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

page_text: LETTERS PATENT to John Collins Russell, of Wimbledon, in the County of
Surrey, for the Invention of "IMPROVEMENTS IN THE PERMANENT WAY OF
RAILWAYS AND TRAMWAYS."
Sealed the 27th October 1877, and dated the 13th August 1877.
PROVISIONAL SPECIFICATION left by the said John Collins Russell at the
Office of the Commissioners of Patents on the 13th August 1877.
JOHN COLLINS RUSSELL, of Wimbledon, in the County of Surrey. "IMPROVE-
MENTS IN THE PERMANENT WAY OF RAILWAYS AND TRAMWAYS."
My Invention relates to improvements in the permanent way of railways and
tramways, and consists in fixing the rails (according to the kind used) upon or
embedding them in grooves made in a continuous or nearly continuous surface
formed with composite blocks or sleepers preferably manufactured as described in
the Specification of a former Patent granted to me and bearing date March 2nd
1877, No. 845, or otherwise, and laid close together or with small intervals between
them, so as to form a paving for the entire surface of the road between the rails; or
the blocks may be placed beneath the rails only.
By my Invention the rails are continuously supported at every point of their
length or nearly so, so that the permanent way is rendered more solid and durable,
and the chairs usually employed to support the rails are dispensed with or used
occasionally only, and in such case embedded in the composite sleeper, or placed at
the ends of longitudinal sleepers.
The blocks or sleepers, whether composite or of wood or other material, are laid
on a proper foundation transversely, longitudinally, or otherwise, to the line of rails,.
and laid as close together as possible, the joints being filled with any suitable
waterproof material or composition; or a small interval may be lift between each
sleeper or block and the succeeding one, or between series of 2 or more blocks to
facilitate keying, packing, and drainage.
For double-headed or I rails the composite sleepers or blocks are, in the course of

page_text: their manufacture, moulded with grooves of a shape corresponding on one side to
the outline of the rail section, the opposite or inner side of the groove being enlarged
to receive a wood or composite key driven in between it and the rail, the said key
being shaped on one side to correspond with the shape of the rail, and on the other
with that of the groove, and may be in one or more pieces; or any other suitable
fastening may be used. In any case the groove is of such shape that it is impossible
for the rails or keys to rise out of the groove. The outside of the rail thus fits
close against the side of the groove, and is firmly supported at all points of its
length, or nearly so, against the strains tending to bend or deflect it.
The bottom head of the rail may either rest on the bottom of the groove in the
blocks or sleepers, or may be suspended by its upper head, which rests on the blocks
or sleepers on one side, and on the keys at the other, so that the bottom head of the
rail does not touch the bottom of the groove, and is not liable to be indented.
This method of embedding, and suspending the rail in a groove is applicable to
single-headed rails, and the block or sleeper may in either case be strengthened
by bolts passing transversely across the groove and through holes in the block
and rail.
For bridge rails and tramway rails the bottom of the groove in the blocks or
sleepers is moulded to correspond with and fill up the hollow space within the rail.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Collins Russell in the Great Seal Patent Office on the 13th
February 1878.
JOHN COLLINS RUSSELL, of Wimbledon, in the County of Surrey. "IMPROVE-
MENTS IN THE PERMANENT WAY OF RAILWAYS AND TRAMWAYS."
My Invention of improvements in the permanent way of railways and tramways
relates to fixing the rails (according to the kind used) upon or embedding them in
grooves made in a continuous or nearly continuous surface formed of composition
blocks or sleepers manufactured either as described in the Specification of a former
Patent granted to me and bearing date March 2nd 1877, No. 845, or preferably as
hereafter described, and laid close together, or with small intervals between them,
which may be filled up with "pitching," so as to form a paving for the entire
surface of the road between the rails, which are continuously supported at every
point of their length or nearly so; or the blocks may be placed beneath the rails
only..
The permanent way is rendered more solid and durable, and the chairs usually
employed to support the rails are dispensed with or used occasionally only, and in
such case embedded in the composite sleeper, or placed at the ends of longitudinal
sleepers.
The blocks or sleepers are laid on a proper foundation transversely, longitudinally,
or otherwise, to the line of rails, and laid as close together as possible; or an interval
may be left between the sleepers or blocks, or between series of two or more blocks
to facilitate keying, packing, and drainage.

page_text: For double-headed and foot rails the composition sleepers.or blocks are, in the
course of their manufacture, moulded with grooves of a shape corresponding on one
side to the outline of the rail section, the opposite or inner side of the groove being
enlarged to receive a key driven in between it and the rail, the said key being
shaped on one side to correspond with the shape of the rail, and on the other with
that of the groove, and may be in one or more pieces; or any other suitable
fastening may be used.
The bottom head of the rail may either rest on the bottom of the groove in the
blocks or sleepers, or may be suspended by its upper head, so that the bottom head
of the rail does not touch the bottom of the groove, and is not liable. to be
indented.
The block or sleeper may be strengthened by bolts passing transversely across the
groove and through holes in the block and rail; or the rail may be embedded by
dividing the sleepers longitudinally, and moulding them to fit the rail on either
side, and bolting them together; or the rails may be fastened upon the sleeper.
For bridge rails and tramway rails the blocks or sleepers are moulded to corre-
spond with and fill up the hollow spaces within the rail.
These sleepers may be manufactured according to either of the formulæ given in
the Specification of my former Patent above mentioned, and therein referred to by
the numbers 1, 2, 7, 8, 11, 15, and the letters A, E; but the method which I prefer,
and which forms the subject of another application for Letters Patent, dated
January 15th 1878, No. 177, is as follows:-Peat or spent tan, when wet or moist,
is first bruised, so as to thoroughly disintegrate the peat or tear the spent tan, and
loosen its fibres. The peat or tan is then, while still wet or moist, placed in a
drying room on shelves in thin layers (or if not in thin layers then it must be
occasionally moved or stirred about), and the room heated by means of an open fire
of gas coke within the chamber to a temperature ranging from 180° to 220° Fah. in
order that the peat or tan may absorb a quantity of sulphurous anhydride.
The peat or tan is allowed to remain in the drying room until thoroughly dried.
The peat or tan, or a mixture of both in any proportions, is then placed in a boiler
or cylinder, from which the air can be exhausted by means of an air pump or
otherwise. The boiler or cylinder is provided with a man hole and tight-fitting
cover, which is closed when the peat or tan has been placed therein. The air is
then exhausted from the boiler, and consequently from the peat and tan.
The boiler or cylinder may be provided with a horizontal shaft, to which blades
or spoons are attached, and which, when put in motion, will act as stirrers or
agitators; or the boiler or cylinder can be made to revolve on its longitudinal axis,
and have arms fixed to its sides internally, which will act as stirrers when the boiler
or cylinder is put in motion.
The journals of the boiler or cylinder are tubular, and the air is exhausted
through the one and tar is injected through the other, as more fully described
hereafter.
The boiler or cylinder is either heated by Perkins' hot water coils or pipes, or is
jacketted for the employment of superheated steam; or it may be heated by a sand
bath set above a furnace."
In close proximity to the boiler or cylinder is a cauldron provided with the
necessary heating apparatus, and connected by a pipe provided with a stop-cock to
one journal of the boiler or cylinder. In this cauldrou is placed 900 lbs. of gas tar
for every 1,000 lbs. of tan or peat in the boiler or cylinder. To the tar is added
from 2 to 6 per cent. of crude sulphur, and about 2 per cent. of potatoe starch, and
the whole raised to a temperature of from 270° to 300° Fah. The sulphur renders
the tar very thin and fluid, and in this state it is allowed to flow into the boiler or
cylinder after the peat or tan has been introduced and the air exhausted. The
horizontal shaft is then set in motion, or the boiler itself is revolved and the motion
continued for-two hours, during which time the contents of the boiler or cylinder
are raised to a temperature of at least 320° Fab. The man hole is then opened and

page_text: the following ingredients added in the order named, the proportions given being for
the above-named quantity of peat or tan and tar-Carbonate of lime, ground to a
fine powder, perfectly dry and warm, 730 lbs., added gradually, and the whole
agitated until thoroughly mixed; blast furnace or puddle slag (preferably the
former) reduced to a more or less fine state, 1,500 lbs., perfectly dry and hot, and
added gradually and preferably whilst the contents of the boiler are being agitated;
and finally 100 lbs. of gas pitch, or 70 lbs. of Trinidad pitch melted and added in a
fluid state; 600 lbs. of fine clean sharp sand, perfectly dry and hot, can also be
added if advisable. The whole mass is then thoroughly agitated and mixed for at
least 45 minutes, and the temperature in the meanwhile raised to at least 400° Fah.
The composition is then ready to be taken out and placed in moulds of any shape,
which must be heated and placed under hydraulic or other pressure, or to be spread
upon whatever surface desired, and rammed with hot rammers.
In the case of blocks being pressed they are taken from the moulds when hot
and aree ither caused to absorb an extra quantity of sulphurous anhydride from
the burning of gas coke, or, better still, from the burning of sulphur, or the blocks
are placed while hot in a hot solution of salt, lime, and magnesia, and allowed to
remain therein until the solution is cold.
The slag and sand can be varied in proportion, or indeed dispensed with alto-
gether where a gritty, hard, resisting substance is not so much required as a tough
elastic one. When the slag is entirely dispensed with an additional 25 per cent. of
carbonate of lime is introduced.
Instead of a closed boiler or cylinder I may use a horizontal trough provided
with a longitudinal shaft furnished with blades like those of a pug mill, so set as to
knead the ingredients of the composition as they are successively placed in the
trough, and gradually move the whole mass from one end of the trough to the other
and back again when the shaft is reversed, or the materials may be expelled from
the one end of the trough, and again placed in at the other. This operation is
continued until the whole mass is well mixed, and rendered thoroughly
homogeneous.
The proportions used are the same as before described, and the trough must be
heated as described for the boiler or cylinder. The peat or tan before being placed
in the trough must in this case have been previously well saturated in vacuo with
the tar, sulphur, and starch in a separate vessel. The sulphurous anhydride prevents
the decomposition of the vegetable matter in the peat or tan.
The crude sulphur at first renders the tar more fluid, but in cooling makes it more
viscid and tenacious, and hardens it against a temperature that would otherwise
soften it, and containing as it does a quantity of arsenic it becomes an extra preser-
vative against the action of insects.
The potatoe starch is used for the two-fold purpose of giving the mass greater
cohesive power, and to enable the blocks to draw more freely from the moulds.
The immersion of the blocks while hot in a hot solution of salt, lime, and magnesia
renders them less easily affected by heat, and furthermore preserves them against any
subsequent action of salt water.
The extra absorption of sulphurous anhydride hardens the tar in the blocks so
that it will not be affected by ordinary temperatures.
DESCRIPTION OF DRAWINGS
Figures 1 and 2 show respectively a cross section and plan of one arrangement of
permanent way for railways constructed according to my Invention.
Figure 3 represents a longitudinal section of part of a sleeper drawn to a larger 50
scale, and showing how the rail is fixed.
In this arrangement the rails are double headed, and are bedded or suspended in
sleepers made of the composition of materials as herein specified, and formed by

page_text: pressure in moulds of proper shape to form the grooves in which the rails are
fixed.
The sleeper shown in Figures 1, 2, 3, is moulded with two transverse grooves or
cavities A on the upper side near the ends to receive the rails at the proper distance
apart, the outer side of each groove corresponding in form to the rail, which fits
close against it, as shown, and is secured by ordinary wedges or keys on the opposite
side, driven in between the rail and groove, but any other known method of
fixing the rails may be adopted. a is a light plate of wrought iron with which
this side of the groove is faced to protect it from wear by friction in driving in the
keys. The rail may either rest on the bottom of the groove A, or the latter may be
of sufficient depth, as shown in the dotted lines, Figure 3, to leave a space between
the bottom of the groove and rail, which is thus suspended.
The sleepers are of considerable width, and laid close together, so as to afford an
almost continuous bearing for the rails, sufficient space being left for packing and
drainage. The sleeper is inade of extra depth or thickness beneath the grooves
which receive the rails, and may be strengthened by embedding in the composition
sleeper at the time of its manufacture wrought-iron bars B, or hoop iron, either on
edge or flut, or wire rope or wrought-iron plate cuttings. The middle portion of
the sleeper might be liollowed out, or formed with a cavity shown by dotted lines
on the under side to lighten it, and economise material.
The sleeper may be made in two or more lengths, united by scarf joints, bolts, or
dogs, the joints and bolt holes being formed in the mould.
The advantages of this and the other types of permanent way herein described
are economy in the saving of all chairs and their fastenings, the use of a lighter rail
combined with great strength and steadiness of road, the form of sleeper shown in
Figures 1, 2, 3 being also especially suitable for level crossings and station yards, in
which case the space between the sleepers would be paved.
Figures 4, 5, and 6 show respectively a cross section and plan of another con-
struction of composition sleeper; Figure 6 shows a detail section of same on a larger
scale; and Figure 7 shows a front view of the casting or jaw hereafter referred to.
To economise material the sleepers are blocks of elliptical form in plan, and are
connected by gauge bars where required. The sleepers have a groove to receive
the rail, which is keyed therein, as before, the one side of the groove corresponding
in form to and fitting close against the rail as before, and the opposite side being
formed by a light cast or wrought iron jaw D, embedded in and protected by the
sleeper, and being of peculiar form, that is to say, bent so as to pass under the
groove A, and provided with fangs which take a firm hold of the material at the
opposite side, and thus strengthen the composition sleeper where most required.
These sleepers are made of the same composition, and formed in moulds, and the
jaw D is embedded in them at the time of their manufacture, as before described in
reference to Figures 1, 2, and 3.
The special advantage of this form and construction of sleeper is lightness and
economy of material, rendering them specially adapted for railways where the
materials have to be conveyed a long distance.
Figures 8 and 9 show a cross section and plan of permanent way, with longitu-
dinal or continuous bearing sleepers for double headed rails. The composition
sleepers are made in two parts longitudinally with grooves of such form as when
their grooved faces are brought together to receive and hold the rail securely
between them without keys or other fastenings, as shown. The composition sleepers
are arranged to break joint, as shown, and bolted together, gauge ties being intro-
duced where required. The sleepers are made of the composition, and in moulds, as
before described, and the holes for the bolts and tie bars are formed in the sleepers
at the time of their manufacture by the introduction of suitable cores in the moulds,
In the foregoing figures a double headed or I rail is shown, but it will be obvious
that by altering the form of the grooves A to correspond, other forms of rail may be
used with the sleepers therein shown.

page_text: Figures 10, 11, and 12 show respectively a cross section, plan, and detail section
on a larger scale of a composition sleeper or block suitable for a vignoles rail. The
sleeper is formed with a groove corresponding in form at one side with the side of
the rail which rests by its foot on the bottom of the groove, and is secured by a
compound or double key as shown, a light wrought-iron plate a being introduced to
. protect the other side of the groove as in Figures 1, 2, 3.
Figure 13 shows a modification of the last described arrangement. In this case
the same form of rail and sleeper are used, but the groove A is made of sufficient
depth and width at the bottom to receive a sole piece C of wood for the rail to rest
upon, to give greater elasticity and to enable the foot of the rail to be secured by a
hold-down clip D secured by a bolt to the sole piece C, without the necessity for
forming any bolt holes in the sleeper, the sides of the sole C being embedded in and
-firmly held by the sides of the groove A, which are undercut to receive them.
Figures 14, 15, and 16 show respectively a cross section, plan, and detail section
on a larger scale of a form of longitudinal sleeper suitable for a bridge or other rail,
with transverse sleepers connected to the longitudinal sleepers in a peculiar way
without any bolts or other fastenings. The longitudinal sleepers are moulded of
trough section, or channeled on the underside, to combine strength with lightness
and economy of material, both in the sleeper and the hold-down bolts. The longi-
tudinal sleepers are bedded at the joints on the transverse sleepers, which are formed
to interlock with the hollow at the underside of the longitudinal sleepers, and thus
preserve the gauge. A mastic or other suitable cement may be used at the joints
to unite the longitudinal and transverse sleepers, without the use of bolts.
Figures 17, 18, and 19 show respectively a cross section, plan, and detail section
of another form of continuous longitudinal sleeper suitable for a bridge or other rail.
The sleepers are divided longitudinally, being moulded in halves of similar section
of the form shown, or of such other form as to interlock together, somewhat like a
scarf joint, or the adjoining surfaces of the two parts might be of corrugated form and
interlock together. The halves of the sleepers which are firmly united together by
the hold-down bolts that secure the rails are arranged so as to break joint and form
a continuous sleeper of uniform strength. These continuous sleepers are made in
the same way and of the same material as those before described, and the holes for
the hold-down bolts are formed in them at the same time. Transverse sleepers of
the form shown made in the same way and of the same material are used at
suitable intervals to connect the continuous sleepers and preserve the gauge.
Figures 20, 21, 22, and 22a show respectively a cross section, plan, longitudinal
section, and detail cross section and side view on a larger scale of a tram road
with rails of the section commonly used supported on composition sleepers, arranged
as shown to break joint and form a continuous sleeper of great strength. The rail
is fixed on a sleeper set edgewise, and divided longitudinally into upper and lower
halves, E, E, the top side of the upper half being of a form to fit into the hollow
between the flanges at the underside of the rail. The halves break joint with one
another, and are held together, and the rail is secured upon them by wrought-iron
straps F passing round them at the joints, the ends of the straps being forked to
receive between them hang bolts G, bent of the form shown, and passing through
holes in the flanges of the rail, the ends of the straps being also bent or hooked over
as shown to admit of a cross pin or split key H being driven in between the bend of
the bolt G and the hooked ends of the straps. The sleepers E may be laid in a
channeled sleeper I, also made of the same composition, and moulded in the same
way as before described, and laid flatwise so as to break joint with the sleepers E.
Figures 23 and 24 represent a cross section and plan of a tram road with another
form of rail with longitudinal composition sleepers, bolted on either side, and bedded
on joint blocks. The rail is embedded between the longitudinal sleepers, which are
moulded with grooves to receive them, and the sleepers and rail are firmly united by
the bolts which pass through the sleepers and the web of the rail.
Having described the nature of my Invention, and the manner of performing the
I declare that what I claim as my Invention, to be protected by the herein-
same,

page_text: before in part recited Letters Patent, is, the manufacture of rail and tramway
sleepers of the compositions of materials herein specified, and with cavities, grooves,
ribs, or projections, by pressure in moulds, substantially as set forth.
In witness whereof, I, the said John Collins, Russell have hereunto set my hand
and seal, this Twelfth day of February, in the year of our Lord One
thousand eight hundred and seventy-eight.
JOHN C. RUSSELL.
(L.S.) ·