set forth herein and in others I adapt longitudinal or transversal
wood sleepers in conjunction with several parts and appliances of foregoing systems
as subtructures.
Fig 21 shews a longitudinal wood sleeper W which is rebated on each side (a
holo is then morticed through) upon which are placed the anti-lapsus or non
skidding blocks X. The rail A is punched through at a and the whole is fixed
together as shown.
The system shown at Fig 22 is constructed in a very similar manner to Figs 12
and 13 but the chairs m are affixed each on longitudinal wood quartering Win
lieu of iron flitch plates. The wood quartering may with advantage be embedded
in the concrete. Fig 23 shows an improved box rail A set upon a longitudinal
wood sleeper W which has previously been shouldered or rebated and splayed.
The anti-lapsus or non skidding blocks X may extend downwards where dotted to
base of wood sleeper and affixed as shown or otherwise.
Fig 24 is a slight modification of the preceding system and shows the anti-lapsus
or non-skidding blocks X extending to base of wood sleeper W.
I also use another section of rail A in the system shewn at Fig. 25 it being

page_text: Thirdly The various arrangements of fastenings as substantially set forth in the
Drawings annexed (with the exception of the ordinary circular bolts and nuts
and cotter pins which are well known and in common use).
Fourthly The improved arrangements and combinations together with the
various parts and appliances for the purpose of constructing railways and tramways
in a more economical and expeditious manner than as now practised as herein set
forth and illustrated in the Drawings hereto annexed.
Fifthly-The insertion of a piece of steel or iron in the chair in the processes
of casting such as described.
"
Sixthly:-The flat key or pin split up substantially as and for the purposes
described.
In witness whereof the said Harold Tyrrell Grainger hath hereunto set
his hand and seal this Sixteenth day of August in the year of our
Lord One thousand eight hundred and eighty two.
Witness-
T. MORGAN
21 Cockspur Street
London SW.
HAROLD TYRRELL GRAINGER. (L.S.)