IMPROVEMENTS IN THE PERMANENT WAY OF RAILWAYS AND TRAMWAYS
Year: 1877

page_text: LETTERS PATENT to Alexander Melville Clark, of 53, Chancery Lane, in the
County of Middlesex, Patent Agent, for the Invention of IMPROVEMENTS IN
THE PERMANENT WAY OF RAILWAYS AND TRAMWAYS." A communication from
abroad by Achille Legrand, of Paris, France.
Sealed the 6th July 1877, and dated the 9th January 1877.
PROVISIONAL SPECIFICATION left by the said Alexander Melville Clark
at the Office of the Commissioners of Patents on the 9th January 1877.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent.
"IMPROVEMENTS IN THE PERMANENT WAY OF RAILWAYS AND
TRAMWAYS." A communication from abroad by Achille Legrand, of Paris, France.
This Invention relates,-
1st. To the construction of street railroads or tramways with sleepers of iron
or wood, chairs of rolled iron, cast iron, or steel, blocks of wood or stone; to the
application and combination of means for uniting the sleepers to the rails and the
chairs with the blocks; and to the particular form of the iron sleepers for fitting
between the joints of the stone paving. I employ T iron as being most suitable
where the road between the rails is paved with stone blocks, and this form con-
stitutes an important feature of the Invention as well as the forms hereafter
described.
I have illustrated the Invention in the annexed Drawings, in which Figures 1
and 2 represent a cross section and plan of å rail and guard rail fixed to one end of
an iron sleeper.
It will be understood that in all the Figures where one end only is shown the
other end is similar. The two rails A, A, are of similar section and equal strength;
in ordinary street railways the inner or guard rail is generally smaller and weaker
as it is not intended to replace the main or outer rail when (worn, which is the
object in this Invention, of which it constitutes an important feature. The
bases SS, SS, are of equal width and height; if the main or outer rail wears at q
I turn it end for end, and so maintain the same distance between the rails and
similarly for the other rail. The sleeper t is of T iron, in the web of which are cut
spaces of the proper gauge or width apart and of a shape corresponding to the
sides of the rails. The dotted lines v, v, v, v, indicate that the sleeper may be
placed at the rail joints; in this case. the fish plates would be of lesser thickness
than the flanges of the base S in order to prevent the rail rising; tho plate-B,

page_text: shown in detail in Figure 20, is placed beneath the two rails; it has a cross groove
at the middle which fits on the web of the sleeper; the plate may be of any length
and it serves to form a bearing surface for the rails; its thickness is indicated by
the dotted line x, x.
The advantages of the T iron sleeper are that its web fits in the joints of paving
transversely to the line of rails; its flanges or base of any suitable width resting
on the ground, and the stone blocks fitting against its web and resting on the
flanges or base, or nearly so, as shown in Figures 1 and 2. The bolt B₁ acts as a
key, it is placed between the rails in a line with the web of the sleeper, and by
turning the nut c both rails are driven home and fixed with their bases S received
in the corresponding notches in the web. The nut c presses against a loose washer d,
and by turning the nut the bolt is forced in the opposite direction, thus fixing both
rails at once. By this arrangement no bolt holes are made in the rails other than
those for the fish bolts, the bolt B¹ being slid along between the rails into position
and secured as described.
Figure 9 represents a fished joint d, d, d, d. The rails are fitted end to end and
the joints are opposite one another, but they might break joint to strengthen the
construction of the line. The improvement shown in this Figure is the fishing
between the two rails passing in the direction of the line, whereby I am enabled to
fix the sleepers and fish the rails without removing the stone paving. The fish
bolts B, B+, have a square shoulder or a key to prevent them turning with thenuts c, c.
Figures 3 and 4 represent another method of fastening the rails. The rail
A, 0, 0, 0, 0, is the guard rail; the head alone differs, the base is the same; to
diminish the cost of the line it would be employed by preference. The rails A, A,
are fixed as shown in Figure 1, except that they have each a hole in the web near
the sleeper, through which holes pass the bolts B', B', each provided with a lug or
head fffffitting in a corresponding mortize in the web of the sleeper, the bolts
being at opposite sides thereof. The nut c presses against the washer d, and thus
secures the rail in the sleeper.
Figure 5 shows another modification of the method of fastening the rail. The
rails A, A, are fitted in the sleeper; the bolt B¹, whose head bears with its side
against the side of the web of the sleeper, passes through the one rail and presses
with its point against the washer d, the whole being tightened by screwing the
nut c against the adjacent rail, thus screwing both rails at once to the sleeper.
Figure 6 shows another modification in which a right and left handed screw
bolt B is employed with corresponding nuts c, c, which press against the rails
between which the fastening is always applied and secured.
Figure 7 shows another modification in which the rails A, A, are fitted in the
sleeper as before; the bolt B1 passes through both rails and its head is against the
web of the sleeper; the nut c¹ is tightened up against the one rail in the ordinary
way, the nut c² is tightened up against the other rail, whilst the nut c³ secures it on
the other side, but this latter nut may be dispensed with.
Figure 8 represents two wooden keys driven in opposite directions between the
web of the sleeper at either side; these keys may be placed vertically, and there
may be three of them instead of two. These keys thus tighten the rail against and
upon the web of the sleeper.
Figure 10 represents a rolled iron or steel chair. The plates x, x, support the
rails A, A, and are grooved or notched to prevent the rails rising. The bolts B, B,
pass through the rails and are secured by the nuts c, c, between the two rails. The
plates x, x, may themselves be placed between the rails, as shown in Fgure 12, the
bolt being in this case secured by a nut either outside the rails at either side or
between the two rails by employing the stop v between the plates x, x, which are
fixed on iron or wood sleepers or directly on the ground; their height is regulated
by that of the paving.
Figure 13 relates to Figure 12, which I may modify by continuing downwards
the part o, o, o, o, from a shoulder in the direction of its width to rest on the
sleeper t and a lug p engaging in a slot in the sleeper; the bolt a thus secures the

page_text: rail to the supports x, x, which are secured to the sleepers by the shoulders E, E,
and the lug p, the sleeper being in this case made of U iron. The lugs p may be
between the two rails, in which case the fastening would be inside the rails; the
upper part of supports x might be as shown by the dotted lines at K, K, it being
understood that the flanges R are at the other side.
Figure 14 represents a rolled iron support formed with grooves R for the rails to
rest in. It is fixed on wood or iron sleepers or directly on the earth. The rails
are fastened, as shown in Figure 12; Figure 11 shows a new form of rail. The key
plates d, d, are flush with the sides of the rail to avoid intefering with the paving.
The sleeper t of T iron is notched to receive the webs of the rail and the plates d,
sufficient space being allowed to admit of the webs of the rail springing under the
pressure of the keys or plates d. To prevent the latter loosening the bolt B passes
through them and the rail near the sleepers or the chairs, and is secured by a nut
either inside or outside the rail; the plate B, Figure 20, is placed at x, x, as
before. To increase the bearing surface at the joints I fix a T iron K, Figures 18
and 19, on the sleeper, as shown in dotted lines, Figure 11, and secure it by the
same bolts.
Figures 15 and 16 represent a chair or support t for tramway rails constructed
of Tiron, the web being placed in the joints of the paving. It might be of the
form shown in dotted lines, that is to say, at the full height at the ends; the
bolts B, B, are placed at each side of the web and secured by nuts c, holding the
rails against the middle portion o, 0, 0, 0, of the web which has notches to receive
the bases of the rails. This chair is fixed on iron or wood sleepers or on the ground,
and is connected to the opposite chair by a flat iron tie-bar.
Figure 17 represents two foot rails fixed on the T iron sleeper, having recesses
at K in the web to receive the rails; c are keys of rolled iron or steel, each passing
under the foot of its rail and fixing it against the web of the sleeper. For the fish
joints I employ two sleepers or a chair and a sleeper close together, and the keys c
fixed, as shown in Figure 17, resting upon the two sleepers.
Figure 18bis, represents a grooved tramway rail with a flanged base fixed on
the Tiron sleeper; the dotted line P, P, represents a possible modification of its form.
Figure 19bis, shows the recess in the web of the sleeper t to receive the rail which
is laid directly therein. The locking plate R made with notches corresponding to
the flanged base of the rail is slid along the latter and securely bolted to the web
of the sleeper t by the bolts c, which may be either beneath or at either side of
the.rail.
.
Figure 21 shows the rail A fitted in a recess on the T iron sleeper as before, and
secured by two locking plates R secured by bolts with square shoulders fitting square
holes to prevent the plates R moving in any direction. They may be beneath or
at the sides of the rail, and at either side of the web of the sleeper.
Figure 22 shows two foot rails fixed on a T iron sleeper. A wood sleeper. may
be employed placed between the joints of the paving, and I reserve the option of
using it. The plate R is slid along the two rails before they are laid on the sleepers,
and they are secured as described with reference to Figure 18. The dotted lines
v, v, indicate that the sleeper is behind, and that the recess allows the rail to be
inserted without canting it. The recess may have notches to hold the rail more
securely. In this case the rails would be inserted by canting them slightly, and
the plate R might be made in two pieces, as shown by the dotted lines x, x. These
rails are fished between the two rails, and if the web of the T iron sleeper is made
with the notches above mentioned I may employ the before described methods of
fastening between the rails.
Figures 23 and 24 represent another form of tramway rail fixed on T iron sleeper..
The dotted lines & show that the rail may be made of less width, but if of the full
width shown the rail may be turned when one side is worn, the two surfaces at
either side of the groove being of equal width. The rail is fitted in a corresponding.
recess in the web of the T iron sleeper, and it may rest on a plate, Figure 20, as
described in the former case. The vertical side flanges of the rail are mortised to

page_text: +
receive the cross pieces R which are secured to the web of the T iron sleeper by
bolts c, c, beneath or at the sides of the rails. I reserve the option of rolling a
groove R, Figure 26, in the web of the Tiron sleeper t to receive the cross plates R
passing through the rail A as before.
Figures 25, 26, and 27 show the way the paving stones a are laid against the
web of the T iron sleeper.
Figures 28, 29, 30, 31, 32, 33, 34, 35 show iron sleepers of special form fitted
between joints of the paving, as represented in the different Figures. The rails
may be secured to them in the same ways as I have before described with reference
to Tiron sleepers. It is evident that the mere change of form will not affect the
Invention, the main feature of which is that the sleeper of wood or iron, and the
chairs of wood, wrought or cast iron, or steel, are fitted between the joints of
the pavement; whether they rise, as in the case of chairs, to the level of the pave-
ment and rails, or, as in the case of sleepers, to or below that level, is of little
importance. The flat iron, Figure 33, is already used as the tie bar in various
systeins, and as such forms no part of this Invention unless it serves as a sleeper or
support for the rails, or is made of unusual length for the purpose of strengthening
the road transversely. Therefore even if without resting on the ground it serves at
once as sleeper and tie bar it would come within this Invention. The inverted
U iron may be placed at the joints of the rails.
Figure 36 is a tramway rail of different form. The pavement in this case outside
the rail rises beyond the hollow of the rail; the latter is fixed on a T iron sleeper.
Figure 36 shows a fished joint. E, E, fish plates which take under the foot of the
rail and thus increase the bearing surface, which may be still further increased by
means of plate B, Figure 20, placed at x, x. The fish plates E, E, have a shoulder F
received in a corresponding notch in the web of the sleeper to prevent the rail
rising.
Figure 37 is the same rail fixed by a wood key c which drives the foot of the rail
into the corresponding recess in the web of the sleeper. The L shaped piece n is
fitted on the web at the bottom and at one side of the recess to increase the bearing
surfaces for the rail and key. The rail may also be secured by an iron key, the
recesses being modified according to the width and depth of the key.
Figures 38 and 39 show the rail resting on longitudinals B, B; it may be secured
in two ways by the plate I and bolts c, c, with heads inserted from the outside
through slots longer than wide and turned a quarter round, the bolt having a square
shoulder. The longitudinal B may terminate by a flange K at each side and rest
on iron sleepers, and bolted with the aid of a lug engaging the flange of the longi-
tudinal B. The plate I may pass down beyond, as indicated by the dotted lines o,
and enter on each side in a slot in a sleeper of U iron. The rail A may, also be
fixed on the longitudinal B' by a cramp o¹ engaging with both and secured by a
bolt P.
Figure 44 represents the fish joint in rail A. The joints in the longitudinal
plates do not meet the joints in the rails, but a notch is made at each side in the
longitudinal pieces to allow the latter to rest on the foot of the sleeper t. The fish
bolts are introduced as described for Figures 38.
Figure 40 shows rail A fixed on a longitudinal girder B, the tie-bar R being in
the form of a cross in section. The cross might be as indicated in dotted lines at s
and yet be between the paving stones. This tie bar may be formed as indicated
by the dotted lines q, q, in order to make it serve at once as the tie bar and sleeper,
the longitudinal B consequently resting on the sleeper.
Figure 41 represents a U iron with right or obtuse angles whose width is between
the joints of the paving. The height of the rail is thus exposed, and this space may
be filled with any suitable material, such as wood, stone, or iron blocks. A, A, the
two rails; R, R, R, cramps to hold the rails secured by bolts c, introduced as
described for Figure 38, and nuts l. This method might be applied to wood sleepers,
in which case eye bolts would be used.
"
Figure 42 represents a rail A fixed on T iron sleepers.t, and secured by plates E

page_text: | Hanged at the lower edge and engaging in corresponding notches to prevent the rail
rising.
Figure 43 shows the sleeper separately.
Figure 40 shows another form of rail fitted in a T iron sleeper slotted to receivo
it, as shown in Figure 45. The rail is fixed by the fish plates E and bolts c. The
plates E may be carried down as represented in dotted lines o, o, o, o, in order to
take under the rail. They may also be made as in Figure 48.
Figure 49 shows an internal fish plate. In Figure 45 the dotted lines show the
form of recess to be made when it is used.
Figure 47 shows the rail with a removable head, the part A being bolted between
the parts b, b.
Figure 50 shows a fished rail, the web of the sleeper t being formed to receive
the two keys R passing through the fish plates and rail. The piece x is fixed on
the web of the sleeper in the notch to increase the bearing surface.
Figure 51 is a cast-iron or steel chair to be fixed on blocks or sleepers of iron or
wood. The pavement is flush with top of chair, which is roughened to avoid the
slipping of the horses. The two rails are secured by fastenings between them, as
previously described, or they may be secured by wood or iron keys at the outside
of the rail. The rails A, Figures 36, 37, 38, 44, 42, 43, 18bis, may also be fixed in
this chair by the most suitable means described, according to circumstances. If
stone bases are used they may be any depth in the ground at the proper distances
apart, according to gauge of line, and held by a tie bar bolted thereto. The fastening
shown in Figure 1 would be particularly applicable in this case, the portions b', b',
would be of the ordinary width of a paving stone and would not be hollowed out
like the cast-iron chair.
Figure 50bis is a grooved rail with flanges on a cast-iron chair B. The dotted
lines K show that it may be rolled with a central web instead of the side flanges,
the chair being modified at its extremity, as represented by the dotted lines. It is
fixed on wood or iron blocks, or sleepers, tie bars of wood or iron, and it may itself
be made of wood instead of cast iron. The keys e, e, traverse the rail and chair;
they may be replaced by bolts or straps. I reserve the option of increasing the size
of the base and putting it directly on the ground, or I may make it hollow or bell
shaped underneath and of a diameter according to the strength desired. I reserve
the arrangements described for fitting the rail on the chair, the flanges as well as
the under side resting thereon. For the rail joints the chair would be of double
width, and the connections with the chair would be the same at either end.
Figure 51 bis is a rail on rolled iron or steel chair of the form shown at B, secured
by clamp in wood of the form shown at 7, secured by clamp R entering a slot in
the chair or rising against the side, whether of the form B or l. It may be rolled
with ledges o, and of the modified form shown in dotted lines at s, s.
The key x
may be replaced by a bolt placed each side of the rail, or passing through from side
to side. The sleeper may be a double T iron in which the chair is fitted. I also
reserve to make this chair in wood; for example, take a stake of oak 55 centimetres
long, 10 broad, and 25 .thick. I make at one end the same recesses to receive the
rails. I drive. it into the ground to the level of the pavement and I fix the
double or single rails as above described. These two stakes would be connected
by a flat iron tie bar to prevent them moving further apart. These stakes. may
have cross pieces to prevent them being driven further in. In those made of stone
wood may be used to line the bottom and sides of the chair, and in those of wood
iron plates may be fitted. They may be made wholly of iron and driven into the
ground through an iron plate resting on the surface of the ground, and on which
plate the paving stones would be placed. The plate would also act as a stop to
prevent the stake being driven further into the ground..
Figure 52 represents a railway sleeper t on which the rail A is fixed.
Figure 53 shows how the rail is fixed to the sleeper by the cramps: c. In
Figure 52, they are shown by dotted lines R as being turned a. quarter round for
inserting the rail. The plate vis as wide as the interior sleeper to prevent it.

page_text: turning with the cramps c which are screwed into plate v, and their ends o, o, upset
or rivetted to prevent them unscrewing.
Figures 54 and 54bis show in elevation and plan ends of two railway sleepers,
the other ends being similar. The cramp c holds the foot of the rail at the inside,
the other, cbis, holds it on the outside, the rail being fixed on three sleepers; the middle
one carries the inner cramps c, and the others the outer ones cbis. Having released
the rail by a quarter turn of the cramps I engage a key under the head of each
cramp, and bending the rail, the cramp is brought to the position, Figure 53. The
stem of the cramp instead of being round may be squared as at u, so that arrived
at one of the squared edges by the pressure of the key the rail is bent sideways, and
springs back into place as soon as the cramp is in the position shown in the three
Figures 54.
There is only one cramp on each sleeper at alternate sides of
Figure 55 is the same in principle, except that the cramp B turns on the rivetted
pivot o, Figure 56. The cramp has the flat sides u which abut against the foot of
the rail as before. The rivetted pivot o may be replaced by a bolt or a holdfast and
key. I reserve the power to secure both rails at once by the arrangement, Figure 56,
placed between them. The pivot or bolt is at the middle of the sleeper and the
piece B is of a length equal to the distance between the feet of the rails, and it'
turns upon the bolt o and secures both rails when the piece B covers or is in a line
with the sleeper t. Of course the rails are supported at the outside by two sleepers
and at each side.
the rail.
Figures 57 and 58 show a bridge rail slipped between the two cramps c, c. The
latter are machine made and fitted in square holes so as not to turn. All rails of
this kind, such as vignoles and bridge rails are intended to be slid between two
cramps rivetted in square holes in the sleeper so as to be incapable of turning. At
the joints I place four cramps, or I rivet, as in Figure 69, a piece B of sufficient
width to maintain the two rail joints; placed at either side of the foot the rails are
necessarily slid between the two clips b, b.
Figure 61 shows two cramps rivetted to the sleeper t in round holes; c', c¹, show
the rail unfastened, and c, c, fastened, the cramps being turned a quarter round by
means of a key. The dotted lines k show that it is optional to have a shoulder on
the cramp so as to have always the height of the foot of the rail.
Figure 62 shows another means of fastening a rail on a sleeper. The bolt e has a
stop o behind to prevent the part d moving back when the rail is tightened.
To unfasten the rail the nut E is unscrewed, the bolt dropped down, and the piece d
is then free to move back and release the rail; similarly for the other side, unless
it be fixed, as in Figure 69.
Figure 63 shows another means. The piece d has an aperture v which allows it
to slip to unlock the rail on the bolt c, which is round or square.
In Figure 64 two iron plates P, P, one on each side of the foot of the rail, and
each having a lug or cramp formed in one with it, that is to say, stamped up from
the surface. These plates are nailed or screwed to wood sleepers.
Figure 65 shows a bolt c on a ribbed or flanged sleeper. The circumference of
nut d is of a form corresponding to the foot of the rail, and a similar one is at the
other side of the rail. After upsetting the ends of the bolts to prevent the nut
unscrewing the rail is inserted be being slid between them.
In Figure 66, the head of the bolt corresponds in form to the rail foot, the nut
being at the under side and the end of the bolt upset, or a split pin inserted to
-prevent the nut unscrewing. Similarly in all the means described for preventing
the reparation of nut and bolt; this is included in the Invention in order that
sleepers composed of several pieces may be so united that no piece can be lost.
Figure 67 shows two cramps on an iron plate hollowed to receive the foot of the
rail, the plate t being fixed to a wood sleeper.
Figures 59 and 60 show a rail attached to a U iron sleeper t. The cramp B is
secured by the square rivet e; the cramp R is movable, and is wider than the
sleeper to allow it to be struck to tighten up the rail against the fixed cramp. The

page_text: curve K, K, Figure 59, shows the form of this part; when it is parallel with the
sleeper the rail is secured. The part d, also movable, turns on the rivet c, and holds
down the rail by the foot. The dotted lines v, v, v, Figure 60, shows that I may use a
nut in place of rivetting or a key in place of a nut. The cramp d may be tapped so
as to turn on bolt c, also screw theaded. Also the cramp d may be rivetted hot or
cold and be made to turn like a nut on the foot of the rail. The pieces r, d, may be
combined in one which may turn on a round rivet or screwed like a bolt and nut.
Figures 68 and 69 show a rail fixed on a sleeper; the cramp B is fixed by rivet c;
the other, d, is movable; the head of bolt a is passed through a slot b turned a quarter
round so as to engage with the sleeper; the cramp d is then applied and then
tightened up by the nut.
Figure 70 is a sleeper curved upwards at the extremities in the form of one jaw
of a chair; the other jaw d is rivetted by a square rivet to prevent it turning, and
the rail is tightened up against it by the key c.
Figure 71 is a small girder iron on which the chair b is rivetted between the
flanges; this chair is of rolled iron, hollow, and with two or three ribs.
Figures 72 and 73 show a chair of rolled iron bent to the form shown; it is
rivetted on a sleeper of U iron. I reserve the power to make the whole sleeper of
the sectional form of the chair b, that is to say, I would turn a single bar of this
shape at the two extremities to form a chair, as shown in Figure 72, and in the
dotted lines k. This sleeper would be placed directly on the ground without any
other support. The ribs are not bent on the inside.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Alexander Melville Clark in the Great Seal Patent Office on the
.7th July 1877.
.
.
ALEXANDER MELVILLE CLARK, of 53, Chancery Lane, in the County of Middlesex,
Patent Agent.
"IMPROVEMENTS IN THE PERMANENT WAY OF RAILWAYS AND
TRAMWAYS." A conimunication from abroad by Achille Legrand, of Paris, France.
This Invention relates to the construction of tramways and railroads generally
with sleepers of iron or wood, chairs of rolled iron, cast iron or steel, blocks of wood
or stone; to the application and combination of the means described for uniting the
sleepers to the rails and the chairs to the sleepers, and to the particular form of the
iron sleepers for fitting between the joints of the paving. T iron is employed
where the road between the rails is paved with blocks of stone, and this form of
sleeper constitutes an important feature of the Invention as well as the forms here-
after described.
I have illustrated the Invention in the annexed Drawings, in which Figures 1
and 2 represent a cross section and plan of two rails (a rail and guard rail) fixed to
one end of a T iron sleeper.
It will be understood that in all the Figures where one end only is shown the
other end is similar. The two rails A, A, are of similar section and equal strength;
in ordinary street railways the inner or guard rail is generally smaller and weaker
as it is not intended to replace the main or outer rail when worn, which is one of
the objects and an important feature of this Invention. The bases or feet of the
rails s's, 88, are of equal width and height; if the main or outer rail wears at q it is
turned end for end, so as to maintain the same distance between the rails, and
similarly for the other rail. I therefore claim this arrangement of two rails of equal
size and strength secured as herein described. The sleeper t is of T iron, and in its
web near the ends thereof recesses are cut out at the proper distance apart to suit
the gauge of the line and of a shape corresponding to the sides of the rails. The
dotted lines v, v, v, v, indicate that the sleeper may be placed at the rail joints, in
which case the fish plates would be of less thickness than the width of the flanges

page_text: of the foot or base of the rail in order to prevent the rail-rising; the plate B, shown
in detail in Figure 20 is placed beneath the two rails; it has a cross groove at the
iniddle which fits on the web of the sleeper, at the bottom of the recess in which
the rails are placed; the plate may be of any width, and it serves as a broad
bearing surface for the rails; its thickness is indicated by the dotted line, and it
extends from x to x.
The advantages of the T iron sleepers are that its web fits in the joints of the
paving transversely to the line of rails, whilst its base flanges which inay
be of any
suitable width rest on the ground, and the paving stones fit close against its web
and rest on the flanges, or nearly so, as shown in Figures 1 and 2. The screw
bolt B¹ acts as a key, it is placed between the rails in a line with the web of the
eleeper and has a nut c upon it which presses against a loose washer d, which like
the head of the bolt fits snug against the side of the rail, and by turning nut cas if
to unscrew it from the bolt the latter is forced in the opposite direction, and both
rails are thus driven home at once and fixed by their bases 8 being received in the
corresponding notches in the web. By this means no bolt holes are made in the
rails other than those for the fish bolts, the screw bolt B₁ being slid along between
the rails into position and secured as described.
Figure 9 represents a fished joint, d, d, d, d, being the fish plates. The ends of the
rails butt together and the joints in the rail and guard rail are opposite one
another, but they might break joint if preferred to strengthen the construction
of the line. The feature claimed and shown in this Figure is the fishing between
the two rails passing in the direction of the line, whereby the rail may be fished
and fixed to the sleepers without removing the paving stones. The fish bolts B, B¹¹
have a square shoulder or a key to prevent them turning with the nuts c, c.
Figures 3 and 4 represent another method of fastening the rails. The rail
A, 0, 0, 0, 0, is the guard rail; the head alone differs, the base is the same; to diminish
the cost of the line it would be employed by preference. The rails A, A, are fixed
as shown in Figure 1, except that they have each a hole in the web near the
sleeper, through which holes pass the bolts B¹, B¹, each provided with a lug or
head ffff, fitting in a corresponding mortise in the web of the sleeper, the two
bolts being at opposite sides thereof. The nut c presses against the washer d, and
thus secures the rail in the sleeper.
Figure 5 shows another modification of the method of fastening the rail, which I
also claim. The rails A, A, are fitted in the sleeper as before, the bolt B¹ whose
head bears with its side against the web of the sleeper passes through the one
rail, and its point presses the washer d against the other rail, the whole being
tightened up by screwing the nut c against the adjacent rail, thus securing both
rails at once.
Figure 6 shows another modification, in which a bolt B¹ having a right and left-
handed screw thread is employed with corresponding nuts c, c, which as they are
screwed towards the ends of the bolt press against the sides of the rails, between
which the fastening is always applied and secured.
Figure 7 shows still another modification in which the rails A, A, are fitted in the
sleeper as before, the screw bolt B₁ passes through both rails and its head is against
the web of the sleeper, the nut c¹ is tightened up against the one rail in the
ordinary way, the nut c² is tightened up against the other rail by turning it in the
opposite direction, whilst the nut c³ screws against the other side of the rail to
strengthen the whole, but this latter nut may be dispensed with.
Figure 8 represents two wooden keys driven in opposite directions between the
web of the sleeper at either side; these keys may be placed vertically, and there
may be three of them instead of two; these keys thus tighten the rail against and
upon the web of the sleeper.
Figure 10 represents a rolled iron or steel chair. The plates x, x, support the
rails A, A, and are grooved or recessed to prevent the rails rising; the bolts B, B,
pass through the rails and are secured by the nuts c, c, between the two rails. The
plates x, x, may themselves be placed between the rails, as shown in Figure 12, the

page_text: bolt being in this case secured by a nut outside the rails at either side or between
the two rails by employing the stop v of U iron, between the plates x, x, (Figures 10
and 12) which are fixed on iron as on wood sleepers or directly on the ground;
their height is regulated by that of the paving.
Figure 13 relates to Figure 12, which I may modify by continuing downwards
the parts 0, 0, 0, 0, shown in dotted lines to form a lug P which engages in a slot
in the sleeper t, the shoulder left on either side of said. lug resting on the sleeper.
The bolt c thus secures the rail to the supports x, x, which are secured to the
sleepers by the shoulders E, E, and the lug P, the sleeper being in this case made
of iron. The lugs P may be between the two rails (Figure 12), that is to say, in
the reverse direction to that shown in the plan, in which case the fastening would
be between the two rails, and the recesses or ledges R to support the feet of the two
rails would be on the inside. The upper part of the supports might be carreid up
straight, as shown by the dotted lines at K, K.
Figure 14 represents a rolled iron chair or support formed with grooves or
ledges R for the rails to rest in; it is fixed on wood or iron sleepers, or directly on
the earth. The rails are fastened as shown in Figure 12; Figure 11 shows a rail of
which I claim the form. The wedge-shaped fish plates d, d, are flush with the sides
of the rail to avoid interfering with the paving. The sleeper t of T iron is notched
to receive the webs of the rail and the plates d, sufficient space being allowed to
admit of the.webs of the rail springing under the pressure of the plates d. To
prevent the latter becoming loose the bolt B passes through them and the rail near
the sleepers or the chairs, and is secured by a nut either inside, or outside the rail.
The plate B, Figure 20, is placed at x, x, as before. To increase the bearing surface
at the joints I fix a T iron K, Figures 18 and 19, on the sleeper, as shown in dotted.
lines Figure 11, and secure it by the same bolts.
Figures 15 and 16 represent a chair or support t for tramway rails constructed of
Tiron the web being placed in the joints of the paving. It might be of the form
shown in dotted lines, that is to say, of the full height at the ends; the bolts B, B,
are placed at each side of the web and secured by nuts c holding the rails against
the middle portion o, o, o, o, of the web which has notches to receive the bases of the
rails. This chair is fixed on iron or wood sleepers or on the ground, and is
connected to the opposite chair by a flat iron tie bar.
Figure 17 represents two foot rails fixed on the T iron sleeper, having recesses at
K in the web to receive the rails. care keys of rolled-iron or steel, each passing
under the foot of its rail, and fixing it against the web of the sleeper. For the fish
joints I employ two sleepers or a chair and a sleeper close together, the keys c
fixed, as shown in Figure 17, resting upon the two sleepers.
Figure 18bis represents a grooved tramway rail with a flanged base fixed on
the iron sleeper. The dotted line P, P, represents a possible modification of its
form.
Figure 19 bis shows the recess in the web of the sleepers t to receive the rail
which is laid directly therein. The plate R for holding down the rail is made with
notches corresponding to the flanged base of the rail, and is slid along the latter and
securely bolted to the web of the sleeper t by the bolts c, which may be either
beneath or at either side of the rail.
Figure 21 shows the rail A fitted in a recess on the T iron sleeper as before, and
secured by two locking plates R fastened by bolts with square shoulders fitting in
square holes to prevent the plates R moving in any direction. They may be
beneath or at the sides of the rail and at either side of the web of the sleeper.
Figure 22 shows two foot rails fixed on a T iron sleeper. A wood sleeper may
also be employed, placed between the joints of the paving, and I reserve the option
of using it. The plate R is slid along the two rails before they are laid on the
sleepers, and they are secured, as described, with reference to Figure 18. The
dotted lines v, v, indicate that the sleeper is behind, and, that the recess allows of
the rail being inserted without canting it, but the recess may have one or two
notches to hold the rail more securely; in this case the rails would be inserted

page_text: by canting them slightly, and the plate R might be made in two pieces, as shown
by the dotted lines. These rails are fished between the two rails, and if the bew
of the T iron sleeper is made with the notches above mentioned, I may employ
the before-described methods of fastening between the rails.
Figures 23 and 24 represent another form of tramway rail fixed on a T iron
sleeper. The dotted lines d show that the rail may be made of less width, but if
of the full width shown the rail may be turned end for end when one side is worn,
the two surfaces at either side of the groove being of equal width. The rail is
fitted in a recess in the web of the T iron sleeper corresponding to the width and
depth of the rail, and the under side of the rail may rest on a plate B (Figure 20),
as described in the former case. The vertical side flanges of the rail are mortised
to receive the cross pieces R, which are secured to the web of the T iron sleeper by
bolts c, c, beneath or at the sides of the rails. In order to increase the amount of
metal at the joints or ends of the rails I apply another plate R at each side of the
latter; those shown in the Drawing do not enter the rail, they are placed in the
interior, so that there is a thickness of. iron equal to half the thickness of the
sleeper, plus the thickness of a piece R between the joint and the mortise, which gives
a larger bearing surface at this point. Where there is no joint one piece R is
enough. I reserve the option of rolling a groove R¹¹ (Figure 26) in the web of the
Tiron sleeper t to receive the cross plates R traversing the rail A. as before.
Figures 25, 26, and 27 show the way the paving stones a are laid against the
web of the T iron sleeper.
Figures 28, 29, 30, 31, 32, 33, 34, 35, show iron sleepers of special form, of which
I claim the use in the construction of tramways whenever the web of the sleeper is
fitted between the joints of the paving. As represented in Figure 28 the sleeper
has two webs, and the horizontal part rests on the ground; see also Figure 30.
All these sleepers may be recessed near the ends to receive the rails which may be
secured to them in the same way as I have before described with reference to T
iron sleepers. It is evident that a mere change of form will not affect the Inven-
tion which I claim, the main feature common to all these forms being that the
sleeper of wood or iron and the chairs of wood, wrought or cast iron or steel, are
fitted between the joints of the pavement; whether they rise as in the case of
chairs to the level of the pavement and rails or as in the case of sleepers to or below
that level is of little importance. The flat iron bar (Figure 33) is already used as
the tie bar in various systems, and as such forms no part of this Invention, unless
it serves as a sleeper or support for the rails, or is made of unusual length for the
purpose of strengthening the road transversely; therefore even if without resting
on the ground it serves at once as sleeper and tie bar, it would come within this
Invention. The inverted U iron may be placed at the joints of the rails.
Figure 36 is a tramway rail of different form; the pavement in this case outside 4
the rail rises beyond the groove in the rail. The latter is fixed on a T iron sleeper.
Figure 36 shows a fished joint. E, E, fish plates which take under the foot of the
rail, and thus augment the bearing surface which may be still further increased by
means of plate B, Figure 20, placed at x, x: The fish plates E, E, have a flange or
shoulder received in a corresponding notch in the web of the sleeper to prevent 4
the rail rising.
Figure 37 is the same rail fixed by a wood key c which drives the foot of the
rail into the corresponding recess in the web of the sleeper t. The L shaped piece
w has a groove fitting on the web at the bottom and at one side of the recess to
increase the bearing surfaces for the rail and key. The rail may also be secured by 5
an iron key, the recesses being modified according to the width and depth of the key.
Figures 38 and 39 show the rail resting on longitudinals B, B; it may be
secured in two ways, by the plate I and bolts c, c, with T heads inserted from the
outside through slots longer than wide, and turned a quarter round the bolt, having
a square shoulder. The longitudinal B may terminate by a flange K at each side, 5
and rest on transverse iron sleepers, and be bolted down by a lug engaging the
flange of the longitudinal B. The plate I may pass down beyond, as indicated by

page_text: the dotted lines o, and enter on each side in a slot in a sleeper of U iron. The rail
A may also be fixed on the longitudinal B¹ by a cramp o¹ engaging with both and
secured by a bolt P.
Figure 44 represents the fish joint in rail A; the joints in the longitudinal plates
do not meet the joints in the rails, but a notch is made at each side in the longi-
tudinal pieces to allow the latter to rest on the foot of the sleeper t; the fish bolts
are introduced as described. for Figure 38.
Figure 40 shows rail A riding on a longitudinal girder B, the tie bar R being in
the form of a cross in section; the cross might be as indicated in dotted lines at 8,
and yet be between the paving stones. This tie bar may be formed as indicated
by the dotted lines q, q, in order to make it serve at once as the tie bar and sleeper,
the longitudinal B consequently resting on the sleeper.
Figure 41 represents a U iron with right or obtuse angles, and of such width as
to enter between the joints of the paving; the height of the rail is thus exposed,
and this space may be filled with any suitable material, such as wood, stone, or
iron blocks. A, A, the two rails; R, R, R, crainps to hold the rails, secured by
bolts c, introduced as described for Figure 38, and nuts . This method might be
applied to wood sleepers, in which case spikes would be used.
Figure 42 represents a rail A fixed on T iron sleepers t, and secured by plates E,
flanged at the lower edge, and engaging in corresponding notches to prevent the rail
rising.
Figure 43 shows the notches in the sleeper separately.
Figure 46 shows another form of tramway rail fited in a T iron sleeper, slotted
to receive it, as shown in Figure 45. The rail is fixed by the keys of fish plates E
and bolts C. The keys or plates E may be carried down as represented in dotted
lines o, o, o, o, in order to take under the edges of the rail. They may also be
made as in Figure 48.
Figure 49 shows an internal fish plate; in Figure 45 the dotted lines show the
form of recess to be made when it is used.
Figure 47 shows the rail with a removable head, the part A being bolted between
the parts b, b.
Figure 50 shows a fished rail, the web of the sleeper t being formed with tenons
at either side to receive between then the two keys R passing through the fish
plates and rail. The piece x is fixed on the web of the sleeper in the notch to
increase the bearing surface.
Figure 51 is a cast-iron or steel chair, to be fixed on sleepers of iron or wood.
The pavement is flush with the top of the chair, which is roughened to avoid the
slipping of the horses. The two rails are secured by fastenings between them, as
previously described, or they may be secured by wood or iron keys at the outside
of the rail, the chair in that case rising in the space between the rails. The rails A,
Figures 36, 37, 38, 44, 42, 23, 18bis, may also be fixed in this chair, made of cast
iron or cast steel, or even of stone, by the most suitable of the means described
according to circumstances. If stone chairs are used they may be any depth in the
ground at the proper distances apart, according to gauge of line, and held by a tie
bar bolted thereto. The fastening shown in Figure
would be particularly ap-
plicable in this case; the portions 61, 61, would be of the ordinary width of a paving
stone, and would not be hollowed out like the cast-iron chair.
Figure 50bis is a grooved rail, with flanges on a cast-iron chair B. The dotted
lines K show that it may be rolled with a central web instead of side flanges, the
chair being modified at its extremity as represented by the dotted lines. It is
fixed on wood or iron sleepers or on tie bars of wood or iron, and it may itself
be made of wood instead of cast iron. The keys e, e, traverse the rail and chair;
they may be replaced by bolts or straps. I reserve the option of increasing the
size of the base and putting it directly on the ground, or I may make it hollow or
bell-shaped underneath, and of a diameter according to the strength desired.
reserve to myself the arrangements described for fitting the rail on the chair, the
flanges, as well as the under side resting thereon, For the rail joints the chair
I

page_text: would be of double width, and the connections with the chair would be the same
for each end.
Figure 51 bis is a rail on a rolled iron or steel chair of the forin shown at B, with
flanges held down by clamp of wood of the form shown at I, secured by
clamp R entering a slot in the chair or rising against the side, whether of the
form B or l. It may also be rolled with ledges o and of the modified form shown
in dotted lines at 8, 8. The key x may be replaced by a bolt placed on each side of
the rail, or passing through from side to side. The sleeper may be a double T iron,
in which the chair is fitted. I claim this arrangement, and likewise all the others
already described; I also reserve to make this chair in wood. For example, I may
take a stake of oak 55 centimetres long, 10 broad, and 25 thick; I make at one end
the same recesses to receive the rails; I drive it into the ground to the level of the
pavement, and I fix the double or single rails as above described. The stakes at
opposite sides of the line would be connected by a flat iron tie bar to maintain the
proper gauge, the stakes may also have cross pieces to prevent them being driven
in further. I claim these new or improved means of fixing the rails (not shown in
the Drawings), whether as applied to stone chairs or blocks or wood stakes and
chairs. When chairs of stone are employed wood may be used to line the bottom
and sides of the chair, and in the stakes and chairs of wood iron plates may be
fitted. They may be made wholly of iron and driven into the ground through an
iron plate resting on the surface of the ground, and on which plate the paving stones
would be placed. The plate would also act as a stop to prevent the iron stake
being driven further into the ground. I thus claim the use of T iron transverse
sleepers for tramways placed between the paving blocks. Also the use of the
several forms of iron bars shown, which can be placed between the paving blocks.
Also the use of T iron chairs made either of rolled iron, malleable cast iron, or steel.
Also the means of securing the rails to their sleepers, the modes of fixing with
screws, their arrangement, the modes of fishing the joints of the rails at the inside
of the rails. Also the application of the whole of the forms of sleepers and methods
of fixing described to all kinds of railways, the dimensions being varied to suit the
circumstances of each case.
Figure 52 represents in plan a railway sleeper t with the rail A fixed thereon.
Figure 53 is a cross section showing how the rail is fixed to the sleeper by the
cramps c. In Figure 52 they are also shown by dotted lines R as being turned a
quarter round for inserting the rail; v is a plate as wide as the. interior of the
sleeper to prevent it turning with the cramps c, which are screwed into holes tapped
in the plate v and their ends o, o, upset or rivetted to prevent them unscrewing.
Figures 54 and 54bis show in elevation and plan ends of two railway sleepers,
the other ends being similar. The cramp c holds the foot of the rail at the inside,
the other cbis holds it on the outside, the rail being fixed on three sleepers; the
middle one carries the inner cramps c, and the other the outer ones chis. Having
made a quarter turn of the cramps a key is inserted in the head of each cramp, and
by springing the rail the cramp is brought to the position Figure 53. The stem of
the cramp instead of being round may be flattened or squared at the side which
will come next the rail, as at u, so that when one of the edges of this flat part is
brought by the key against the rail, the latter will be bent sideways and spring
back into place as soon as the cramp is in the position shown in the three
Figures 54. The rail is thus fixed on the sleepers by cramps turned a quarter
round inside and outside the rail, which bends horizontally inwards and outwards,
as above mentioned. There is only one cramp at each end of every sleeper placed
alternately inside and outside the rail, which is fixed by one side only at any
one spot.
Figure 55 is the same in principle, except that the cramp B turns on the rivetted
pivot o, Figure 56. The cramp has the flat sides u, which abut as before against
the foot of the rail, the latter being slightly bent sideways in turning the cramp
into position, and afterwards springs back against the flat side u, u; it is therefore.
very similar to the preceding arrangement. The rivetted pivot o may be replaced...

page_text: by a bolt or a holdfast and key. I reserve the power to secure both rails on the
inside at once by a modification of the arrangement, Figure 56, placed between
them. In this case the pivot or bolt is at the middle of the sleeper, and the
piece B is of a length equal to the distance between the feet of the rails, and it
turns upon the bolt o and secures both rails when the piece B covers or is in a line
with the sleeper t. Of course the rails are fixed at the outside on two sleepers and
at each side.
Figures 57 and 58 show a bridge rail slipped between the two cramps c, c. The
latter are machine made and rivetted in square holes, so as not to turn, and as they
cannot be removed without breaking them the rail is necessarily slid between them.
All rails of this kind, such as Vignoles and bridge rails, are intended to be slid
between two cramps rivetted in square holes in the sleeper, so as to be incapable
of turning. I claim this arrangement, consisting of two cramps rivetted directly
in square holes in the sleeper and forming stops at both sides of the rail. Where'
cramps at one side of the rail only on cach sleeper are used, as above described,
I reserve the option of using this last form. At the joints I place four cramps, or I
rivet, as at c in Figure 69, a plate B of sufficient width to hold the two rail ends.
Being placed at either side of the foot the rails are necessarily slid between the two
cramps or clips b, b..
Figure 61 shows in section and plan two cramps rivetted to the sleeper t in
round holes; c¹, c³, show the rail unfastened, and c, c, fastened, the cramps being
turned a quarter round by means of a key. The dotted lines show that it is
optional to have a shoulder on the cramp, so as to have always the height of the
foot of the rail.
Figure 62 shows another means of fastening a rail on a sleeper. The bolt chas
a stop e behind to prevent the part d moving back when tightened upon the rail.
To unfasten the rail the nut E is unscrewed; the bolt dropped down, and the
piece d is then free to be moved back to release the rail. The end of the bolt is
slightly upset to prevent the nut screwing off; similarly for the other side, unless
it be permanently fixed, as in Figure 69.
Figure 63 shows another means. The piece d has an aperture v, which allows
it to slip to unlock the rail on the bolt c, which is round or square.
In Figure 64, P, P, are two iron plates inserted beneath and at opposite sides of
the foot of the rail, and each having a cramp formed in one with it, that is to say,
rising from the surface; these plates are nailed or screwed to wood sleepers.
Figure 65 shows a bolt c on a ribbed or flanged sleeper. The circumference of
nut d is of a form corresponding to the foot of the rail, and a similar one is at the
other side of the rail. After upsetting the ends of the bolts to prevent the nut d
unscrewing the rail is inserted by being slid between them.
In Figure 66 the circumference of the head of the bolt corresponds in form to the
rail foot, the nut being at the under side of the sleeper, and the end of the bolt
being upset or a split pin inserted in a hole in the bolt to prevent the nut
unscrewing. Similarly in all the means described for preventing the separation of
nut and bolt, I claim these improvements, which have for their object that sleepers.
composed of several pieces may be so united that no piece can be lost.
Figure 67 shows two cramps on an iron plate hollowed to receive the foot of the
rail, the plate t being fixed to a wood sleeper.
Figures 59 and 60 show a section and plan of a rail attached to a U iron sleeper t.
The cramp B is fixed by the square rivet c; the cramp R is movable, and is wider
than the sleeper to allow it to be struck to tighten up the rail against the fixed
cramp. The curve K, K, Figure 59, shows the form of this part. As soon as it is
brought parallel with the sleeper the rail is driven home in the opposite cramp.
The plate d, also movable, turns on the rivet c and holds down the foot of the rail.
The dotted lines v, v, v, Figure GO, show that I may use a nut in place of rivetting
or a key in place of a nut. The plate & may be tapped so as to screw upon bolt c,
also screw threaded; also the cramp & may be rivetted hot or cold, and be made to .
d

page_text: turn like a nut on the foot of the rail.
The pieces R, d, may be combined in one
which may turn on a round rivet or screwed like a bolt and nut.
Figures 68 and 69 show a rail fixed on a sleeper; the cramp B is fixed to the
sleeper by rivet c; the other, d, is movable; the head of bolt a is passed through a
slot b longer than wide, and turned a quarter round, so as to engage with the under
side of the sleeper; the cramp d is then applied and secured by the nut.
Figure 70 is a sleeper curved upwards at the extremities in the form of one jaw
of a chair, the other jaw d is rivetted by a square rivet to prevent it turning, and
the rail is tightened up against it by the key c. The other end of the sleeper is
similar.
Figure 71 is a small girder iron on which the chair b is rivetted between the
flanges. This chair is of rolled iron, hollow, and with two or three ribs.
Figures 72 and 73 show a chair of rolled iron bent to the form shown. It is
rivetted on a sleeper of U iron. I reserve the power to make the whole sleeper of
the sectional form of the chair b, that is to to say, I would turn a single bar of this
shape at the two extremities to form a chair, as shown in Figure 72, and in the
dotted lines k. This sleeper would be placed directly on the ground without any
other support. The ribs are not bent on the inside.
Figure 74 shows a grooved tramway rail, which may be secured to balks of wood
by means of spikes or cramps or laid direct on the ballast, and the two rails con-
nected by cross-ties with bolts or keys, and concrete may be placed beneath the iron
or wood blocks, or sleepers, or in a longitudinal direction beneath the foot of the rail.
These rails are fished like ordinary rails, and their weight and dimensions vary
according to circumstances. They may be of iron or steel.
Figure 75 shows a grooved bridge rail fixed on a hollow cast-iron chair secured
to a sleeper of wood or iron by a single bolt. Ribs may be cast on the inside as well
as on the outside of the chair to give additional strength. The bolts & pass through
rail A and both sides of the chair which is placed on a sleeper t, Figure 76, between
the flanges v, v, whereby it is prevented from turning. This chair may be placed
on short lengths of iron sleepers, say of about 10 inches, connected to cross ties, or
they may be laid direct on the ground, the rails in this case being kept in gauge by
a tie o passing right through the chair and retained in place by two keys P, P. The
chair B may be made bell shaped in cross section when it is to be laid directly on
concrete or ballast without any wood or iron sleepers. Two bolts may be used to
secure it to iron sleepers, "and two holes may also be made in the case of wood
sleepers. It may be made of rolled iron, in which case the sides would be bent
underneath and have a bolt on each side. I claim the form of rail-A, Figure 74,
which may be rolled of any dimensions and may be placed upon sleepers of wood or
iron laid directly on the concrete. I also claim the form and mode of fixing the
rail upon chairs B of rolled or cast iron as shown in Figure 75. The single bolt
may be replaced by two bolts tightened up either on the inside or outside, or by
slot bolts and keys, or by keys passing through the rail or the chair. To increase
the strength and yet employ fewer sleepers, I reserve the right of sinking stakes in
the ground at suitable distances apart, and supporting the rail upon the ends of the
stakes which fit into the under side of the rail. This is an important improvement,
and I claim it, as it gives increased rigidity with a rail of reduced depth and
thickness. This improvement may be applied to all the forms of single or double
rails herein referred to. I also reserve to dispense entirely with the sleepers and
replace them by stakes sunk in the ground, upon the ends of which the rail is
bolted or secured by screws, spikes, or keys, the stakes being tied together by an
iron rod to keep them in gauge. The chair B of the form described may be made
either by forging or rolling, the two joints at the upper part being welded or having
a space left between them. If ribs, or corrugations are formed on the interior the
bolt d may be replaced by two screw bolts, whose nuts would be received between
the corrugations and so prevented from turning, the screw being tightened up from
the outside. The nut may also be shaped to correspond with the internal form of
the rail and thus serve for the two bolts,

page_text: Figure 77 represents a rail A on a hollow cast-iron chair B bolted to a U iron
sleeper t, the bolt which has a square neck passing through both the chair and a
square hole in the sleeper. The bolt may be replaced by keys, slot bolts with keys,
or two bolts or screws, the nuts of which are tightened up inside the chair. The
dotted lines K, K, indicate a modified form of chair fixed by a bolt on each side.
The flanges may also extend in the opposite direction. The dotted lines v show the
ribs cast on the chair to strengthen it. The chair may be made of any suitable
width and in proportion to that of the sleeper, and may be perforated to reduce the
weight, and at the rail joints it would be made of double width (about 6 inches)
and fixed by one or more bolts on each side.
Figure 78 shows a wooden support B for the rail fixed by a tenon at u'in a wood
foundation C, placed between two sleepers, the latter being in place. The tenon u
is introduced into the mortise by inclining part B, or it may be placed in position
before fixing the rail. The parts B, C, may also be made of iron.
Figure 79 represents a section of a rail without any groove. The paving blocks
are laid so as to leave grooves inside the rails, and the chair B is fixed on a sleeper
and attached in the manner shown in Figure 77.
Figures 80 and 81 are chairs rolled in lengths and sawn off, of the width desired,
and bolted to sleeper t, the rail being applied in the manner shown in Figure 77.
In Figure 82 rail A is fixed on a bell-shaped chair B laid direct on the gravel or
on concrete or ballast. A flat iron cross tie C keeps the line in gauge, and the
same bolt serves to secure both the rail and tie. The bottom part of the chair may
be circular, as shown in Figure 83, or of oval, square, or triangular form, and yet
retain its advantages; it may also be cast with strengthening ribs, and may be made
of plate iron or otherwise. I claim the methods of fixing inverted U rails, whether
grooved or plain, to chairs, and of fixing said chairs to the sleepers, either of iron or
wood; the form of cast-iron chair shown in Figures 77, 79, 80, 81, and 82, together
with the mode of attaching the rail and sleeper; the vertical support; Figure 78,
allowing of the use of a lighter rail with flanges of less depth; the bell-shaped chair
laid directly upon gravel, ballast, or concrete; placing short lengths of sleeper
(about 10 or 12 inches) at intervals to insure a firmer support for the rails and
reduce the weight per mile; a light rail of this form supported at intervals upon
chairs and iron or wood sleepers, the distance between the sleepers and the head of
the rail allowing of the paving blocks being laid, while the expense of renewal is
but small as compared with those rails which are laid direct on ballast, and made
of the same depth as the paving blocks; reducing the weight of the rail A, Figure 85,
by undulating the side flanges, as shown by the dotted lines K, K, the extent and
depth of the undulations being variable (I claim this arrangement whether the rail
A be laid directly on the ground or ballast, or carried in chairs or supports); the rail
A, Figure 84; this is intended to be fixed on chairs of such form that the paving
on the inside of the rail will leave the groove for the flange of the wheel. The
right is reserved of laying all the rails A referred to in this Specification upon
longitudinal wood sleepers, either continuous or in short lengths at intervals, said
longitudinals being fixed either upon iron or wood cross sleepers by means of clamps
or bolts; in this case the longitudinal would be traversed by the bolt which secures
the rail. No dimensions are here given, as they will vary according to the desired
strength of the parts. The rail A may also be made of simple T iron, grooved or
plain, the chair being modified to fit the web of the T iron, and the same means of
attachment being employed as before. I also claim the forms of all the chairs
described and the modes of fixing the same to the rail and sleeper. When wood
sleepers are used spikes would be substituted for bolts. I also reserve the right of
fastening rail A by a bolt whose head is countersunk in the head of the rail and
secured by a nut beneath the chair; the bolt heads in Figure 77 also may be
countersunk so as not to interfere with laying the paving.
Figure 86 shows a Ų iron sleeper bent up to form a chair t and B at each end.
The rail A is fastened in the same manner as in Figure 77. Flat iron or iron of any.
other section may also be employed.

page_text: Figure 87 shows a side elevation of a tram rail of U iron grooved. The rail A is
supported on wood blocks or chairs B, the side flanges of the rails fitting in recesses
in the blocks; v, v, are flat iron ties passing through both rails, and fixed by keys to
maintain the gauge. The paving blocks o, o, o, are of much greater depth than the
rail, being laid on a level with the chairs B, B, which rest on sleepers t, t. This
arrangement is especially claimed as it effects a considerable economy in iron, as in
paving between the rails it is unnecessary to have the rail A as deep as the paving
blocks. The same sized blocks are used for paving over the sleepers and throughout.
The fish joints are secured on the outside by bolts and the rail joints rest upon the
chairs. I specially claim supports placed upon wood or iron sleepers, whatever may
be their form. I also claim the method of fixing the U iron rail, grooved or plain, in
such manner as to enable the same sized blocks to be used for paving over the
sleepers as are used elsewhere.
Figure 88 shows in cross section the chair B with the paving blocks o, o, resting
on sleepers t. The chair is attached to the sleeper by a bolt. The rail flanges may
be recessed more deeply into the chair supports if desired.
Figures 91, 92, 93, show forms of rolled iron chairs to be placed on wood or iron
sleepers. In Figure 91 the chair is bent into shape; in Figure 92, rolled and sawn,
and in Figure 93, rolled out of U iron, the side flanges being bent inwards to form
a support for the rail.
Figure 89 shows a rail A supported on a U iron sleeper and resting on a shaped
iron chair B bolted to the sleeper, the bolt being replaced by a spike if a wood
sleeper is used instead of the iron sleeper. In this arrangement the paving blocks
placed over the sleepers are made of less depth than the others. I reserve the right
of making these blocks of cast iron with roughed surfaces to prevent slipping, as
shown at K in dotted lines. Cement may be run in between the joints, and a bolt
may be passed across in the direction of the length of the sleeper, as shown in dotted
lines. The bolt c which fastens the rail A to the chair may also secure the cast-iron
paving blocks over the whole length of the sleeper both inside and outside of the
rail. In cases where it is desired to reduce the depth of the rail, cast-iron paving
blocks may be laid upon the sleepers, or wood blocks may be used, or pieces of wood
of the same length as the sleeper, which may be either grooved or roughened with
nail heads to prevent slipping. The blocks may also be made of hard cement or
fire-clay, or of iron cast all in one piece and formed to initate paving.
Figure 90 shows a sleeper t supporting two rails A, A. The sleeper is made of
Tiron rolled with ribs on its upper surface; it is of the same breadth as a paving
block, and forins a substitute for a row of blocks at that point.
The transverse section of this sleeper, Figure 90 bis, shows the rail A with one or
two keys c¹, c, passing through it and taking under a shoulder P formed in rolling
the sleeper. The rail is in this manner effectually prevented from shifting. The
sleeper may also be made of cast iron, but in this case it would be formed with
flanges or ribs to strengthen it, between which wood is inserted to increase the
bearing surface of the rail. The sleeper t is recessed at 8, 8, 8, 8, to receive the rail
as shown. The rail joints may be bolted below the sleeper, or notches t may be cut
in the two ends of the rail A, A., Figure 94, to receive the keys c, by which the whole
are tightened up.
I claim these several arrangements above described, more especially that of a
chair upon a sleeper supporting a U rail at the elevation required for the paving,
whereby a rail of less depth and consequently of less weight and cost is required,
whatever may be the form and means of attachment. The sleoper, Figure 90, may
be either of cast iron or wood.
I also claim the use of a grooved or plain U iron rail carried on chairs and the
latter on sleepers, without the use of longitudinals, the rail being suspended above
the gravel or ballast. I however reserve the option of using iron on wood longi-
tudinals, and of fixing the rail by bolts passing through both; and in order to
strengthen the part at which the holes are made in the wood, I place a bent iron

page_text: strap, Figure 99, on the top of the longitudinal, having two holes through which
the bolt passes, as well as through the rail A as previously described.
Figures 95 and 96 show different views of a U iron rail fitting on a wood
block B, which is itself secured to a sleeper D by two angle irons. C, C, Figure 97,
fixed thereon on either side of block B.and let into the latter, as shown in dotted
liues at c, c, Figure 95. The angle irons have holes o, o, for the bolt K, which also
fastens the rail to block B, thus strengthening that portion of the.wood left between
the bolt hole and the top of the block, as well as firmly fixing the rail to the
sleeper D. The angle iron brackets c, c, are also further secured by means of
screws P, P, to the sleeper D to keep the line in gauge, the whole forming a very
solid arrangement, having a wide bearing surface.
Figure 96 shows the method of supporting the rails at the joints. A, rail;
B, longitudinal; c, angle irons or brackets; d, sleeper. The brackets may also be
of the form shown in Figure 99 and be made of cast or wrought iron or steel.
What I particularly claim in this arrangement is passing the bolts which secure the
rails to the longitudinal or wood chair through the ends of said rails.
A single
piece c placed at the centre of part B would also answer the same purpose, but in
this case a second bolt would be necessary to secure it to part B.
Figure 98 shows a U rail secured to sleeper D by angle irons C, and a wood
block of the same width, upon both of which the rail A rests in the manner shown
in Figure 95. The longitudinal and chair supported by angle irons c, c, are
received in the cavity in the rail whose sides may also be formed as in Figure 100,
the rail resting upon the shoulder formed on the angle iron.
I claim all the above arrangements, the dimensions and weight of the parts being
varied to suit the circumstances of each case. may dispense with the wood block
referred to in the description of Figures 97 and 98 by passing a bolt through each
side of the rail and parts c, c, the whole being mounted on iron or wood blocks.
I also claim the form of chair shown at B, Figure 101, rolled of the shape shown
by the full lines, with ribs indicated by the dotted lines K, of about 1 centimetre in
thickness, more or less, the rail applied thereon being from 6 to 7 centimetres in
depth; the joint chairs are made of greater width. The dotted lines at o represent
a hole made through the chair as well as the rail. A hole u, u, is also made in the
foot of the chair for the fastening bolts or spikes, according as it is made of iron or
wood. A single bolt may be used by placing it in an opening in the web of the
chair, large enough to admit the spanner for turning the nut. I claim a chair rolled
of the above form, as also the arrangement of the same. The side flanges of the rail
may be bent outwards, as shown in dotted lines at 9, Figure 89, and I reserve the
right of so modifying it. I also especially reserve the plan of raising the sides of
the rail with the object of placing it either on a chair or longitudinal, and passing
a bolt through the side. Also of giving it a straight form in order to avoid having
thinner washers on one side than the other. There are frequently gaps in the
joints of the paving stones alongside the rails of a tramway, into which water
penetrates and washes away the gravel or sand, and to obviate this I propose to fill
in the space between the rail, and the paving, and the joints of the latter with
cement or asphalte, or to set the stones next the rails in mortar composed of ashes
and cement or any other material which will harden and prevent the water pene-
trating; the rails should be previously ballasted with ashes. I reserve the option of
using two rails of the same breadth as the one above described, on curves firmly
united together, as in the application of rails on this system there is a great advan-
tage in turning the rails, but the difficulty of bending the U rails when cold is got
over by using double rails.
Figure 102 represents a plan and section of a rail recessed in a cast-iron chair,
bell-shaped at bottom, and rising to a level with the paving stones, the upper surface
being roughed or scored to prevent slipping. A, rail; B, chair; c, bolt passing
through A and B; it may have a head at one end or is preferably screwed at both
ends to receive nuts. The sides d, d, of the chair may be solid and ribbed, or made
with openings, and may be of any form or dimensions. What is here claimed is the
R

page_text: mode of attaching a U rail or a rail with a single central web, as shown in dotted
lines at v, v. In this case there is only one hole to make instead of two for the
bolt. The joint chairs are of greater length, and a bolt is passed through the end
of each rail, no fish plates being used. To keep the line in gauge a flat iron tie may
pass through the chair, and secured by a key on each side.. The number of chairs
employed depends on the strength of the rails. The dotted lines at K indicate a
modified form which may be given to the bottom of the chair. The clair is filled
with ballast, and the flange K rests on gravel or concrete. I claim this form of
chair rising to a level with the paving, and laid direct upon gravel, ballast, or con-
crete; also the ineans of attaching the rail A by bolts, keys, or otherwise. The bolt
may be replaced by a pin made to project just beyond the rail on each side and
rivetted at the ends. The sides of the rail may be slightly splayed apart, and the
chair may be made in two parts. I also reserve the right when a rail with a single
web v, v, is used, of making the bolt head or nut bear directly against the head of
the rail, in which case the top of the chair would be recessed, as shown in dotted
lines at R, R. These recessed chairs B would be placed alternately on opposite
sides of the rail so as to prevent strain upon the bolts; the rail being supported
alternately on each side is prevented from canting.
In witness whereof, I, the said Alexander Melville Clark, have hereunto set
my hand and seal; this Seventh day of July, in the year of our Lord
One thousand eight hundred and seventy-seven.
"
A. M. CLARK. (L.S.)