IMPROVEMENTS IN TRAMWAYS AND ROAD SURFACES
Year: 1870

page_text: LETTERS PATENT to Samuel Dyer Tillman, of Jersey City, in the
County of Hudson, State of New Jersey, in the United States of
America, for the Invention of "IMPROVEMENTS IN TRAMWAYS AND ROAD
SURFACES."
"
COMPLETE SPECIFICATION filed by the said Samuel Dyer Tillman
at the Office of the Commissioners of Patents, with his Petition
and Declaration, on the 25th August 1870, pursuant to the 9th
Section of the Patent Law Amendment Act, 1852..
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, SAMUEL.
DYER TILLMAN, of Jersey City, in the County of Hudson, State of New
Jersey, in the United States of America, send greeting..
WHEREAS I am in possession of an Invention for "IMPROVEMENTS IN
TRAMWAYS AND ROad Surfaces," and have petitioned. Her Majesty to grant
unto me, my executors, administrators, and assigns; Her Royal Letters.
Patent for the same, and have made solemn Declaration that I am the
true and first Inventor thereof.

page_text: NOW KNOW YE, that I, the said Samuel Dyer Tillman, do hereby
declare that the following Complete Specification, under my hand and
seal, fully describes and ascertains the nature of the said Invention, and
in what manner the same is to be performed, in and by the following
statement, reference being had to the accompanying Drawing, forming
a part of this Specification:-
The first part of my Invention provides for covering the entire surface
of the street, or as much thereof as is likely to be used with plates of
iron peculiarly formed and supported.
The second part provides for covering with iron only a breadth of 1
about twelve inches to form tramways along the paths of the wheels
with a different pavement on the intermediate spaces; also for making
the said tramways a better holding surface for the feet of horses when
they chance to step on it; and also for transferring vehicles more readily
on and off such tramways. There has been before known a form of ]
surface which is smooth to the wheel and rough to the horse, but to
serve perfectly the wheel must have a tire which would touch a flat
surface across its whole width, which in practice is not the case after
a wheel has been used for a considerable time.
By my present Invention rounded tires (and all tires are liable to
become rounded by wear) are provided for and run smoothly.
The first part of my Invention provides a form which in its several
modifications allows the wheel either to slightly descend from the grade
surface, and to roll over the longitudinal channels provided between the
elevations, or to run wholly on the lowest surface. I can vary the forms
of the elevations within wide limits, but their arrangement in lines and
the general proportionment of the parts are important.
I have also devised novel modes of distributing the load over blocks
of such or other sections of iron pavement, and have introduced wood
blocks in connection to elastically support cellular surface pieces or iron
upon a strong foundation of plank or the like, all of which points I
esteem to be important.
I will proceed to describe what I consider the best means of carrying
out my Invention.
The accompanying Drawings form a part of this Specification.
Figure 1 is a top view of two sections or pieces of the iron part of
my improved pavement; Figure 2 is a view of the same from below;

page_text: Figure 3 is an end elevation; and Figure 4, a cross section. All these
Figures represent one and the same form.
Figure 5 is a plan view of a different form, but which may afford
some of the advantages of my Invention; Figure 6 is an end view of
the same. In this modification (Figs. 5 and 6), the elevations are wave-
shaped or ridge-like with rounded hollows or partially cylindrical
channels between. This form is particularly adapted for rounded tires.
Figure 7 shows a modification, which may be of consequence in some
situations; Figure 8 shows the wood blocks in position thereon, parts
upon the plank or other firm foundation.
The above eight Figures refer to the first part of my Invention, and
in all of them like letters of reference indicate corresponding parts.
The remaining Figures refer to the second part of my Invention, and
in these also like letters refer to corresponding parts.
Figure 9 is a longitudinal section; Figure 10 is a plan view; and
Figure 11 is a transverse section on the line S, S, in Figure 9.
The remaining Figures show different forms of pavement, which I
esteem inferior, but which contain some of the features of my Invention
and may be preferred under some conditions.
Figure 12 is a cross section; Figure 13 is a cross section; Figure 14
is a plan; Figure 15 is a cross section of the iron part alone; Figure 16
is a corresponding cross section of the entire tramway.
Figure 17 is a complete cross section of the entire tramway, showing
not only the adjacent earth and stone pavement, but also both lines of
track according to a different form from any other.
It will be understood that Figures 10 to 16 show only one side of the
tramway, or what corresponds to one rail of a railway, while Figure 17
alone shows both.
A is the body of my improved form of iron block strengthened on
the under side by flanges A', which are combined and self-bracing, the
object being to secure the greatest strength with the least weight of
metal. I will be seen that the hollows or cells on the under side are
squares of equal size. They are filled with wooden blocks B with the
grain upright (see Fig. 8). The depth of these wooden blocks B is a
little greater than that of the flanges A'. When thus filled with wood
the bottom of the compound block presents a checkered surface pressing
on a plank bed C, which rests directly on the foundation or road bed.

page_text: In the edges of these compound blocks are small projections A³, which
fit into corresponding recesses in the adjacent blocks, so that the blocks
are mutually supported by being interlocked or dovetailed together on
two sides. If these dovetails or provisions for interlocking, above
described, are not near enough to prevent the toc calk of a horse-shoe
from sinking in between the blocks the edges of the blocks may be zig-
zagged, as shown in Fig. 7.
The general large rectangular form or outline of my blocks is peculiar,
and involves a very important advantage. Each is made with a wing A³,
extending about one-half of the length-of-one-of-its-sides,-of-a-width
about one-third of such length. There is a corresponding recess on
the opposite side equal to such wing, so that when two of my entire
compound blocks are properly matched together, not only the small pro-
jections A² fit into the corresponding small recesses in the other, as has
been practised with many previous pavements, but also the wing or
large projection A³ of one will just fill the large corresponding recess of
the other, as shown in Figs. and 2. This construction and arrange-
ment distribute the pressure or disturbing force due to the presence of
a loaded wheel on the edges or junctions of the blocks, so that the
load on the edge of one block is caused to be communicated by means
of the wings and corresponding recesses to the middle of the next
block. In other words, the wing A³ reaching from the edge of onc
block nearly to the centre of the adjacent block transfers a portion of
the load not to the edge but to near the centre of its neighbour, so
that there is no tendency to tilt, and both are held up firmly. This
obviates the difficulty which arises when blocks are simply squares,
because in such case, though interlocked, there is a tendency to a
tilting of both blocks when bearing loads along the line of contact.
When it is intended to use these blocks for covering the whole or
the main part of the roadway, the blocks may be fastened sidewise to
each other by small side projections, not represented, in each block,
which match into slots in the adjoining block, but when these blocks
are to be used as a tramway they are made of such width, say eighteen
inches, that two lines of them placed parallel to each other at the
proper distance apart along the usual wagon track will accommodate
all the ordinary range of widths of vehicles having their wheels from
four feet six inches to six feet apart. These proportions may be varied
so as to adapt the tramway to the vehicles in different localities. The

page_text: iron blocks, being cast from one pattern, are cheaply and rapidly
prepared, and fit into each other, forming a solid and continuous tram-
way. The interior lower spaces in these blocks can be filled in with
concrete or sand, and they may be laid down directly on a sand,
concrete, gravel, or other foundation, and in such case a portion of the
advantage of my Invention will be realized. But they will make a
preferable tramway or pavment when laid, as I prefer, on planks C
having the same or greater width, which are to be firmly planted on a
smooth foundation and receiving the pressure from the iron portion A
through the upright block B, arranged as described and shown in Fig. 8.
All the wood used in connection with these blocks may be subjected
to any of the usual processes employed for preserving it.
I will now refer again to the peculiarities of the upper surface of the
iron, and will explain some of the variations which may be made.
The wearing surface of these blocks, whether used to cover the whole
roadway or only as a tramway are made virtually rough to the horse's
feet and smooth to a carriage wheel by arranging the grade surfaces,
which consist of small squares or parallelograms a separated so far from
each other in the longitudinal line of the road that the toe or heel calk
of the horse's shoe may sink into the shallow depressions a little more
than a half an inch wide and from a quarter to a half inch deep between
such grade surfaces, and thereby give the animal a firm foothold.
A similar series of longitudinal grade surfaces is placed on either side
of that first-mentioned, but so arranged that the middle of each grade
surface will be opposite the depression which separates the first-named
grade surfaces, in other words, the grade surfaces running side by side
alternate in position relatively to each other so as to break up the
transverse line of depressions into a series, each being less in length than
the width of the ordinary wheel tire. It is evident that the wheel tire
when new will roll constantly on some portion of a grade surface, and
will not descend from the true grade of the road. When however such
wheel tire becomes rounded by use it will roll directly along the line
over the longitudinal depressions formed by separating the grade surfaces,
in this made continuous for the purpose of forming a track for a rounded
wheel which is still sustained on its true grade by bearing alternately
on the grade surfaces on either side of such line of depression. To
accomplish this it is essential to have the grade surfaces so proportioned

page_text: Another modification is where I use for a tramway my block having a
perfectly smooth surface or a surface made up of very minute elevations
and depressions which could not present any definite foothold for the horse.
In this case I make these blocks of cast iron or of steel with the wing and
interlocking means and with the upright and supporting blocks B and
bed C, as shown, and subject them to magnetism so that cach block is a
permanent magnet of slight force to which the iron or steel horse-shoc
will cling with sufficient force to prevent or aid in preventing the horse
from slipping.
The second part of my Invention provides a smooth way for the
ordinary vehicles used in cities and large towns, and is also adapted to
the use of street railway cars. The material may be made heavy or
light according to the strains or loads which are likely to come upon it,
the nature of the ground and the velocitics of the travel may also
exercise an influence; but I propose to make it in general thinner than
is common for such kind of work and to depend upon the deep webs
with which it is provided to afford the requisite strength.
A is the earth which may be previously prepared or not with broken
stone or analogous material not liable to be affected by moisture and
frost; B are deep blockings or piles of wood or analogous firm but
slightly clastic material shaped as represented at the top to adapt it to
support properly and allow for the webs on the under side of the rails or
tramway plates C. These plates C may be formed by rolling or by
casting. In either case they are made continuous over their whole
surface and are provided on their under faces with three or more deep
webs c, c, and c. When formed by rolling the webs are almost
necessarily uniform in depth throughout their whole length. When on
the contrary they are formed of cast iron and are long I propose
that they shall have a bellied form either exactly parabolic or
closely approximated to the parabolic curve so as to afford greater.
strength midway between the supports B, B, than immediately adjacent
thereto.
The ends of the tramway plates C are waved as represented, being
formed in that shape by a suitable punch or shears, and adapted to
match into each other so as to avoid a straight joint. By this form the
wheel is constantly supported in passing from one plate to another, and
there is no chance of the toc calk of a horseshoe being caught between
their joinings. But I do not confine myself to this form of end as it may be

page_text: found more convenient and economical to fit the ends by means of small
rectangular projections and recesses alternating on each plate. The
edges of the tramway plates are indented or notched as shown by C¹, or
these indentations or notches may be wide as shown in Fig. 6. This
provision greatly facilitates the mounting of the wheel upon the
tramway plate when it approaches at a small angle. Instead of sliding
along and scraping the edge for a long distance the wheel immediately
engages with one of the teeth or projections and mounts upon the plate.
These notches may be produced with some success by various means,
but I propose in most cases when my plates are made by rolling to pass
the plates through wide notched rolls as a final operation, giving them a
reheating and forming the teeth with depressions between them
completely at a single operation of the rolls. C is a distinct ridge
generally about one inch wide and nearly half-an-inch-high,-which
serves as a substantial guide for the wheels of ordinary vehicles. It may
be very little higher than the indented side ridges C³, which may be
employed on each side to serve to some extent the same functions of
guiding the wheels, and also the function of the notches in bringing
the wheels obliquely on the track. Its superior hight makes it
particularly susceptible to receive the feet of the horses or other animals,
and for this purpose I make indentations in this ridge as well as on the
side ridges C throughout its entire length as represented, so that the
raised portions will be from one half to an inch apart, and from a
quarter to half an inch in hight. This may be done in the pattern in
casting, preferably using chills along these lines, and using suitable iron
to make this part particularly hard and durable. When my plates are
made by rolling I propose to produce the indentations on this ridge C
in the same manner and at the same time as the notchings on the
edges C¹, that is to say, the highly heated plate is passed once through a
set of toothed or notched rolls, and the notches in the ridge C², as well
as the edges C¹, are produced at a single operation of rolling.
As seen in Figure 13, C* are sub-ridges. When they are employed
they should be at so little distance apart that the narrowest wheels
will not sink into spaces between. In other words, the spaces between
should be mainly to lighten the rail and allow the wheels to run freely
on the sub-ridges, unimpeded by the dirt, water, &c. which would settle
between these ridges. The ridges prevent the horse from slipping side-
wise when the heel corks sink between them; and to give a horse a

page_text: footing in traversing them lengthwise they may be alternately indented
I can
with depressions running straight or obliquely across the ridges.
when desirable raise one of these ridges and widen it so as to form a
rail for street cars to run on, but in that case such rail is notched or
indented on its two sides so as to allow wheels to pass over it in an
oblique direction.
This arrangement of surface I may use in place of those described in
the description of the first part of my Invention. It will be under-
stood that I can support my plates C by blockings or piles B
placed close together or in absolute contact if desired, and to which the
plates are fastened at their ends by means of spikes. I can support
the rails very efficiently in this manner, making the blockings or piles
of sufficient depth, but I propose in most cases to economise expense
by placing these blockings or piles B so that their centres will be from
three to six feet apart more or less, but whether they be placed at a great
or little distance or be made in a continuous structure I esteem it
important that they or a portion of them extend down below the reach
of frost. The parallel tramway plates C may also be fastened in some
cases by cross ties placed below the pavement. My tramway thus con-
structed will be very durable and efficient. Its proportions may be
varied, but I prefer generally to give a breadth of about one foot to the
entire plate C, so that wheels five feet or less apart will run within the
central ridges of each, and those six feet or more apart on the outside
of such ridges. In some cases where very wide carts are used it might
be essential to make the tramway plates still wider. When my plates C
are rolled I can make them of the length of ordinary rails, say of twenty
fect more or less, and, should it be found more convenient in rolling,
I can modify the arrangement of webs by increasing their number and
decreasing their depth, as shown in Fig. 15.
Another modification of the plate C with the sub-ridges C is to roll
the tramway in corrugations, as shown in Fig. 16. When they are
formed of cast iron they are preferably made in lengths of only from
three to six feet or thereabouts, the length being determined by the
facility with which they can be cast without warping. The plates C
may be made in segments of a circle when the track is to be curved,
and in this case the ridges C and C³ are of great importance in guiding
the wheel along such curvature.

page_text: In cities the distance between the wheels of vehicles varies from
four feet eight inches to six feet or even more, and these variations are
provided for in my tramway of one foot or thereabouts in width; but
in the country when it is essential to have the wheels of different
carriages follow in the same track the wheels are set at a uniform
distance apart. To provide a cheap and durable track for such vehicles.
a narrower tramway or rail, that is to say, always six inches wide, may
be laid on a level or slightly above the surface of the horseway, and
having the cross section shown in Figure 17. The ridges or elevations
on the inside of each rail prevent the wheels from leaving the track
against the will of the driver of the team. Such rails or tramways
were early used. I improve them by making notches or depressions on
the edge of each rail at o to allow the wheels to cross them obliquely,
also by-making_deep_indentations or depressions in the ridges 7, which
also aid the wheel in crossing the tramway obliquely, -and-likewise afford
a good foothold for the horse in traversing the same.
What I claim as my Invention is as follows:-
1st. The blocks A with extended wings A³ and corresponding
recesses, matched and interlocked as represented, so as to transfer a
load on the edges to points near the centre and thus prevent tilting, as
set forth.
2nd. The alternating arrangement of the elevations and depressions
on the upper surface, so that while there are continuously extended
depressions lengthwise of the road, which are adapted to partially or
entirely receive, the rounded tire of a wheel, the spaces between are
divided into series of separate elevations a, to afford a hold for the feet
of the horses, and by their alternating arrangement support the wheel
continuously as herein set forth.
3rd. The wood blocks B partially enclosed in the cellular iron part
A, A¹, and serving to support the latter with a slight elasticity, in com-
bination as shown with a smooth and hard bed or foundation C, all sub-
stantially as and for the purposes herein set forth.
4th. The ribbed and sub-ribbed plates C substantially as represented
for the purposes set forth.
5th. The notches or indentations in the sides of a tramway or rail,
to form projections against which wheels of any ordinary vehicles

page_text: will catch when crossing it obliquely, and thus prevent the sliding of
the wheel along such tramway or rail, substantially as described.
6th. In combination with the webbed plates C the piles or analogous
supports B, made of wood or other slightly elastic material, and recesses
to receive the webs C, as hercin specified.
7th. One or more series of projections or elevations on the plate or
web C above the main surface placed longitudinally with the line of the
road for the purpose of giving the horse a foothold thereon, substantially
as set forth.
In witness whereof, I, the said Samuel Dyer Tillman, have here-
unto set my hand and scal, this Eighth day of August A.D.
1870.
Witness,
THOMAS DREW STETSON,
Patent Agent,
New York.
SAMUEL DYER TILLMAN. (L.S.)