IMPROVEMENTS IN STREET RAILWAY CARRIAGES, AND IN PERMANENT PROVISIONAL SPECIFICATION
Year: 1870

page_text: LETTERS PATENT to John Coope Haddan, of 41, Treherne Road,
Brixton, in the County of Surrey, Civil Engineer, for the Invention
of "IMPROVEMENTS IN STREET RAILWAY CARRIAGES, AND IN PERMANENT
PROVISIONAL SPECIFICATION left by the said John Coope Haddan
at the Office of the Commissioners of Patents, with his Petition,
on the 29th October 1870.
I, JOHN COOPE HADDAN, of 41, Treherne Road, Brixton, in the County
of Surrey, Civil Engineer, do hereby declare the nature of the said In-
vention for "IMPROVEMENTS IN STREET RAILWAY CARRIAGES, AND IN PERMANENT
WAY FOR STREET AND OTHER RAILWAYS," to be as follows:-
From the circumstance that street railway carriages (as heretofore
constructed) have ordinarily been so proportioned with respect to the
railways in public streets or roads on which they run, as to overhang
them, their speed has necessarily been limited in ordinary narrow or
crowded streets, inasmuch as the drivers of other vehicles could not.
(so distinctly as is desirable) have known the requisite amount of

page_text: clearance to allow for in passing; besides which when two lines have
been required the overhanging of the carriages has necessitated con-
siderable width between them.
Now my Invention consists in constructing street railway carriages
and street railways, so as to be of the same or of nearly the same width 5
externally, whereby the rails themselves may indicate the space or
width which the carriage will occupy, and whereby also two lines are
admissible in hitherto inadmissible cases, and even in other cases are
preferable to the hitherto existing arrangements as occupying less total
width in the public street or road, the two lines by my arrangement 1
being almost close together instead of requiring a considerable width
between them.
And in constructing the carriages with two lines or series of separate
seats, the two lines or series being one on each side of a longitudinal
central passage, and arranged to face longitudinally, that is, towards
the ends or one of them, and with only one line or series of seats
arranged to face crossways, some in one and some in the opposite
direction, or all in one direction. And with one line or series of internal
seats, or a continuous internal bench or seat arranged to face in one
direction crossways with a second or external line, or external con-
tinuous bench or seat also facing crossways, but in the opposite direction,
and so that the covering over the headway for the inside passengers
may form the bench or seat for the outside passengers.
And in constructing the carriages as above set forth with the further
improvement of an entrance and exit platform both for inside and
outside passengers situate at the middle of the length.
And the constructing the said street railways with permanent way
so laid as that in narrow streets or places, or elsewhere, where it is
impossible or not desirable to employ an up and down line with passing
space between them, the inner " up" and "down" rails only may cross
each other, the outer "up" and "down" rails being continuous.
And in constructing street railways with the rails let into groves
cut or sunk directly in or on the paving blocks or slabs, whether of
granite or other material, laid as is usual in courses, breaking joint or
properly bonding together or otherwise, and with a key or fastening
for holding the rail in the groove continuously or intermittently, and in
some cases with chairs, sleepers, or keying or fastening blocks of cast
iron or other convenient material let into the surface of the paving

page_text: at intervals, and generally even therewith, and which may or may not
be used in connection with tie bars for preserving the
gauge.
And in constructing the permanent way of street railways when laid
with granite, stone, or other blocks in or against, or with asphalte or
5 macadam, or gravel or such-like material, with the edges or ends of the
blocks left to dovetail or notch in with the macadam or general roadway
instead of being laid, or worked, or finished up to an even line.
And in constructing the permanent way of railways with cast-iron
transverse sleepers or chairs, or sleeper chairs, to be used in pairs, one
of each pair under each of the rails, and tied or held together in line
by ties of metal, stone, wood, or of any other convenient material to
preserve the gauge.
And in constructing the permanent way of railways with cast-iron
sleepers or sleeper chairs cast with bowl-shaped, or cone-shaped, or
curved surfaces with with convex surface to be used downwards, and
concave surface upwards, situate around an annular or tubular central
portion open at bottom and at top, or otherwise, and the upper edges
of which, or portions of them project above those of the surrounding
bowl-shaped or curved portion, and form a seating for support of the
rail.
The following is the manner of performing the Invention:-The
sides of the carriages may be generally flush, or nearly so, with the
outside faces of the wheels, the narrow width and comparative smallness
admitting of the carriage being drawn by one horse. The seats as set
forth may be constructed as inside seats or as outside seats. The im-
proved permanent way for narrow or other places may be laid with any
approved description of rail. And the improved sleepers or sleeper
chairs may have any convenient fastening for securing the rail thereon
or thereto, and cross tie bars for securing the guage of railway may be
employed between pairs of them, the tie bars being situate either
underneath them or otherwise may connect the annular portions above
the level of the lip of the surrounding curved portion.
When transverse cast-iron sleepers, chairs, or sleeper chairs are
employed as above set forth the ties to be employed may be of metal,
stone, cement, wood, or any other suitable material, the chairs or
sleepers being adapted to receive rails of any approved pattern.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said John Coope Haddan in the Great Seal Patent
Office on the 29th April 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
COOPE HADDAN, of 41, Treherne Road, Brixton, in the County of Surrey,
Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-ninth day of October, in the
year of our Lord One thousand eight hundred and seventy, in the thirty-
fourth year of Her reign, did, for Herself, Her heirs and successors, give
and grant unto me, the said John Coope Haddan, Her special licence
that I, the said. John Coope Haddan, my executors, administrators,
and assigns, or such others as I, the said John Coope Haddan, 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 "Im-
PROVEMENTS IN STREET RAILWAY CARRIAGES, AND IN PERMANENT WAY FOR STREET
AND OTHER RAILWAYS," upon the condition (amongst others) that I, the said
John Coope Haddan, 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 John Coope Haddan, 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 thereof, that is to say:
-
From the circumstance that street railway carriages (as heretofore
constructed) have ordinarily been so proportioned with respect to the
railways in public streets or roads on which they run as to overhang
them their speed has necessarily been limited in ordinary narrow or
crowded streets, inasmuch as the drivers of other vehicles could not (sc
distinctly as is desirable) have known the requisite amount of clearance
to allow for in passing; besides which when two lines have been required

page_text: the overhanging of the carriages has necessitated considerable width
between them.
Now my Invention consists, firstly, in constructing street railway
carriages and street railways so as to be of the same or of nearly the
same width externally, the sides of the carriages being flush with or not
projecting beyond the face of the wheels, whereby the rails themselves
may indicate the space or width in the street which the carriage will
occupy, and whereby also two lines are admissible in hitherto inad-
missible cases,
and even in other cases are preferable to the hitherto
existing arrangements, as occupying less total width in the public street
or road, the two lines by any arrangement being almost close together
instead of requiring a considerable width between them.
In Sheet 1 of the accompanying Drawings Figure 1 is a diagram plan
view representing the street tramway system as at present in use in
London. A denotes a carriage whose width overhangs a "down" line of
street railway; B, one whose width overhangs an "up" line; and C, the
intermediate passing space between the two ways or lines.
Figure 2 is a corresponding diagram in accordance with my system
but employing the ordinary gauge. It will be noted that the width
between the two inner rails, in consequence of the sides of the carriages
being flush with or not projecting beyond the face of the wheels, is less
than in Figure 1, the total width D being diminished accordingly.
Figure 3 is a corresponding diagram, also in accordance with my
system, but employing a narrower gauge. It will be noted that the..
total width D is still less than in Figure 2. The said Figures 2 and 3
illustrate generally my first improvement. The improved carriages are
to be constructed with their sides flush with the outside of the wheels or
nearly so; hence the reduced width D represented in Figures 2 and 3 is
obtained without unduly reducing the space allowed for the carriages to
pass each other, at the same time the full width between the kerb or
edge of footway and the nearest rail is available for vehicles generally as
distinguished from those specially built for tramway use. The mode by
which I am enabled to construct the carriages with their sides flush with
the faces of the wheels and therefore but little beyond the gauge of the
rails, is by the employment of inside bearings C (as herein-after more
particularly described), instead of the ordinary bearings placed outside of
the wheels.

page_text: My Invention consists, secondly, in constructing the carriages with
two lines or series of separate seats, the two lines or series being one
on each side of a longitudinal central passage, and arranged to face
longitudinally, that is, towards the ends or one of them.
In Sheet 1 the diagrams Figures 4, 4ª, 4b, 4º, illustrate this improve- 5
ment. The Figures show internal seating, a being the seats, and 6 the
central passage, and the arrows denote the endways direction in which
the passengers face when sitting. Some of the Figures shew entrance
to a central cross passage at the middle of the length of the carriage, and
one shews entrances at the ends with the ordinary end platforms. The 1
Figures referred to correspond as to gauge of rails with the above-
mentioned diagram Figure 3. One half of the plan view in Sheet 4
herein-after again referred to shews internal seating a in accordance
with this improvement, but modified to suit the ordinary gauge of 4 feet
8 inches accomodation, being provided for three passengers instead of 1
two only at the end, while the other half shews external seating a* for
six passengers placed back to back as in the ordinary omnibus.
My Invention consists, thirdly, in constructing the carriages with
only one line or series of seats arranged to face crossways, some in one
and some in the opposite direction, or all in one direction.
In Sheet 2 the diagram, Figures 5 and 5*, illustrate this improvement
as adapted to internal seating, a being seats on one side only of passage b,
and arrows denote the direction in which the passengers face when
seated. In Figure 5 some of the seats face in an opposite direction to
that of the others, and in Figure 5ª all face in one direction.
The plan view, Figure 6, and cross sections, Figures 6 and 6, also
illustrate this improvement as adapted to external seating intended to be
used in carriages constructed with inside seats as disposed in Figure 4, but
in carriages constructed with inside seats as disposed in Figures 4*, 4",
and 4° with central cross passage there will be no external seating over
the middle cross passage. The outside seats a* generally instead of
facing strictly alternately in opposite directions may be in pairs alter-
nately, or one half may face in one direction, and the other half the
other way.
My Invention consists, fourthly, in constructing the carriages with
one line or series of internal seats or a continuous internal bench or seat
arranged to face in one direction crossways with a second or external

page_text: line or external continuous bench or seat, also facing crossways, but
in the opposite direction and so that the covering over the headway
for the inside passengers may form the bench or seat for the outside
passengers.
The Figure 7 shews plan of internal seating a and (in dotted lines) of
external seating a* in illustration of this improvement, and similarly
Figure 7 is a modification shewing another disposition of the seats.
In Sheet 3 the plan view, Figure 7b, shews a further modification of
the internal and external seating, and, together with the transverse
section, Figure 7, and half section and half elevation, Figure 7d, shews
the general construction of the carriage; and as I prefer the said
arrangement of seats I have drawn these Figures in detail (instead of
in diagram) and to a larger scale to explain the said construction more
clearly. The plan in particular shews by one half the external seating a*
and by dotted lines the internal seating also, and by the other half the
internal seating a only. It will be seen that the internal seats of the
two halves are arranged to pair with each other, but face in reverse
directions, and the external seats do so likewise, but in contrary
directions to the internal seats, as further explained by the cross:
section, in which also it will be seen that the external seats a* are formed.
by the covering over the headway e for the inside passengers when.
standing in or moving along the passage to their seats.
My Invention consists, fifthly, in constructing the carriages as above
set forth with the further improvement of an entrance and exit platform
both for inside and outside passengers situate at the middle of the length.
Several of the above-mentioned Figures illustrate this improvement;
wherever it occurs on the Drawings the reference letter f denotes the
central cross passage constituting the middle entrance and exit platform,.
and partially the Figures 7, 7º, and 7d in Sheet 3, and the corre-
sponding Figures 8b, 8°, and 8d in Sheet 4, shew the intended construction.
The central cross passage fis placed low down for easy access, and from.
it the passengers step up to the floors of the passages 6 on either side,.
and by means of the ladders g to the roof. In Sheet 3 the Figure 9,
and in Sheet 4 the Figure 10 are transverse and longitudinal sections.
respectively of underframe of carriage. The main side frames or plates.h
are in two parts in the length, one part on each side of the passage f, and
are joined by being rivetted to a shaped plate i (shewn, detached in

page_text: Figure 10° in Sheet 4) passing at its middle below the level of the floor
of the passage and angle iron being used to afford additional strength.
The angle irons k form cross framing for connecting the main side
frames together. The plates h which lie within or between the wheels
may, instead of being curved or spread at the top edge, be carried
straight up, and angle iron rivetted on may be substituted for the curve
or spreading to obtain the additional width over or above the wheels..
When desired, platforms at the ends may be added, and access to the roof
be afforded by a ladder at the ends instead of from the cross passage f.
The driver's seat may be on the roof, as shewn in Sheet 4, or he may
stand on an end platform as usual. The carriages being of smaller
dimensions than those in general use, are intended to be drawn by one
horse, for which a pair of shafts is to be provided at each end, the pair
not in use at one end being folded up against the end of carriage. The
journals or bearings for the wheels are placed inside the wheels instead
of outside, as is usual, and the springs are of indian rubber, as ordinarily
employed in tramway carriages.
And the above remarks are intended to apply generally to the several
improved carriages so far as the special characteristics of each permit.
And, sixthly, my Invention consists in the constructing the said street
railways with permanent way so laid as that in narrow streets or places
or elsewhere where it is impossible or not desirable to employ an up and
down line with passing space between them the inner "up" and "down"
rails only may cross each other, the outer "up" and "down" rails being
continuous, or not crossing each other.
And, sevently, in the constructing the said street railways with
permanent way so laid that in the said situations or under the said
conditions lastly above set forth the inner rail of one line may cross both
the inner and outer rails of the other line, but that the outer rail of the
said one line may cross the inner rail only of the said other line.
And, eighthly, in the constructing the said street railways with
permanent way so laid that in the said situations or under the said
conditions intended by the sixth and seventh divisions of my Invention
both the rails of one line may cross both the rails of the other line
immediately opposite or near to an obstructive narrowing of the street,
such as an archway or other obstructive object, the "up" and "down"

page_text: lines thus changing sides, which change may, if it be desired, be rectified
at another place in the street.
In Sheet 5 Figures 11, 12, and 13 illustrate the 6th, 7th, and 8th
improvements respectively. In these Figures if A and a denote the
outer and inner "up" rails respectively of one line, B and 6 will denote
the outer and inner "down" rails of the other line. It will be scen
that the arrangements are specially applicable to cases of exceptional as
distinguished from continuous deficiency of width in the street for the
convenient reception of a railway therein. Thus at the places where the
width of the carriage way is reduced by the obstructive buildings M, in
Figures 11 and 12, it is possible in certain cases, by sacrificing for a very
short length only the passing space between " up" and "down"" lines,
to leave available for vehicles generally the same amount of space S
between the kerb or edge of footway and the nearest rail as at the places
where the street is of its normal or general width. In Figure 11 the
inner rails a and b cross each other, but not the outer rails A and B. In
Figure 12 the inner rail 6 of one line crosses both the rails a and A of
the other line, and outer rail B of the former.crosses the inner rail a of
the latter and not its outer rail A. Also, where an obstructive archway
or gateway N occurs in a street, as in Figure 13, it is possible in certain
cases, by sacrificing for a very short length only the passing space
between "up" and down lines, to employ the two lines by making
both the rails A and a of one line to cross both the rails B and 6 of the
other immediately opposite to the obstruction N, the "up" and "down"
lines, thus changing sides of the street, which change, if it be desired
and not otherwise, may be rectified by their again crossing, as shown in
the Figure. In all the above cases points are dispensed with and any
tendency of the carriage to take the wrong line is avoided.
And, ninthly, my Invention consists in constructing street railways
with the rails let into grooves cut or sunk directly in or on the paving
blocks or slabs, whether of granite or other material, laid as is usual
in courses, breaking joint or properly bonding together or other-
wise, and with a key or fastening for holding the rail in the groove
continuously or at intervals, and in some cases with chairs, sleepers, or
keying or fastening blocks of cast iron or other convenient material let
into the surface of the paving at intervals, and generally even therewith,
and which may or may not be used in connection with tie bars for
preserving the gauge.

page_text: And, tenthly, in constructing the permanent way of street ranways
when laid with granite stone, or other blocks in, or against, or with
asphalte, or macadam, or gravel, or such like material, with the edges
or ends of the blocks left to dovetail or notch in with the macadam or
general roadway instead of being laid, or worked, or finished up to an
even line.
The remaining Figures in Sheet 5 illustrate the two improvements
lastly above mentioned; some of them represent the said improvements
in combination, but it is to be understood they may be separately
employed if desired.
Figures 14 and 15 are a section and plan respectively of street railway
with rails let into grooves as specified, formed either in existing solid
paving stones, sets, or cubes or in new stones, slabs, or blocks. One
half of each Figure shews solid stones completely across the width, and
the other shews solid stones only where the rails occur, the remainder
being composed of macadam, or broken granite, or other ordinary loose
road material. The rails are held down at intervals by the cast-iron
blocks, chairs, or sleepers m, and secured therein by wrought-iron keys,
the said blocks bonding or toothing in with the stones, and both the
blocks and the stones having the necessary grooves to sink the rail
completely or nearly flush with the surface.
Figures 16 and 17 are side and end elevations of a cast-iron block m,
drawn to half the full size, and shewing also the key n and rail o.
Figure 18 is a full-size section of form of rail which I consider well
adapted for the purpose; Figure 19, the same let into groove in stone
cut with the sides perpendicular and not fitting the rail; and Figure 20
the same let into groove in stone cut with one side undercut or fitting
the rail. The space in groove not occupied by rail may be filled with
road drift, cement, asphalte, or any convenient material, and though not
represented, a packing of felt, or wood, or other convenient material may
be laid under or at the sides of the rail (or both) and between it and the
stone.
Figures 21 and 22 are a section and plan respectively of paved street
with certain of the sets or solid stones removed for reception of street
railway as represented complete in the corresponding Figures 21 and
22 respectively, in which is intended by the reference letter pan
asphalte surface (or it may be of macadam, or broken gravel, or such

page_text: like material) filled in between the solid stones, and dovetailing, toothing
in, or notching with or against the stones. In the right-hand half of the
Figure 15 are similarly shewn the toothing in of the stones next the rail
with the macadam, or broken granite, or such like material; or it may
be asphalte forming the remainder or general surface of the carriage way.
When tie bars are employed they must be secured to the cast-iron blocks,
and may be placed edgeways between the courses of the stones, or may
be bent downwards if necessary) so as to lie beneath them.
And, eleventhly, my Invention consists in constructing the permanent
way of railways with cast-iron transverse sleepers or chairs, or sleeper
chairs of certain special characteristics or descriptions to be, used in
pairs, one of each pair under each of the rails, and the pair tied or held
together in line by ties of metal, stone, wood, or of any other convenient
material to preserve the gauge. The said special characteristics or
descriptions are, the presenting a generally flat-bottomed trough-like
section, the length of the sleeper, &c. lying transversely to the rail, and
also the presenting a generally flat-bottomed and inverted T-shaped
section, the length of the sleeper, &c. lying transversely to the rail, botlı
alternative characteristics further involving considerable extension of
the said length or base transversely to the rail, with strength tapered or
reduced towards the ends and provision for comparatively short tic bar
between the chairs, sleepers, or sleeper chairs, as the case may be.
The several Figures in Sheet 6 illustrate this improvement. Figures 23
and 23 show. trough sleeper chairs a, of cast iron, of the improved
construction, adapted for receiving L-shaped rail secured by hooked
bolt passing through flange of rail and under transverse rib a* of
sleeper chair, the pair of sleeper chairs being tied together across the
railway by the short tie bar c; Figures 24 and 24" show modifications to
receive flat-bottomed rail secured by clip piece and hooked bolt;
Figures 25 and 25%, another modification to receive double-headed rail
secured by bolt through web of rail to transverse rib on sleeper chair;
Figures 26 and 26* shew inverted T-shaped sleeper chair adapted for
receiving double-headed rail secured between jaws e by wooden key f;
Figures 27 and 27ª show a modification of the last, the sleeper and the
chair being in two but bolted together; Figures 28 and 28* another
modification of 26 and 26* adapted for reception of flat-bottomed rail
secured by hooked bolts g.

page_text: In all the foregoing Figures of Sheet 6 the sides of the trough and
uprights web of the T diminish or taper off towards the ends.
Figures 29, 29, and 29 show a modification in which the connecting
tie is dispensed with and the two rails are supported on one cross sleeper
chair a of generally inverted T-shaped girder like section with seatings Z
for the rails adapted for securing them thereto by hooked bolts g. Also
the trough-like sleeper chairs may be made two in one and tie be
dispensed with, and any of the several methods represented of securing
the rail may be respectively substituted in both of the modifications
lastly above described I purpose to employ ties of cement, or of wood,
or of cast iron only when of very short length, and then to construct
them with a head or enlargement at either end, which will drop or
take into corresponding seatings at the end of the sleeper chairs. The
plan view, Figure 29", shews the end of one sleeper chair, and separately
an entire such tie, and the plan view, Figure 29", shews the ends of a
pair of the sleeper chairs tied together. The Figures represent trough-
shaped sleeper chairs, but for the inverted T-shaped sleeper chairs the
middle rib should stop short somewhat of the end.
And, lastly, my Invention consists in constructing the permanent way
of railways with cast-iron sleepers or sleeper chairs cast with bowl-shaped
or conc-shaped, or curved surfaces, with convex surface to be used
downwards and concave surface upwards, situate around an annular or
tubular central portion open at bottom and at top or otherwise, and the
upper edges of which or portions of them project above those of the
surrounding bowl-shaped or curved portion, and form a scating for
support of the rail.
The feature of this particular improvement, as distinguishing it from
some other well-known sleepers or sleeper chairs, and particularly some
patented and manufactured by by Mr. Charles de Berjoe, is the absence
of a flooring across and at the bottom of the annular or tubular central
portion. The Figures on Sheet 7 illustrate this improvement by a variety
of details in form as adapted for receiving different patterns of rails and
the methods of securing them.
Figures 30 and 30" shew plan and section of improved circular pattern
cast-iron sleeper chair adapted for receiving flat-bottomed rail secured by
cast-iron clip piece m and eye bolt m*, the eye of which is passed over a

page_text: wrought-iron tie bar m³, which connects a pair of the sleepers together,
and extends through openings in their sidss above the spreading base,
the bar being notched to regulate or fix the gauge. It is to be noted
that there is no flooring across at the bottom of this sleeper (see * * in
Figure 30) nor of the other represented in the Shect.
Figure 31 shows modification to receive double-headed rail secured
with modified clip piece and eye bolt and tie bar, as lastly described;
Figure 32 shews modification to receive double-headed rail secured with
bolt n through web of rail and tie bar n* (for gauge, notched to bear
against the rail, the form of the base of the sleeper chair being also
varied; Figures 33 and 33 shew plan and section of improved elliptical
pattern cast-iron sleeper chair adapted for receiving double-headed rail,
secured by bolt through web, the elliptical pattern giving greater lateral
support against tilting or canting, and requiring only a short and light
tie or gauge bar p between a pair of the sleeper chairs instead of the
longer and stiffer bar required in the preceding cases.
Figures 33 and 33° shew (on a smaller scale two pairs of the elliptical
pattern coupled with short tie bars P, and generally illustrate further
the intention of the widely spread lateral base of sleeper represented
in Figures 33 and 33*, and those remaining to be described.
Figures 34 and 34ª shew modification to receive L-shaped rail with
bolt applied at an angle through its flange; Figure 35 another modi-
fication to receive double-headed rail secured between jaws by wooden
key; Figure 36, a modification of the last, the sleeper and chair being in
two but bolted together; Figure 37, another modification to receive flat-
bottomed rail, secured by clip piece and bolt. In Figure 35 is a complete
flooring x, and in Figures 34" and 37 a partial flooring Y across the top
of the sleeper below the seating for rail, but in neither is there any
flooring at the bottom.
In all the Figures represented in this Sheet, and generally in the
Sheet 6, including the inverted T-shaped sleeper chair and sleepers, it is
contemplated that the rail shall take a seating or bearing not con-
tinuously but rather at the two lips or at two parts or places expressly
provided, standing proud of the general surface, and between which lips,
parts, or places the bolt or fastening is applied.

page_text: It is to be understood that my Invention further.comprises the use in
any desired combination of the first, second, third, fourth, and fifth
several improvements above set forth and described.
In witness whereof, I, the said John Coope Haddan, have hereunto
set my hand and seal, this Twenty-eighth day of April, in the
year of our Lord One thousand eight hundred and seventy-one.
J. C. HADDAN. (L.S.)