IMPROVEMENTS IN PERMANENT WAYS FOR RAILWAYS AND TRAMROADS
Year: 1870

page_text: LETTERS PATENT to Edward Foulger, of Liverpool, in the County of
Lancaster, for the Invention of "IMPROVEMENTS IN PERMANENT WAYS
FOR RAILWAYS AND TRAMROADS."
Sealed the 9th June 1871, and dated the 19th December 1870.
PROVISIONAL SPECIFICATION left by the said Edward Foulger at
the Office of the Commissioners of Patents, with his Petition, on
the 19th December 1870.
I, EDWARD FOULGER, of Liverpool, in the County of Lancaster, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
PERMANENT WAYS FOR RAILWAYS AND TRAMROADS," to be as follows (that is
to say) :-
The object of this Invention is an improved system of rails for
railways and tramroads, whereby movable points or switches can in
most cases be dispensed with, and consists in a peculiar construction
and arrangement of rails to form compound and deviating lines of
road.
These improvements are accomplished by the use of rails which have
two or more parallel heads, gutters, or grooves formed on the upper
surface of each rail or metal plate forming the compound road, and

page_text: from which either single or compound lines may diverge and enter
without the use of movable points.
To lay down a system of tramways according to these improvements
in, say, a town where it is required to have, say, two, three, or more
lines diverging from one street or other locality; the number of the
several routes will regulate the number of parallel ridges and grooves
required in cach rail, so far as they all proceed in one direction, but as
each branch line turns off the rails are reduced in width until they
finish as an ordinary single line of rail. By this arrangement, as cach
carriage travels on its own track, no movable switches or points of any
kind are required, and the number of crossing points are reduced to a
minimum, as for instance, take the case of a double track line of rails
which diverge from each other into single lines there is only one crossing
point, whereas a double line of single rails laid in the ordinary way
would require four such crossings.
The same system is equally applicable to all kinds of railways and
tramroads, and is peculiarly suitable for tunnels which are deficient in
width to take a double line of rails laid in the ordinary way; and also
for tramways used in the construction of breakwaters or other engineering
works, for quarries and other like purposes, where it is desirable to
distribute the contents of the trucks at several points, either seperately
or simultaneously.
In some cases where it is desirable to increase number of tracks
without altering the compound rail it can be done by altering the
guage of some of the carriage wheels, or by turning the flanges of
the wheels to the outside in place of the inside, as now commonly
practised.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Edward Foulger in the Great Seal Patent Office
on the 13th June 1871.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
FOULGER, of Liverpool, in the County of Lancaster, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Nineteenth day of December, 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,

page_text: give and grant unto me, the said Edward Foulger, Her special licence
that I, the said Edward Foulger, my executors, administrators, and
assigns, or such others as I, the said Edward Foulger, 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 "IMPROVEMENTS
IN PERMANENT WAYS FOR RAILWAYS AND TRAMROADS," upon the condition
(amongst others) that I, the said Edward Foulger, my executors
or administrators, by an instrument in writing under my, or their, or
one of their hands and scals, 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 Edward Foulger, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement :-
The object of this Invention is an improved system of rails for railways
and tramroads whereby moveable points or switches can in most cases be
dispensed with, and consists in a peculiar construction and arrangement
of rails to form compound and deviating lines of road.
These improvements are accomplished by the use of rails which have
two or more parallel heads, gutters, or grooves formed on the upper
surface of each rail or metal plate forming the compound road, and from
which either single or compound lines may diverge and enter without
the use of moveable points.
To lay down a system of tramways according to these improvements.
in, say, a town where it is required to have, say, two, three, or more
lines diverging from one street or other locality, the number of the
several routes will regulate the number of parallel ridges and grooves
required in each rail so far as they all proceed in one direction, but as
cach line turns off the rails are reduced in width until they finish as an
ordinary single line of rail. By this arrangement as each carriage travels
on its own track no moveable switches or point of any kind are required
and the number of crossing points are reduced to a minimum. As, for

page_text: instance, take the case of a double track line of rails which diverge from
each into single lines, there is only one crossing point, whereas a double
line of single rails laid in the ordinary way would require three such
crossings.
The same system is equally applicable to all kinds of railways and
tramroads, and is peculiarly suitable for tunnels which are deficient in
width to take a double line of rails laid in the ordinary way. And also for
tramways used in the construction of breakwaters or other engineering
works, for quarries, and other like purposes where it is desirable to
distribute the contents of the trucks at several points either separately or
simultaneously.
In some cases where it is desirable to increase the number of tracks
without altering the compound rail it can be done by altering the guage
of some of the carriage wheels or by turning the flanges of the wheels to
the outside in place of the inside as now commonly practised.
The beforegoing being the nature and object of my Invention I will
now proceed to describe more in detail the manner in which the same is
to be or may be performed or carried out into practical effect; and in
order that the same may be more clearly and readily understood I have
hereunto annexed two Sheets of Drawings illustrative thereof and have
'marked them with figures and letters of reference corresponding with
those in the following explanation, like letters and figures being used to
denote similar parts.
Figure 1 illustrates a treble track constructed according to my Inven-
tion diverging into a double and single track; Figures 2 represent
sectional elevation of the same. Although it is shown in the Drawing
only as a treble track I would have it understood that the number of
tracks may be extended as required. Figure 3 illustrates a double-
grooved and double running rail and track, showing my principle of
siding to enable cars to pass without the aid of fixed or other points;
Figure 4 illustrates a primary double-grooved rail diverging into three
tracks, the cars running on the rails so formed having the flanges of
their wheels arranged to suit the metals; Figures 5, 6, and 7 illustrate
the wheels as arranged to run on the treble track as shown at Figure 4;
Figure 8 (Sheet 2) illustrates my system of arranging the metals to suit
railways.
A, B, and C, Figures 1 and 2, are the grooves (shown in black lines)
in which the flanges of the wheels run, that is, take A, A, as the guage

page_text: for one track, B, B, as the guage for the second track, C, C, as the guage
for the third track, and so on if required. It will be seen that the cars
travel in this instance on the treble grooved rail as far as D. When A car
takes its own track on the diverging metals D', B and C cars then travel
on the double.grooved rail as far as E, where C car takes its own track
on the diverging metals E¹. B car then continues straight on the single
grooved rail F.
G and H, Figure 3, represent two distinct tracks
formed by a double groove metal diverging into single or ordinary metal,
and forming a siding to enable cars to pass in narrow streets without the
aid of points; it will be seen that this is obtained by the up and down cars
keeping in separate grooves G¹, G¹, and H¹, H³, in the one metal or rail.
At passing points or sidings I the rail parts and forms two distinct tracks,
as shown G and H, and then closes in a similar manner, as shown at J.
It will thus be seen that every car must take the siding whether there is
another car to pass or no, but by causing the up and down rail each to
take a curve the degree or radius of the curve becomes reduced as each
track takes its share and the horses are enabled to trot round with ease,
but if the curve be required to be all on one side and the other track
kept straight I make the curve or siding for whichever car has the
descent or incline of the road in its favour, and by this means save the
loss of power in pulling round a curve up hill. In streets where there is
width for two ways but in one part of route a narrow street inter-
venes, my compound grooved rail is particularly applicable by the up and
down lines forming one rail with two grooves and running surfaces
resting upon one set of timbers through the said narrow street, but
diverging into ordinary metals and double lines as soon as the narrow
street is passed. Also where the tracks pass over bridges which are too
narrow for the double line my compound grooved rail is especially appli-
cable. If necessary the grooves of my compound rail may be multiplied
considerably, and this will be found particularly applicable for mining
and quarrying purposes, inasmuch as trucks and waggons may be brought
to the mouth of the pit or quarry entrances on the one metal and yet
each truck on a separate track without the aid of points. This will also
be found especially applicable for embankment raising or tunnelling, as
the trucks after being loaded in different places may all centre at onc
point, and vice versa. K, L, and M, Figure 4, represent a treble track
diverging from a double-grooved rail with one surface or running rail,
the addition in this case being simply a second ribbed or corrugated rail
on one side, which in my opinion will form a very desirable rail for

page_text: ordinary traffic, there not being the same risk of horses slipping or the
wheels of vehicles coming obliquely in contact as both edges are roughed
or corrugated. In this case however, it is necessary to alter the flanges
of the wheels, but not the guage, as shown in Figures 5, 6, and 7.
Figure 5 illustrates flanges in the ordinary way for track M; Figure 6
illustrates one flange inside and one flange outside applicable to track K;
Figure 7 illustrates one flange inside and one flange outside applicable to
track L.
For return journeys the rail is the same, only on the branch line the
fact whether the car turns at the extremity of the journey or not will
decide the laying of the rail. The alteration of the flange of wheels will
not in any way limit the cars running power to one route K or L, as it
merely depends on which end of the car is in front. The routes may also
be multiplied by altering the guage, but this plan will not be so efficient
in practise as those herein-before described.
In the case of railways the system which I follow out is that of laying
one line inside another and only cutting one rail, and I believe this
system will materially lessen or do away with collisions caused by break-
aways running back down inclines without controul. Thus at the station
nearest the foot of incline I would turn all heavy or, say, goods traffic
upon another pair of rails A², A², Sheet 2, running parallel with and upon
the same sleepers as the ordinary pair and so close as just to allow the
flange of wheels to play. The extra rails or track being so placed as to
necessitate only one rail being cut instead of both (see A, Figure 8, Sheet 2).
At a short distance up I would have this extra pair of rails turned off
and get clear of the main line, taking a siding B. The heavy train would
then run off on to siding, pass two pairs of spring points, which would
open as the train passes and close after passage, the train again taking
its position as regards the main line after leaving siding as shown at C.
Now suppose a breakaway takes place, the carriages or trucks would on
their return take the siding at C, and the curve would be given to the
train before reaching the cut rail. Having passed which the second pair
of points D (or first on its return) are set against the train and conse-
quently cause it to discontinue the curve and take the rails at E, shunting
into a field or up an incline clear of all traffic. The first pair of switches
coming up incline could be used to back a train into if required, or the
space between the points and siding B could be used for a heavy train to
stop and allow a faster one to pass while the heavy train would be gaining

page_text: in steam power. The siding could also be used for the purpose of
helping up trains at the tail end, and thus running back without having
points to move at C.
In the beforegoing explanation it is taken for granted that there is not
sufficient room for two separate pairs of up rails, but even in such cases
my plan or system is nearly as much required. I consider my system of
a double track up dangerous inclines would almost do away with the
necessity of having special rails for goods traffic, and is more calculated
to lessen accidents than even having special metals for such traffic, as my
system gives a preventative or escape at the dangerous parts.
Having now described and ascertained the nature and purposes of
this my Invention, together with the manner in which the same is to be
or may be carried out, I wish it to be clearly understood that I do
not limit myself to the number of grooves in my compound rail as shown,
as it will be readily seen that the same may be multiplied to meet
contingencies without departing from my Invention; but what I claim
as new and secured to me by Letters Patent as aforesaid is,―
First. The adaptation of two or more grooves or gutters and one or
more running surfaces forming a compound rail or track and adapting
the flanges of the wheels to suit such tracks where requisite, as described
in Figures 4, 5, 6, and 7, Sheet 1.
Secondly. The system of rails for railways, as described and shown at
Figure 8, Sheet 2.
In witness whereof, I, the said Edward Foulger, have hereunto set
my hand and seal, this Twelfth day of June, in the year of our
Lord One thousand eight hundred and seventy-one.
Witness,
FREDERICK J. CHEESBROUGH,
of 15, Water Street,
Liverpool.
EDWARD (L.S.) FOULGER.