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PERMANENT W
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THE
AY COMPANYS CAST-IRON CUSHION SLEEPER,
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THE object attained by
a timber road, and the preservation from injury of the under-table of the double-headed Rail, by indentation from
contact with the cast-iron S
This Rail, invented an
Civil Engineers, is now adop
its advantages be fully realiz
In practice, however,
Chairs; so that when it is
remedy this defect that the
from contact with the Chairs
noise which is caused by th
serious injury to Rails and R
tº Although peculiarly app
Rail, as they prevent all nois
and they also secure the Rai
These Sleepers are now
Station, where they may be
Terms for Licences, a
PERMANENT WAY CoMPANY.,
#
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the Cushion Sleeper is the use of a durable material, combined with all the elasticity of
eepers.
i first brought into use by Joseph Locke, Esq., M.P., President of the Institution of
|ted more generally than any other on the Railways of the United Kingdom; and could
ed, it is believed that its use would become almost universal.
it is found that after a few years' use the Rails become indented, by resting on the
ecessary to turn them, the under surface is frequently quite unfit for use. It is to
Sleepers shown above are recommended. They preserve the bottom surface of the Rail
, so that when reversed they are as perfect as when first rolled, and they prevent that
e contact of metal with metal, so much felt by travellers, and which is productive of
olling Stock.
licable to the double-headed Rail, they will be found advantageous with other forms of
e and concussion, and consequent result—the destruction of the Rail and Rolling Stock;
sin their position more firmly than by the ordinary system.
in use on the Main Line of the South Eastern Railway, close to the Commercial Dock
inspected.
nd any further information, may be obtained on application at the Office of the
26, Great George Street, Westminster.
WILLIAM HOWDEN,
§ etcetărp.







THE PERMANENT WAY COMPANY's CUSION CHAIR
—G-888; 3–
EN D E L E V AT 1 O N. Sl D E E L E VAT 1 O N.
W E I C H T,
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º THE object attaine; by the Cushion Chairs is preservation from injury of the under-table of
thé double-headed Rail by indentation from contact with the cast-iron Chairs.
This Rail, invented and first brought into use by Joseph LocKE, Esq., M.P., President of
the Institution of Civil Engineers, is now adopted more generally than any other on the Railways
, and could its advantages be fully realized it is believed that its use would
ſº#
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*º-º hºr ººr ... . . . . .x. - -
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In practice, h w it is found that after a few years use the Rails become indented by resting
on the Chairs, so that when it is necessary to turn them, the under surface is frequently quite unfit
for use. It is to reme ly this defect that the Chairs shown above are recommended. They pre-
serve the bottom surfacé of the Rail from contact with the Chairs, so that when reversed they are
as perfect as when first tolled, and they prevent that noise which is caused by the contact of metal
lt by travellers, and which is productive of serious injury to Rails and
*
with metal, so much f
Rolling Stock.
The additional first cost as compared with the ordinary system of cast-iron Chairs, is about
£80 per mile single line, and this outlay will double the durability of the Rails.
Although peculiar y applicable to the double-headed Rail, they will be found advantageous
with other forms of Rail, as they prevent all noise and concussion— and consequent result, the
destruction of the Rail and Rolling Stock—and they also secure the Rails in their position more
firmly than by the ordinary system. -
|
These Chairs are now in use on the Main Line of the South Eastern Railway, close to the
Commercial Dock Station, where they may be inspected, -
Terms for Licences, and any further information, may be obtained on application at the
Office of the PERMANENT WAY CoMPANY, 26, Great George Street, Westminster,
x º
WILLIAM HOWDEN,
§ecretaru.


























PERMAN ENT WAY COMPANY.
Ordinary Cast Iron Chair. Wrought Iron Chair.
PATENT WROUGHT IRON HALF CHAIRS.
~ x > * > * > < *.*, * Arx-> <- ~..., x, \, x -- ~ *** * ~ *... s. Twº S S < *.*-
The PERMANENT WAY Company beg to call the attention of Directors and
Engineers of Indian, Australian and other Foreign Lines of Railway, to the advantages obtained
by the use of rolled Iron Railway Chairs.
It is well known that the breakage of Cast Iron Chairs, in loading, on board ship, and
unloading, and in the subsequent carriage, amounts to a large per centage of the whole; whereas
by using Wrought Iron Chairs this loss is altogether avoided.
The weight of Wrought Iron Chairs need only to be half that of Cast Iron, to
obtain the same strength, consequently they will not cost more in the first instance, while one

half the cost of freight, and land carriage will be saved:—In the case of Cast Iron Chairs, sup-
posing the cost of freight to India to be £1 10s. per ton and the weight 40 tons per mile single
Line of way, £30 per single mile will be saved in freight alone, by the adoption of wrought
iron; besides one half the subsequent cost of land conveyance, which in most cases of foreign
countries amounts to a very serious item.
Another important advantage gained by the use of wrought iron chairs consists in
dispensing with wood keys, as in practice it is found nearly impossible to keep these tight,
in hot climates.
Every information may be obtained on application to the Permanent Way Company,
26, Great George Street, Westminster, who will also furnish working drawings, and detailed
Estimates, upon receiving a section of the rail to which the Chairs are to be applied.
WILLIAM HOWDEN,
Secretary.
Transportà
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THE
PERMANENT WAY COMPANY'S
(IRCULAR.
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OC TO BER, 1855.
O FIFI C E S :
26, GREAT GEORGE STREET, WESTMINSTER,
IDIFIECTOR.S.
P. W. BARLOW, Esq., F.R.S.
W. H. BARLOW, Esq., F.R.S.
CHARLES H. WILD, Esq., F.R.A.S.
JAMES SAMUEL, Esq., F.R.A.S.
ROBERT RICHARDSON, Esq.
PETER ASHCROFT, Esq.
IMIAIN AGIER.
CHARLES MAY, Esq., F.R.S., 3, Great George Street,
Westminster.
SIE CIRETAIRY.
W. HOWDEN, Esq., 26, Great George Street, Westminster.
“There can be no doubt that the practice of fishing the rails, which is becoming very general, is a
great element of safety; the principle cannot be too much encouraged.”—Extract from Report of
Colonel Wynne, R.E., Chief Inspector of Railways to H.M.'s Commissioners of the Board of Trade,
dated April 27th, 1854.
“My Lords direct me to observe, that they trust that the remarks of the Inspecting Officer as to the
desirability of the fished joint being adopted to a greater extent upon the railway, will receive the
attentive consideration of the Directors.”—Extract fram Letter of Captain Galton, R.E., Secretary
to the Railway Department of the Board of Trade, in reference to the foregoing Report.
“The grand element for improvement is the Permanent Way; and it appears almost ridiculous
that such infinite pains should have been bestowed upon the Rolling Stock, for its improvement,
whilst the Road, an equally important element, should have been comparatively neglected.
Expensive economy in the Permanent Way has been practised, which with Railway Companies, of
all Companies, is least pardonable. But the necessities of the Way are now better understood, and
more durable constructions are employed, in pursuance of a system of wise economy, to the decided
º: of the Railway Companies.”—Extract from Mr. % K. Clark's recent Work on Railway
JIacſºnery.
PRINTED BY
DAY & SON, LITHOGRAPHERS TO THE QUEEN, GATE STREET,
- LINCOLN's INN FIELDs, LONDON.
Sk
THE
PERMAN ENT WAY COMPANY.
—sº-
PRELIMINARY OESEERVATIONS.
THE development of traffic on railways, accompanied by
the introduction of a heavier class of engines and increased
speed, having rendered it necessary to improve the construction
of the Permanent Way, so as to render it suitable for the
heavier work it was required to sustain, several improvements
were suggested by practical engineers, which became the
subject of Patents.
The inventors or proprietors of such of these as were
ascertained on experience to be sound and useful, considered
that advantage would result from uniting their interest in
these inventions: Firstly, because it would enable companies
to use two or more of the improvements combined, without
having to deal with separate Patentees; and, secondly, because
it liberated them as professional men from the bias of interest
in any particular Patent.
These views led to the establishment of the association
known as “The Permanent Way Company;” and they take
this opportunity of stating, that though the extensive adoption
of the Patents is evidence of their utility, yet they do not
consider the improvement of Permanent Way by any means an
exhausted subject; and they not only purpose to add from
time to time such further improvements as may suggest
themselves to members of this CoMPANY, but they are also
desirous of promoting any useful inventions in Permanent
A 2
4.
Way which may be brought under their consideration by other
parties; they already possess many valuable Patents, the
inventions of the following engineers:—
ADAMS, W. B.
ASHCROFT, P.
BARLOW, P. W.
BARLOW, W. H.
IBRUFF, P. S.
GARDNER, JOHN.
GORDON, L. D. B.
GUITARD, C. F.
EIoBy, J. W.
MACDONNELL, J. J.
MACNEILL, SIR. JoHN.
MAY, CHARLEs.
POLE, WILLIAM.
PRINCE, PAUL.
RICHARDSON, ROBERT.
SAMUEL, JAMES. A
WILD, CHARLES H.
ETC., ETC.
And they are more or less adopted on the following railways:–
Adelaide City and Port Company.
Auckland.
Blyth and Tyne.
Bordeaux and Bayonne.
Bordeaux and Cette.
Brazil.
Bristol and Exeter.
Chester and Holyhead.
Colliery Lines, North and South
Wales, &c.
Dean Forest.
Dublin and Belfast.
Dublin and Wicklow.
Du Midi, France.
Eastern Counties.
East Indian.
Edinburgh and Glasgow.
East Lancashire.
Egyptian.
Geelong, Australia.
Glasgow and South Western.
Great Indian Peninsular.
Great Northern.
Great Southern and Western, Ire-
land.
Great Western.
PIereford, Ross, and Gloucester.
Hull and Holderness.
Lancashire and Yorkshire.
Leicester and Hitchen.
Llanelly.
London and Blackwall.
London, Brighton, and South Coast,
and Crystal Palace Line.
London and North-Western.
London and South-Western.
Londonderry and Coleraine.
Londonderry and Enniskillen.
Madras.
Manchester, Sheffield, and Lincoln-
shire.
Maryport and Carlisle.
Midland.
Monçada, Spain.
Monmouthshire.
Morayshire.
Midland Great Western, Ireland.
Newcastle and Carlisle.
Newmarket.
Newport, Hereford,and Abergavenny.
North Eastern.
North and South Western Junction.
5
Northern Railway of France (Du Ulster, Ireland.
Nord). Vale of Neath.
Scinde. Wale of Towey.
St. Germains and Versailles. • Waterford and Limerick.
South Devon. Wells and Fakenham.
South Eastern. West Cornwall.
South Wales. West Durham.
South Western. Whitehaven, Chator, and Egremont.
Stockton and Darlington. Wycombe.
Stockton and Hartlepool. York and North Midland.
Sydney and Goulburn, Australia. York, Newcastle, and Berwick.
Such being a short statement of the position and objects
of the CoMPANY, it has been suggested to them, that it would
be of use to engineers and others interested in Permanent Way,
to give a concise description of these principal improvements,
accompanied by explanatory drawings and statements of their
relative costs and advantages.
The principal improvements in Permanent Way may be
classed under these heads:—
FIRST.—Those directed to the better mode of securing the
joints of the rails of the ordinary form; by which
means a more even and safe road is obtained, while
the cost of the labour of maintenance is greatly
diminished.
SECOND.—The substitution of cast iron in lieu of timber
in the substructure, so as to avoid the heavy expenses
attendant on the renewal of wood sleepers. And,
THIRD.—The employment of wrought iron for the entire
, construction of the road; a material which, from its
strength, durability, and non-liability to fracture,
appears well adapted to the purpose.
In commencing a series of comparative estimates of cost of
Permanent Way, it will be well to begin with that of a road
recently constructed, but not under any of the CoMPANY’s
patents; and the Great Northern is selected as an instance of
300 miles on the same construction throughout, and all executed
within the past seven years. The rails are of 72 lbs. to the yard,
of double-headed form, in lengths chiefly of 18 feet; the sleepers
6
are of triangular section, 9 feet in length, and generally of a
size cut out of 13-inch balks of foreign fir by two diagonal cuts,
making 4 sleepers from a balk 13 in. x 13 in. × 9 feet, or about
2 ft. 8 in. cube in each sleeper; the number of sleepers is one
to each yard in length, with an extra sleeper for each joint,
making 7 sleepers to 18 feet. The chairs are cast on Ransome
and May’s patent; the joints average 38 lbs. each, and the
intermediates 214 lbs. ; they are fastened to the sleepers by
patent compressed treenails, 3 to each joint and 2 to each
intermediate chair, and the rails are keyed in with compressed
wooden wedges of 6 inches length in the intermediate, and
9 inches in the joint chairs. The sleepers are not prepared by
any chemical process; and the estimate for such a road at the
present time may be thus approximately stated for one mile of
a single line:—
Af. s. d. #. s. d.
113 Tons 3 cwt. Rails, 72 lbs. per yard... 8 IO 0 ... 961 15 6
2,054 Sleepers * * > tº g tº * > * tº gº tº O 5 0 513 10 0
T 588 Joint Chairs, at 38 *} Say } 6 10 O 281 18 9
3,520 Intermediates, 21} , J 43 tons 7# cwt.
588 × 3 = 1,764 e *
3,520 × 2 = 7,040 } say 9,000 Treenails 4 0 0 36 0 O
4,100 Keys ... * G tº is tº g tº ſº º iº º º 5 10 0 22 11 0
#31,815 15 3
Carriage of Materials and Laying to add.
It will be understood that this and the following estimates
are taken from averages of rates furnished by manufacturers
and merchants of the highest respectability, and that materials
are presumed to be priced at the manufactory or port of ship-
ment; the cost of conveyance to the line having to be added.
The cost of laying the various modes of Permanent Way differs
so little the one from the other, whilst much difference of cost
may arise from peculiar local circumstances, that it has been
considered best to omit that item.
‘October, 1855.
PL.
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P A T E N T F I SH - J O I N T S.
PLATE 1 represents a line laid with ordinary sleepers and
chairs with fish-joints, patented by Messrs. W. B. Adams and
R. Richardson, and Plate 2 is a drawing of a single joint to a
larger scale.
This simple but very efficient plan of uniting the ends of
the rails has now stood the test of several years' experience, and
the result is highly satisfactory. The joints being accurately
adjusted, there is an almost total absence of noise arising
from the wheels striking the ends of the rails when the joint-
keys are not perfectly tight in the chairs; consequently the
engines and carriages run smoothly and with diminished oscil-
lation, an effect that is frequently remarked by passengers, not
acquainted with the cause, but who judge only by the greater
comfort in travelling over a line so jointed.
It is obvious that if percussion and oscillation are dimi-
nished, a saving in wear and tear of rolling stock must be the
consequence, although it is not possible to estimate the precise
money-value of such saving, in consequence of the carriages
having to run over railways of every variety of construction,
and a portion only of the lines of this kingdom being as yet
fish-jointed.
The same cause which lessens the wear and tear of rolling
stock makes the rails last longer; and a more accurate estimate
may be formed of the economy in this important part of rail-
way construction. Experience proves that the increased dura-
tion of fished rails may be safely estimated at 25 per cent.,
probably even more: rails on the Eastern Counties line, consi-
dered very nearly worn out, were fished, and after three years,
were existing in fair order and under heavy traffic. It is
equally obvious that the economy must extend to the sleepers
8
and maintenance of way. In the latter item we are able to
come to actual results, by a knowledge of the reduction in
labour; and this is found, by the experience of years, to amount
to about one-half the sum previously paid.
It is obvious that with the same rail a fish-jointed road is
much stronger; in other words, a lighter rail fish-jointed pro-
duces equal strength with the heavier one not so jointed, and
this difference may be safely represented by 7 or 8 lbs. per
yard. No joint-chairs being needed, we may save the difference
of cost between them and intermediates; and taking the Great
Northern construction as a datum, the following estimate may
be made for an equally strong road, with the collateral advan-
tage of smoothness and economy of maintenance:—
ift. s. d. #. s. d.
102 Tons 3 cwt. Rails, at 65 lbs. per yard, at 8 10 0 868 5 6
4,108 Chairs, at 21} = 39 tons, 8% cwt. ... 6 10 0 256 5 3
8,216 Treenails... * - - e - 8 * @ e * @ tº 4 0 (0 32 17 3
4,108 Keys ... tº e - tº e & is & © - c. tº 5 10 0 22 11 10
588 Pairs Fish-plates, at 28 lbs. per } 10 0 0 73 10 0
pair = 7 tons 7 cwt. e e - tº
26+ Cwt. Bolts and Nuts, 14 lbs. each ... 22 0 0 28 17 6
2,054 Sleepers ... • & s * @ Q tº dº tº tº e sº O 5 0 513 10 0
Royalty on 588 Joints ... • 6 º' tº º o dº e ∈ O O 6 14, 14 0
#1,810 11 4
Carriage of Materials and Laying the Line to be added as before.*
To form a correct estimate of the relative strength of
a railway on the ordinary construction and the same rails
efficiently jointed, we must refer to the difference of strength
between a series of beams resting on piers and the same
beams made in one length. This subject is fully treated of in
Mr. E. Clark’s work on the Britannia Bridge, vol. i. page 275
to 292, where the deflection of each span of a perfectly con-
tinuous beam is shown to be only one-fifth of that of an inde-
* The average distance of the Sleepers in this case is 2 ft. 7 in, from centre to
centre. *
9
pendent beam spanning the same opening. Practically, the
middle part of a long rail may be considered as a part of a
continuous beam, whilst the length between the joint-sleeper
and the adjacent one may be considered to approach the con-
dition of a non-continuous one; and as by fish-jointing We
render the whole continuous, the cause of the increased smooth-
ness in the motion of the carriages is explained.
If we retain the full weight of the rail, the extra
sleepers under the joints, together with the joint-chairs and
their fastenings, may be dispensed with, and by laying the
sleepers next the joint at 2 feet from middle to middle, the
, others will be spaced at 3 ft. 2% in. A road so laid will perhaps
be as nearly uniform in strength as possible, and this unifor-
mity of strength is a point of the greatest importance to obtain.
It may even be a question whether it would not be almost as
disadvantageous to make the joints much stronger than the rest
of the rail, as to have them considerably weaker; the difference
being comparable, in the former case, to going over a promi-
nence in the road, and in the latter being depressed into a
hollow. The estimate will then stand:—
#3. s. d. #. s. d.
113 Tons 3 cwt. Rails, 72 lbs. per yard at 8 10 0 ... 961 15 6
3,520 Chairs, at 214 lbs., say 33 tons 8 cwt.... 6 10 0 . 217 2 0
1,760 Sleepers ... * : * * tº º ſº ºr º e tº ſº º 0. 5 0 . 440 0 0
3,520 Keys ... ... ... ... ... 5 10 0 . 19 7 2
7,040 Treenails... tº º º e g tº tº sº tº * * * 4 0 0 . 28 3 3
588 Pairs Eish-plates, at 28 lbs. per } 10 O 0 73 10 O
pair, - 7 tons 7 cwt. tº º tº
26} Cwt. Bolts and Nuts, 14 lbs. each ... 22 0 Q 28 17 6
Royalty on 588 Joints ... ... ... ... 0 0 6 14, 14 0
£1,783 9 5
We may therefore assume that the prime cost of construc-
tion in all the foregoing cases is for all practical purposes the
Same, and the advantages obtained by fish-jointing may be
stated to consist in,
1st. A saving in the cost of labour for maintenance, of at
least 40 per cent.
B
10
2nd. Increased durability of rails at least 25 per cent., and
probably as much upon the sleepers.
3rd. A saving in wear and tear of rolling stock.
4th. Tess power being required for traction, a consequent
saving of coke to produce that power.
5th. The avoidance of accidents arising from bad joints.
6th. Greatly increased comfort to the passengers.
7th. Higher speeds may be used with equal safety.
Having shown that these important objects are obtained,
without any increase of cost, when the fish-joints are adopted
in the original construction of the road, we will proceed to
examine the cost of applying the system to roads already laid.
This may be done without stopping the traffic or incurring
any undue amount of danger. A drilling-machine is made to
carry four drills, working through guide-holes, in such a
manner as to require only that the centre of the machine is
placed at the junction of the two rails; the spaces of the holes
to be drilled are therefore uniform and exact, without any skill
on the part of the workman; the machine is also so contrived
as to become a temporary joint-chair; it pinches the ends of
the rails as in a vice, and admits of a packing beneath, so that
trains may safely pass during the operation of drilling.” As few
of the old lines have rails exceeding 16 feet, and some rails are
only 12 feet, we may assume an average of 15 feet. In a single
mile, there will therefore be 704 joints to be drilled: the cost of
labour for the drilling alone may be estimated at 3d. per joint.
If the distance between the centres of the sleepers, after
removing the joint-chair and its sleeper, does not exceed 30
inches, probably it will simply be needful to substitute the fish-
joint for the joint-chair and sleeper; and this plan will suffice
for roads of light traffic, and the amount will stand thus for
one mile :-
* A specimen of this kind of drilling-machine may be seen at the Office of
the Company.
11
704 Pairs of Fish-plates, at 38 lb it. s. d. £. s. d.
alrs of Bish-plates, a S. per
pair, – 8 tons 16 cwt. © } at 10 0 0 ... 88 O 0
2,816 Bolts and Nuts, – 1 ton 11% cwt. ... 22 O 0 ... 34 13 0
Drilling 704 Joints ... * * tº e gº tº tº gº wº 0 0 3 ... 8 16 Q
Taking out 352 Joint-sleepers, removing 704
Chairs, and making good Ballast, at 8d. per } ** 11 14 8
Sleeper ... & © tº tº º º * e te is tº tº
Royalty on 704 Joints e - ſº * * * # tº ºn 0 0 6 ... 17 12 O
Total ... tº º ſº * * > £160 15 8
Cr. By 704 Joint-chairs, at 38 lbs. each, - } 47 15 0
11 tons 18% cwt., at £4 ... tº gº º tº º 'º
352 Old Sleepers, at 1s. 6d. ... tº gº is g ſº º 26 8 0
74 3 0
Actual Cost per single Mile ... * … º. ... £86 12 8
If, however, the whole number of sleepers are retained,
we must strike out the credit side of the account, and add
something for the cost of re-adjusting the spaces of the sleepers.
Under the head of fish-joint chairs we shall have to show
how the disturbance of any of the sleepers may be avoided.
On the Eastern Counties line, Mr. Ashcroft has accomplished
the fish-jointing of 150 miles of line without accident, and
without disturbing the position of the sleepers, by turning all
the traffic on a single line between stations. The rails are taken
up, and punched by a portable machine worked by a small
engine, and immediately relaid with the joints between the
sleepers. *
The bolts used in fish-jointing are usually three-quarters
of an inch in diameter, and weigh about 14 lb. each with the
nut, which is generally square, but in cases where the depth of
the rail is small, the holes in one fish-plate may be tapped, as
shown in the following woodcut; this avoids any interference
with the flanges of the wheels. The plan was patented by
Mr. William Pole, and, when the rail is sufficiently deep, it
may be used also with a lock-nut as a further security against
the loosening of the joints. -
Rails have not commonly been made with a view to fish-
jointing, and the shape has been made up of curved lines
12
calculated for convenience of rolling. It is obvious that a
tight fit is essential for obtaining the full effect of fish-jointing,
and proper allowance should be made for slight variations in
the curves of the channel, into which the fishing plates are
fitted; the following cut exhibits a full-sized section of a rail
of this kind, in which may be noticed that one plate is rolled
With a groove, which serves to prevent the bolt from turning,
and a washer is placed under the nut. The practice of engineers
Varies as to the use of washers, but there seems to be good
-->
E
;
-º-º-º-
--------------->
reason for their adoption. The improvement of rolling fish-












13
ge the shape of
the channel with straight lines for the fish-plates to bear
against, an example of which is here given.
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and is
plates so
grooved—the washer being made of the thick- &
ness of the depth of the groove.
determined on before the
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In cases where fish jointing is
rails are made, it will be advantageous to arran
\,
A.
plates with grooves forms a portion of a zº
patent granted to Mr. C. H. Wild,
shown in this cut with both
|
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This form was designed by Mr. W. H. Barlow, for

















14
renewals upon the Midland line, and is adopted for the
Leicester and Hitchin line, now in course of construction, the
weight being nearly 80 lbs. per yard, and the fishing-plates
weighing 26 lbs. per pair. It is given with dotted lines,
showing how the curves are derived; it is rather wider than
ordinary, and flatter at the top, and appears in practice to be
as perfect a shape as can be designed : the bearing surfaces for
the fishing-plates being straight, it is obvious that the fitting
may be good with more latitude in dimensions than where the
surfaces are curved. -
It is not to be denied that instances of fishing-plates
becoming loose have occurred, and some discredit has been
thrown upon the system in consequence; but it is proved in
practice that they are easily kept tight under the heaviest
traffic : we may, however, allude to the probable causes of
partial failure.
Old rails are apt to have the ends battered and the chan-
nels vary much, so that the fishing-plates do not fit, and thus,
bearing on small surfaces, are soon worn loose by friction; this
has been the case to some extent, and there are cases in which
it may be a question if the old rails are worth fishing.
In some cases due attention has not been paid to keeping
the screws tight; when first laid down there is a scale upon
the surfaces of both rails and fishing-plates that soon crumbles
away, and the nuts should be turned to follow up the little play.
thus given. Particular attention also should be paid to the
original fitting of the nuts upon the bolts, which should be a
tight in contradistinction to a free fit; with proper attention
of an ordinary character, and not by any means costly, the
maintenance of the joints in tight condition may be safely
calculated upon. º
It is found in practice to be a good rule to put the nuts
inside the road, and to have the square side always left hori-
zontal; the men attending the maintenance thus see the joints
of both rails whilst walking between them, as the ballast is
usually not so deep between the rails as outside; the side of
the nut being kept horizontal, it is more out of the way of the
15
wheel-flanges, and any deviation is quickly seen as indicating a
little turning.
The heaviest traffic in this kingdom is probably that over
the southern division of the London and North-Western
Railway, and the following letters will sufficiently show the
estimation in which the writers hold the system of fish-
jointing, it being Mr. Woodhouse’s province to maintain the
Permanent Way in efficient order, and that of Mr. McConnell
to provide the locomotive power.
LONDON AND NORTH-WESTERN RAILWAY,
PERMANIENT WAY DEPARTMENT. -
HEAD OFFICE, STAFFORD,
September 3rd, 1855.
DEAR SIR,
IN reply to your favour of the 1st instant, I beg to say that I
experience no difficulty whatever in keeping the nuts of the Bolts tight. With
reference to the economy of maintenance, I am of opinion that it is very con-
siderable, but I have not sufficient data before me to say how much, as compared
with ordinary road.
Yours truly,
C. MAY, Esq. (Signed) HENRY WOODHOUSE.
LONDON AND NORTH-WESTERN RAILWAY,
LOCOMOTIVE DEPARTMENT. -
WolvePTON STATION,
September 3rd, 1855.
DEAR SIR,
- IN reply to your inquiry as to my opinion of fish-jointing the
rails, as regards the wear and tear of rolling stock, and the reduction of traction,
I beg to say that there can be but one view taken on this subject. On a line
like the Southern Division of the London and North-Western, with an enormous
traffic, upwards of sixty trains each way in the twenty-four hours, and these
trains of a maximum size, many of them running at very high velocities, the
advantages of a secure and even joint obtained by your system of fishing, are
very difficult to estimate.
I would, however, beg to state that, in point of safety, the first and most
essential element of railway working, the fish-joint, on your system, is, in my
opinion, indispensable. &
As regards economy to the rolling stock, I consider a large saving has been
16
effected in the repairs of engine and all descriptions of carriages by the fish-
joint effectually preventing the jolting at each joint of the rail, which occurred
with the old system, and which tended to the rapid deterioration of the machines
and vehicles, as evidenced by the breakage of springs, and other parts of the
rolling stock.
As a matter of course, the saving of traction power, by having a smooth,
continuous surface, instead of a break every fifteen feet, more or less, by the
old system of joint-chair, is very considerable; and, however small the in-
equality may have been at the joints, yet, multiplied into lifting the weight on
each pair of wheels that passed over each joint with a long train, the aggregate
resistance became a very serious amount.
I regret I cannot put this with the saving in repairs into a money amount,
as we have not kept a sufficiently accurate account of economy effected on this
head, as you are aware it is rather difficult to distinguish such items with cer-
tainty, but I beg to state my decided opinion is, that all railways must, as a
matter of necessity, adopt the principle of fish-jointing their rails; efficiency
and economy in their working, and the first outlay will be repaid in a couple of
years at furthest, if we take into account the saving of rolling stock, repairs,
reduced cost of locomotive power, lessened expense of maintenance of way, and
longer durability of the rails themselves, but above and most important of all,
preservation from that class of casualties arising from defective joints. w
I shall be glad to afford you every information on this subject, and you are
at liberty to refer to me should you think it necessary at any time, when it will
give me great pleasure to state the results of my experience in the benefits
which I consider will accrue by the adoption of your system,
I am, dear Sir, yours very truly,
C. MAY, Esq., (Signed) J. McCONNELL.
3, Great George Street. -
The following letter from Mr. R. J. Hood, the engineer
of the Brighton line, is confirmatory of the same view:—
LONDON, BRIGHTON, AND SOUTH-COAST RAILWAY,
- ENGINEER's OFFICE.
{} LONDON, 28th July, 1855.
DEAR SIR, -
I HAVE pleasure in stating to you, that the system of fish-
jointing the rails, which was first adopted on this line in 1851, continues to
give satisfaction; so much so, that we do not relay any part of the road without
adopting it, believing that, in addition to the smoothness of motion produced, it
tends greatly to obviate some classes of accident. p
A portion of our main line only having as yet been relaid on this system, it
is impossible to state exactly its economical results; but I am satisfied that the
17
saving in wear and tear of rolling stock is considerable, and, on a district of
about thirty miles, when the greatest length has been fished, the saving in
labour of maintenance amounts fully to 30 per cent.
When the rails are very old and much worn, we find it best to replace them
with new rather than to fish-joint the old ones, as the ends are too much
damaged to admit of making a smooth joint by reversing the surfaces. In ad-
dition to this, we now use 21 feet rails in place of the old 15 feet, which reduces
materially the number of joints, and consequently the cost of relaying. It may
serve to show the value the Directors of this Company attach to the system if
I inform you that in arranging terms for working and maintaining sundry
branch lines proposed in 1852 and 1853, it was invariably stipulated that their
permanent way should be laid with fish-joints.
I am, dear Sir, yours truly,
WM. Howden, Esq., (Signed) R. JACOMB HOOD,
26, Great George Street. Resident Engineer.
And in confirmation of the good effect of fish-jointing, the
following paragraph from the journal of the Brighton Directors’
Report to the Meeting of Shareholders held July 26th, 1855,
may be quoted :— - .
“You will find, not withstanding that we have run an increased number of
“miles for the accommodation of the Crystal Palace traffic, that we have reduced
“our expenditure by £6,000 or £7,000. This arises, in a great measure, from
“the improved state of the road, of which we have nearly sixty miles fish-jointed.”
From the Reports of the Government Inspectors, we may
quote a few remarks indicative of the opinions held by those
whose immediate duty it is to investigate the causes of acci-
dents, and to suggest remedies. In a Report made to the
Board of Trade, April 27th, 1854, by Captain (now Colonel)
Wynne, he says:– *:
“The part of the line which presented the first indications of the engine
“being off the rails was a little beyond the centre of an S curve; at a joint-chair,
“the meeting rail had the mark of a blow, and a scar along the top for some dis-
“tance, which had every appearance of being produced by the flange of the
“wheel. It is conjectured that the wooden key had dropped out; if this was
“the case, it would be sufficient to account for the accident, as the engine went
“off on the convex side of the curve, and the late long drought would require.
“very great vigilance to keep the keys tight. If the accident arose from this
“cause, the question immediately suggests itself, would the accident have oc-
“curred had the rails been fished, as is very generally the case throughout the
“London and North-Western lines? Certainly not. There can be no doubt
C
18
“that the practice of fishing the rails, which is becoming very general, is a great
“element of safety, and the principle cannot be too much encouraged.
“The engineer of the Permanent Way informed me that it was under the
“consideration of the Company to fish the rails on all the curves of this line.
“I would hope that they will not stop there, but extend the system to the
“straight portion as well.”
And in transmitting the Report from which this is ex-
tracted, the Secretary, Captain Galton, says:— -
“My Lords direct me to observe that they trust that the remarks of the
“Inspecting Officer as to the desirability of the fished joint being adopted to a
“greater extent upon the railway, will receive the attentive consideration of the
* Directors.”
Captain Galton in his Report upon Accidents on Railways
for the year 1854, also observes upon the subject of “Imade-
quacy of the means for securing safety: ”—
“Under this head may be classed a neglected Permanent Way, which
“caused four accidents. The number of accidents which occurred in 1853 from
“this cause was much greater. The diminution is attributable partly to a large
“amount of line having been relaid in a manner better suited than were the old
“lines to the requirements of the traffic, and partly to the adoption of improved
“methods for forming the joints of the rails.”
P A T E N T FIS H - J O I N T C H A I R.S.
BLATE 3 represents this plan of jointing a road, in accord-
ance with Mr. J. Samuel’s patent, which is found to possess some
peculiar advantages, especially when it is required to have all
the strength that can be obtained, and to apply it without
interfering with the traffic. - -
The drilling of the rails has already been described, page9.
The chairs are cast so that one side forms a fish-plate, and
a wrought plate is bolted on the other side. The joint of the
rail has in this case a direct support at the bottom, differing in
this respect from the ordinary fish-joint, which is suspended
between two supports or chairs. The cost of applying this
system to an old road may be stated as follows, for one mile
of single line, with 15 feet rails:– -
PL.
PATENT FISH-Jolºr cMLAIR.
which CAN BE APPLIED To Exist. No ROADS.
Plan.
Side view
Elevation. enlarged
End Elevation
Scale for Plan and Side view.
20 Feet
lO
Ins.I2 9 6 3 O
4. Feet
Scale for Details
9
Ins. L2
26, &eaz George J. Płaszzzzzzzºzer
Z%e Pèzzzzazzezzz-Płóa' &mpargº.
2 /~/.7% 7%.e. 4%zee/22
Doº & Jº




19
- #. s. d. à. s. d.
Drilling 704 Joints tº gº tº * * > 4 & 4. ... at 0 0 3 8 16 O
704 Chairs, at 44 lbs. each, - 13 tons 16 cwt. 2 qrs. 6 10 0 ... 89 17 3
1 ton 13 cwt. Bolts and Nuts 1 lb. 5 oz. each ... 22 0 0 36 6 O
2,200 Treenails ... * † - ... sº º ſº * e e 4 0 0 8 16 - 0
704 Fish-plates, at 14 lbs., = 4 tons 8 cwt. ... 10 0 0 44 0 0
Taking ot and replacing 352 Sleepers and } O 8 11 14 8
re-adjusting tº gº tº tº e ∈ & º º *
Royalty on 704 Chairs ... & 4. & tº º º tº tº º, 0 0 6 17 12 .0
Cr. By 7 - 217 1 11
r. By 704 Joint-chairs, say at 38 lbs.
& © tº 5
each, = 11 tons 18% cwt. ... } 4 0 0 47 15 0
Net Cost per single Mile tº e º gº º tº ... 9169 6 11
The application of fish-chair jointing, by effecting an
almost perfect continuity in the rails, increases the strength of
the permanent way, and renders it capable of sustaining greater
weights and speeds; and it has the advantage in its appliance
of not requiring any stoppage of the trains.
If, however, we compare it as a system of original con-
struction with our first example, we may assume that it will
obviate the necessity of the additional sleeper at the joint;
and the estimate will then be for one mile, single line (see
page 8):— -
- £. s. d. #3. . s. d.
113 Tons 8 cwt. Rails, 72 lbs. per yard ... at 8 10 0 ... 961 15 6
1,760 Sleepers ... & © & tº tº º § e Q & ſº e 0 5 0 ... 440 0 0
588 Fish joint chairs, at 44lbs., = 11tons 11cwt. 6 10 0 75 1 6
2,932 Intermediate, at 214 lbs., - 27 tons 16 cwt. 6 10 0 180 14 0
588 × 3 = 1,764
2,982 × 2 = 5,864 Treenails ... ... 4 0 0 30 10 3
- 7,628
2,932 Keys & © tº tº º º * º ºs tº º tº gº tº 5 10 0 16 2 6
588 Fish-plates, at 14 lbs., = 3 tons 13; cwt. 10 0 0 36 15 O
2352 Bolts and Nuts, at 21 oz., = 1 ton 73 cwt. 22 0 0 30 5 0
Royalty on 588 Joints ... ... ... ... 0 0 6 14, 14 0
£1,785 17 9
We thus see that the system contrasts favourably, in point
of cost, with the best example of ordinary construction.
20
The Enfield branch of the Eastern Counties line is thus
laid, and has been in work four years: the traffic, it should be
stated, is light; but the result is so satisfactory that it is
believed it will maintain a good reputation under heavy traffic.
Recently the line from Newmarket to Bury St. Edmunds has
been so laid. Some experimental lengths have also been laid
down in France on the Chemin de Fer du Nord and the
St. Germains line.
Mr. Samuel, in his patent, describes a plan of making
these fish-joint chairs of rolled iron, which will be fully under-
stood by the annexed figures 1, 2, and 3, the latter being a
perspective view, showing a joint and portion of a sleeper. The
iron to be rolled first as No. 1, and afterwards as seen in No. 2,
the bars being cut to suitable lengths, and which may be such
as to extend the bearing to two sleepers. In the same patent
is also comprised a plan of a double-headed chair resting on
two sleepers, as shown in plan, elevation, and section, in
Figs. 4, 5, and 6.
*
wº
Fig. 1.




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Fig. 6.
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***I'm
HARE
Fig. 7.
. Figures 7 and 8 show a construction of Permanent Way
which has been adopted on some lines, both in this country















and abroad, and has some advantages as to prime cost; it may
be estimated as follows, for one mile, single line:—
- ift. s. d. #. s. d.
Bails 70 lbs. per yard, punched, 18 feet lon *
ºr * * * } at s 10 0 ... 985 o o
1,760 rectangular Baltic Sleepers 10 × 5 × 9 ft.
rectang eep 0 5 0 ... 440 0 0
creosoted ... * * * * * * * * * * * *
7,040 Dogs to hold down, 8% oz. each, = * #
1 ton 12# cwt. ... * * * * @ e * * * * } 16 0 0 ... 26 0 0
Pairs of tapped Fish-plates, 20 lbs.
588 rairs of tappearish-plates, 0 lbs. per } 10 0 O 52 10 0
pair = 5 ton 5 cwt. # * is * * *
2,352 Holes tapped to ditto * * * at 3 for 0 0 1 ... 3 5 4
2,352 Bolts to ditto, 13% oz. each = 173 cwt ... 22 0 0 ... 19 10 6
Royalty on Fish-joints ... ... at per joint 0 0 6 ... 14 14 0
tºº
iſºl,490 19 10
*sº
This example is given as an illustration of the convenient
use of Pole's patent screwed fishes, shown below in full-sized
section, as adopted by Mr. Samuel for the heavy mineral traffic
on the Lanelly and Vale of Towey, and is in course of adoption
on other lines.

Willllll.
HAS 5
Fig. 9
arººmsºmºmº
===smº-ºº:
PATENT TIMBER-BEDDED TRouch-SLEEPER.
resents a combination of wood and iron, pa-
very small scale: a few lengths were put down by him on the
ties Railway more than four years since, and have
the main line towards Cambridge so satisfac-
iorily as to warran er trials.
It will be seen that the rail is suspended in the trough



24
by wooden side-pieces, in such a manner that the tendency of
the weight passing over is continually to tighten it; and so far
as experience at present goes, it appears that there is no undue
tendency to settle down too far in the trough, or to split the
latter open. The wood is very easily shaped to fit a rail of
any section, without varying the form of the sleeper itself; so
that even considerable differences in section do not require
alterations in the patterns for moulding them ; and from the
small bulk of the timber employed, it can be thoroughly
saturated with creosote.
The advantages which it is confidently expected will be
realized by this construction are,
FIRST.—The avoidance of any injury to the underside of
the rails, which permits of their being turned.
SECOND.—Enough of elasticity to make the trains run
without any harshness or rigidity; and consequently,
the upper surface of the rail is not exposed to any
undue wear and tear, as is the case with stone blocks.
THIRD.—The durability of iron as compared with wood
sleepers, added to the fact that even when broken by
accident they are worth from two-thirds to three-
fourths of the cost price.
The combination of the fish-joint with this construction of
Permanent Way produces nearly uniform strength to support
the rolling weight; thus the rail becomes practically a con-
tinuous bar, and the wear of it, together with that of the
rolling stock, is reduced to a minimum, whilst the consequent
smooth motion diminishes noise and increases the comfort of
travelling.
The following is an estimate for this form, on one mile,
single line:—
Bail | feet 1 aft. s. d. £. s. d.
ails 65 lbs. per yard, 18 feet long, punched, } at 8 10 0 ... 868 5 6
102 tons 3 cwt. tº ſº gº tº gº º
2,346 Cast-iron Sleepers, 1 cwt. 0 qr. 26 lbs.
each = 144 tons 10% cwt. } 6 10 0 ... 939 8 3
tººmsºmº
Carried forward tº º e £1,807 13 9
PL. 4 .
** PATENT CAST IRON TIMBER BEDDED PERMANIENT WAY.
witH PAT ENT Fis H. Joi NTs.
S
s
:
~
- ſº ſ ſ
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* pa , 29 * My a 2./ 2 2/ ./ >y p * > y * 2p _º * >>
2 * .*.*
<---------4-0---------x---/-6----x---------3-2-----------x-----/-6---x---- .3 - O -----7–6'----4---------3-2-------------- /–6 --------------- 3–0 –––––––––––/– 6'--->|- - - - - - 3 -0 - - - - ---->
Side Elevation.
H
-- _* as-s-s-seº-º-º-º-º-º-º--see- *-*.*-*.
H=HHHHHH
º
! •
ſ
H
|
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Enlarged Side Elevation. - - End Elevation.
-- - - - - - - - - - - - - - - -- * * *- - - - - - - - - - - - - - - - - - - - gº
ºf º º,
É E Ż É% r 3.22.
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= [O] [O] 3. §
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29
Ay º v - Af - A. -- ºw
k-23-26----- –7*----------- 7%-------------7%------------7%------3–2%3
#. g
Scale for Plan and Side Elevation.
ins 12 9 s 8 o l 2 3 4. 5 6 - 7 8 S. 10 Feet
w E.
Scale for Details,
12 9 § 3 O l. 2 Feet
ZŽe Zºzzzazzezzz Płº Cºzzazzy'.
Zºº eſºzzºto Zºe guez, - *x 26, 6 reaz Geozze , ſº Azczzzzzzzºzez.
.
t
§






25 *
£. s. d. it. s. d.
Brought forward ... ... . ... , 1,807 13 9
Timber cushion for rails, 788 cubic feet ... ... O 3 6 137 18 0
586 Wrought-i -ties. 28 lbs. each =
rought-iron Cross-ties, 28 lbs. eac 9 0 0 65 18 6
7 tons 6 cwt. 2 qrs. & ſº º º gº tº * * e
2,344 Bolts and Nuts for Sleepers and Cross-
* O & º º 6
ties, # lb. each = 15 cwt. 3 qrs. ... tº tº e } 22 0 17 6
588 pairs of Fish-joints, 24 lbs. per pair = } 10 0 0 ... 63 0 0
6 tons 6 cwt. & gº gº * * † * º º tº º º
2,352 Bolts and Nuts for Fishes, 14 lbs. each } 22 O 0 ... 28 17 6
=1 ton 6 cwt. 1 qr. & º º * g e to º º
Royalty on Fishes, 6d. per joint * Qº ſº tº º º 14, 14 0
Including Royalty on Sleepers, 2s. 6d. per ton ... 362,135 8 3
It may be safely predicated that if the bearing surface
upon the ballast is not equal to one foot in width for each
foot forward for each rail, the labour of maintenance will be
great, unless in some exceptional cases of extraordinary good
ballast, and it’will be found that any increase of width will
tend to economy: in the case before us, the area of bearing
surface is about ten per cent. more than the amount stated.
PATENT CAST-IRON SLEEPERS.
PLATE 5 represents a form of cast-iron sleeper in accord-
ance with a patent granted to Mr. Peter W. Barlow; each
sleeper is made in two pieces, bolted together so as to embrace
the rail tightly without any wedges. These bolts may pass
either under or through the rails, and fish-plates are used at
the joints. Subjoined are estimates of this form of Permanent
Way, the rails being 18 feet long :-
D
* - 26
£. s. d. #. s. d.
Rails, 65 lbs. per yard, 18 feet long, punched, } t; 8 1
102 tons 3 cwt. ... e - e. * * tº © e - fi 0 0 868 5 6
1,760 Cast-iron Sleepers, in two halves, 6 10 0
1 cwt. 2 qes. 104 lbs. each = 140 tons... } 910 0 O
3,520 Bolts and Nuts, 13 lb. each, 393 cwt. ... 22 0 0 43 3 6
880 Tie-Rods,411bs. each=16tons 2cwt. Oqr. 161bs. 9 0 0 ... 144 19 3
3,520 Wrought-iron Wedges, 1 lb. each =
1 ton 11 cwt. 2 qrs. & © & & © tº } 14 0 0 22 1 0
588 Pairs of Fish-Plat º ir =
e airs of Fish-Plates, 24 lbs. per pair } 10 0 0 ... 63 0 O
6 tons 6 cwt. * * * © tº º * @ e w
5 ts a - # lbs.
2,352 Bolts and Nuts for ditto, 14 lbs. each, } 22 () O ... 28 17 6
1 ton 6 cwt. 1 qr. * * * * - tº tº e e
Royalty on Fishes, at 6d. per joint - - - º º º -*=º ... 14 14 0
Including Royalty at 2s. 6d. per ton ... - - - ... £2,095 0 9
sºm-º.
Plate 6 represents another form of cast-iron sleeper under
Mr. P. W. Barlow's patent, which, instead of being in two
parts, bolted together, with a flat surface ribbed on the under-
side to give strength, is cast in one piece, curved or hollow on
the underside; each sleeper has two complete chairs cast on it,
and wood keys are employed, the ends of the rails being con-
nected by fish-joints. The following is the estimate for this
form :—
e #. S. d. #. S. d.
Bails, 65 lbs. per yard, 20 feet long, punched, } at 8 10 0 ... 868 15 6
102 tons 3 cwt. tº º º e s tº * - tº ...”
t 1.
2,112Cast-iron Trough-sleepers, lewt.1qr.8%lbs. 6 10 0 . . . .910 0 0
each = 140 tons ... • * * * * * * - - -
528 Tie-Rods, 41 lbs. each = 9 tons 13+ cwt. ... 9 - 0 0 86 19 3
2,112 Iron Wedges, 1 lb. each = 18 cwt. 3% qrs.... 14 0 0 13 4 3
528 Pairs Fish-Plates, at 24 lbs. each, 5 tons 13 cwt. 10 0 0 56 10 0
l
2,112 Bolts and Nuts for fishes, 14 lbs. each } 22 0 0 25 18 4
= 1 ton 3 cwt. 2% qrs. º * @ & -
4,224 Keys tº e - • * * • e e ... ... 5 10 0 23 4, 8
Royalty on Fishes, 6d. per joint ... * * * • * > pºmmºns ... 13 4. . 0
Including Royalty at 2s. 6d. per ton ... tº º ºs ... $1,997 16 0
Although the estimate of the cost of cast-iron sleepers is
somewhat greater than that of an ordinary road, there is good
reason to consider it an important advance in the right direc-
tion, inasmuch as a durable material is substituted for a
; PATENT (CAST IRON SLEEPERS,
*-* ~~~~~
PL. 5.
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, HP, >
2--------------->{-----
Jº/ Lº
6.----------4-6-
- Side view.
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A 34
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5 -
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12 9 6 3 O l 2
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26, &eaz &eozze fº//&zzzzzzzez.








PATENT CAST IRON
*
Plan:
HH
TROUGH SLEEPERS AND PATENT FISH JOINTs comb|NED.
PL.
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Scale for Plan and Side view.
Ins. 12 9 6 3 O 7 S $9 `l O
l Scale for Details.,
Day & ſón, ZºoZ7.24%zeezza
20 Feet
4. Feet
Zhe Azzazzezz-ſiziº Cozzazz 1.
26.6% caz 6¢orye Jº J/&zzzzzzz zer.











27 $:
perishable one. Wood sleepers, when decayed, are worthless;
while cast iron, under all circumstances, retains an intrinsic
value, which at the present time is fully two-thirds its first cost
in the form of sleepers. The length laid with timber sleepers in
this country is now about 7,000 miles; and assuming them to
be laid at one-yard spaces, and to cost four shillings each, the
sum expended has been nearly £5,000,000; and assuming, also,
an average durability of ten years, the annual depreciation is
£500,000.
In one or two cases in the early introduction of the cast-iron
sleepers, inconvenience was found from the best dimensions for
the castings not being adopted; experience soon pointed out the
error, and no difficulty now exists in suiting the sleepers to any
kind of traffic. The result of fifteen miles on the Midland line,
under heavy mineral and passenger traffic, is conclusive, and
the evidence afforded by more than sixty miles in Ireland,
under lighter traffic, is most satisfactory, as is also that of the
Shepreth branch of the Eastern Counties Railway. In several
cases of tunnels on the Midland and East Lancashire Railways,
where timber sleepers decayed with great rapidity, these sleepers
have been adopted with great advantage.
PATENT BROAD-F LAN C E D RAI L S.
WE now come to another variety of Permanent Way,
patented by Mr. William Henry Barlow, and which consists in
making the rail of sufficient width to form its own bearing
surface in the ballast without the aid of chairs, sleepers, stone
blocks, or other like supports. -
Other forms of this construction are so made that both the
rail and the cross-ties assist in forming the necessary bearing
surface. - -
The advantages of this description of Permanent Way
consist in the great strength and simplicity of its construction,
* 28 *
the durability of the material employed, and the circumstance
that all the parts, when worn out, may be worked up again in
renewing the road.
The great strength possessed by these rails has led to their
being adopted in numerous cases over light or weak bridges;
in which cases they are found to add greatly to the stability
of the works.
In Mr. Barlow's specification, several modes of forming
the rail are shown ; three of the forms, it will be seen, con-
template the bearing surface being made separate from the
wearing part :
but he states that he gives the preference to Fig. 4; and the
extensive adoption of this form proves that this preference was
well founded.
Plates 7, 8, and 9, show merely the modifications of
adapting cross-ties to this form of rail. It will be seen that
the joints are formed by riveting a plate about two feet six
inches long to the underside of the rail, this plate being rolled
exactly to fit the hollow.
Plate 9 represents the cross-ties as made of the same
section as the joint-plate, two ties being used to each length of
rail: this is a very substantial mode of construction, but the
high price of iron renders it too costly for most cases; it may
be estimated as under :—
3. s. d. *. s.
Rails, 80 lbs. per yard, 20 feet long, 125 tons 14 cwt. at 9 15 0 ... 1,225 11
528 Joint-plates, 56 lbs. each, 13 tons 4 cwt. ... 9. 15 0 ... 128 14
0
O
.
480 3
52 16
528 Wrought-iron Cross-ties, 70 lbs. per yard, } 9 15
1 cwt. 3% qrs. each = 49% tons ... tº º
7,400 Rivets, 1 lb. each = 3 tons 6 cwt. ... ... 16 0
*sº
Including Royalty, 3s. per ton ... a tº ºt * Q & ... £1,887 5

3.
* * - s - - *
*
PATENT RAIL WITH ANGLE IRON cRossTigs. PL. 7.
*- Plan.
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Iris. I2 6 * O 2 3 Feet
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26. Greaz Georze Jº Mºmºzzºzer.













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29
Plate 8 represents the same rail with wooden cross-ties,
and may be thus estimated:—
#6. s. d. #. s. d.
Rails, 80 lbs. per yard, 18 feet long, 125 tons 14 cwt. at 9 15 0 ... 1,225 11 6
588 Joint-plates, 561bs, each=14tons 14 cwt. ... 9. 15 0 143 6 6
2,352 Dogs for securing Cross-ties, 9 oz. each Y 16 O O 9 8 O
- 11} cwt. & ſº
588 Cross-ties, creosoted .. & º * * g. 0. 5 O 147 0 0
7,056 Rivets, about 17% oz. each = 3 tons 8 cwt. ... 16 0 0 54, 8 O
Including Royalty, 3s. per ton ... * & tº ſº e ... £1,579 14 0
Plate 7 represents this same rail with angle iron cross-
ties; and this is the form adopted largely by Mr. Brunel for the
South Wales, West Cornwall, and other lines; by” Messrs.
Liddell and Gordon on the Newport, Hereford, and Aberga-
venny line; by Mr. Hemans on the Midland Great Western of
Ireland; and by Mr. Barton on the Dublin and Belfast line.
It may be estimated as follows:—
aft. s. d. à. s. d.
Rails, 90 lbs. per yard, 20feet long, 14.1tons 83 cwt. at 9 15 0 ... 1,378 17 11
528 Joint-plates, 56 lbs. each, 13% tons ... * @ tº 9 15 O 129 3 9
528 Angle-iron Cross-ties, 30 lbs. each = )
7 tons 13 cwt. ... tº gº º tº e g & © tº } 9 15 0 68 19 8
6,336 Rivets to Joint-Plates, about 174 oz. each
16 0 0 ... 48 16 O
= 3 ton 1 cwt. e e & º 'º & gº tº
& ie- l
2,112 Rivets to Tie-bars, about 10% oz. each } 16 0 0 ... 10 8 0
= 13 cwt....
Including Royalty, 3s. per ton ... tº gº tº e & g ... fºl,636 5 4
An inquiry naturally arises in considering this form of
road joined by riveting an unlimited number of lengths: What
is the effect of variation of temperature without any allowance
for expansion or contraction ? The practical answer to this is,
that no provision is found necessary; it would appear that in the
first place, less expansion takes place than in rails of the common
form, from the circumstance of the patent rail being for the
most part buried in the ballast ; and, secondly, that there is
sufficient elasticity in the metal to allow of the effect of expan-
sion and contraction being controlled by the adhesion or fric-
tion between the ballast and the rail: certain it is, that lengths
*
30
of several miles have now been laid down without any ill effect
arising from there being no provision for expansion or con-
traction.
It is not to be inferred from the foregoing, that circum-
stances will not arise in which the effect of temperature has to
be provided for; a case on the South Wales line is in point,
where from a break in the line by an opening-bridge, it was
found that the rail contracted and formed a gap; the engineer
opened out the line, allowed the rail to expand, and put in an
additional number of cross-ties, and closed the road, which was
found to control the effect of temperature, and no further
inconvenience resulted.
In some of the early applications of this form of rail, four
rivets on each side of the joint were used; it was found that
they were not quite sufficient to resist the strain, and two more
were inserted, which appear to make the strength ample.
These rails have been made in considerable variety of
section and weight, from 74 lbs. to 126 lbs. per lineal yard.
Copies of these sections, with the names of the makers, may be
had by application to the Secretary of the Permanent Way
Company.
Erom the width of this rail there have resulted some prac-
tical difficulties in rolling it; and at present the price per ton
may be taken at from 20s. to 30s. above ordinary rails; but
it is expected, that as the workmen become familiar with
the shape, this difference will be decreased : as it is, however,
this form of road is economical in its first cost; and when the
durability of the materials is considered, we may reasonably
expect the system will go on extending in an increasing ratio.
Erom the fact that although the rail is imbedded in the
ballast—its depth being much less than that of an ordinary
sleeper—there is less depth of ballast required, by about six
inches, than in a common road with wooden sleepers; the con-
tinuity of the rail too, is complete.
The council of construction of the Chemin de fer du Midi,
of France (from Bordeaux to Cette, 300 miles), having with
great care investigated the facts drawn from experience in the
31
Inglish lines, decided on adopting this rail, in weight about
94 lbs. per lineal yard: greater difficulties were found in France
than in England in getting them rolled; but these difficulties
are gradually disappearing. &
The Monçada line in Spain, the Sydney and Goulburn,
and Geelong lines in Australia have also adopted the “Barlow
Rail,” as it is now called.
A modification of this rail has been patented by Mr. J. J.
Macdonnell, who introduces a slip of wood under the rail,
between it and the bearing surface; it will be understood by
the annexed woodcut. An experimental length upon the
Bristol and Exeter line, which has been laid down upwards of
two years, has proved so far satisfactory, that a further portion
is intended to be relaid. It is also to be introduced on the
Bridport Railway. -
i
º ºf
sº : | f |
º
§
&
;
f | 2 | NCHES ~5
The following is an estimate of this road:—
aft. s. d. #8. S. d.
Rails, 60 lbs. per yard, 95 tons tº gº º ... at 8 10 0 . 801 8 11
Longitudinal Plates, 60 lbs. per yard, 95 tons 9 15 O 926 5 0
Saddle-joint Plates, 15 tons ... * e tº gº & 9 15 0 . 146 5 O
Angle-iron Cross-ties, 16 tons vº gº tº tº & tº 9 15 O 156 0 0
Fastenings, 5 tons ... © tº & ... • . s ºr ºt 20 0 O 100 0 (0
Packing Pieces, wood ... & © tº tº * gº º *mºsºme tº º º 20 O O
Including Royalty at 3s. per ton ... & gº º ... ſº, 149 18 11










32
PATENT CAST-IRON SLEEPER.
PLATE 10, Figs. 1, 2, 3, represent a mode of constructing
Permanent Way patented by Sir John Macneill, in which a
bridge-rail is used in connection with cast-iron sleepers, which,
it will be seen, are so made as to prevent lateral motion of the
rail upon the sleeper by a rib projecting upwards within the
rail, and a fillet on each side of it. The rails are either riveted
or bolted to the sleepers, and an elastic substance, such as
a slip of wood, may be introduced between the bottom of the
rail and the sleeper, if deemed best. The same Patent includes
a mode of casting the sleepers in pairs, united by a tie-bar of
wrought iron, so as to insure great accuracy of gauge and of
the inclination or “tilt” of the rail. Fig. 4 is a plan, and
Fig. 5 a section, the like letters in both of which answer to the
same parts. A is a bar, on each end of which is bolted a thick
block of cast iron, B, in which a groove, d, is planed, and the
surfaces, k k, are also planed; these surfaces are inclined to
each other according to the degree of tilt it is desired to give to
the rail, and which is usually 1 in 20 from the vertical. These
blocks are embedded in the sand-mould, and form chilling sur-
faces for the melted iron to run against, which produces a very
clean and a hard surface; the tie-bar, D, is supported in the
sand, each end having previously been punched with holes,
e e; the metal to form the sleepers, C C, is then run into the
moulds, and a pair of sleepers, firmly and accurately united by
the tie-bar, are produced, and thus both the desired gauge of
the line and the tilt of the rails are secured, without reference
to the skill or care of the workmen employed. So effectual has
this system proved, that on a line so laid, scarcely any indica-
tion of contact between the flanches of the wheels and the sides
of the rails can be found; a clear evidence that the oscillating
motion so often felt in trains is greatly reduced. The weight of
*
PATENT (CAST || RON RAI] LWAY SLEEPERS WITH] BR] [DGE RAIL •
~ “
A.
º -> º º E. º º * sº E º Ea 2. º * º º ~ º P. º C º —º e º º
e
PL. I.O.
- Longitudinal Section at-A.B.
- -- AZg. 2. . t * ...
- e-size—e-sie -e e-size—
r" Cross Section.
enlarged
Aºy. 3.
|-
T-
C
Apparatus for casting the Sleepers.
(See Description.)
Plan. Fºy. 4.
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... Žišš; & Şı i $ | : i
* & ſº -***.x: - * -- ** * *.*.*.*.*.*.*...*.*:- a." -
3. §§ §§§ § *e i H *— - - - - - sºººº-ºº: sº § § §§§
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-
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PATENT WEDGE s](O)||Niſ
of double wedge chair.
:Eº
Zºyeeſ&z, Zizłºto Ze (2xeez.
Section at A.A.
º
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Elevation of Single wedge chair.
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Z%e Abzzzzzzzezzz Aérº &zzazz.
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33
the rail and sleepers will of course be regulated by the probable
nature of the traffic; in any case, this mode of construction
will be found to contrast favourably with others in which the
substructure is of cast iron.
P A T E N T W E D C E J O I N T - C H A I R S.
A JOINT-CHAIR, patented by Mr. W. H. Barlow, is shown
in Plate 11. It consists of a casting, of which one side fits
accurately the channel of the rail, the other has a double
inclined surface, in which two iron wedges are placed, with
the smaller ends towards each other; a small slip of wood is
put between them and the casting, and a screw bolt passes
through both wedges to draw them towards each other, thus
forming a tight fit. Another form is also shown on the same
Plate with a single iron wedge, which, when drawn tight, is
Secured by a vertical slip of metal; or key, in a groove formed
partly in the wedge and partly in the chair.
For estimate of single joint of the former variety, see p. 37.
34
THERE have been several patents taken out for chairs,
including not only peculiar forms, but the mode of producing
them. - &
In 1849, Mr. P. W. Barlow, seeing the difficulty of
keeping wooden wedges tight, patented the plan of making
the chair in two parts and bolting them together, with the
rail between them, as shown in the woodcut AA, and also BB.

35
And this plan possesses some peculiar advantages; it may be
made narrow for intermediate chairs, and of increased width
for the joints; in most cases, it will be found more convenient
to bolt the parts through instead of under the rail, as shown
by the following woodcuts. -
As it may be useful in estimating to know the cost of
single joints of the various descriptions previously explained, -
the following are given, subject, of course, to the fluctuation of
price of the various materials:— -

36
PATENT TAPPED FISH-JOINTS (see page 22).
º #. s. d.
I pair of Tapped Fish-plates, 201bs. ... at per ton 10 0 0
4 holes tapped to ditto tº tº º ... ... 3 for 0 0 1
4 Bolts to ditto, 13% oz. each = 3 lb. 6 oz. ... per lb. 0 0 2;
2 Dogs, 8% oz. each = 1 lb. 1 oz. ... ...per ton 16 0 0
Taking out and replacing Sleeper ... • . . ... O 0 8
Royalty... tº a º
PATENT FISH-JOINTS (see page 8).
sº. s. d.
*1 pair of Fish-plates, 28 lbs. ... at per ton 10 0 0
4 Bolts and Nuts, 14 lbs. each = 5 lbs. 25 22 O O
Drilling 4 Holes in the Rail ... ... ... ... ...
Taking out Sleeper, removing Chair, &c. ... ... 0 0 8
Royalty ... ... .
i
:
;
:
.
*s
*mme
:
0
4.
PATENT CHAIR IN TWO HALVES BOLTED TOGETHER
(see page 34).
- #. s. d.
Chair in two halves, 70 lbs. ... ... at per ton 6 10 0
2 Bolts and Nuts, 23 lbs. * 22 22 0 0
4 Spikes, 3 lbs. & gº tº tº gº & • * * 29 16 0 0
Taking out and replacing Sleeper, &c. e Q e ... 0 0 2
Royalty * g e e
Credit old Joint-Chair, 38 lbs. tº g ſº ... . ... 4 10 0
5
:
i
:
;
7
y
* If these Fish-plates are tapped, the cost of this joint will be reduced to 4s. 5d.
37
PATENT FISH-JOINT CHAIR (see page 18).
#. s.
Eish joint Chair, 44 lbs. at per ton 6 10
1 Fish-plate, 14 lbs. • * . . . . . ... , 10 0
4 Bolts and Nuts, 21 oz. each = 5 lbs. 4 oz. ... 22 0
Drilling 4 Holes in Rail * c & * * * tº º º * g e
3 Treenails ... ... © tº º ... per thousand 4 0
Taking out and replacing Chair, &c. tº º º ... 0 0
'Royalty gº º is * * * tº º tº
Credit old Joint-chair, 38 lbs. e dº º * * * ... 4 10
d.
O
O
O
.
PATENT WEDGE-CHAIR (see page 33).
£. s.
Chair, 59 lbs., 2 wedges, 8% lbs. = 673 lbs. at per ton 7 10
1 Bolt and Nut, 23 lbs. *
Oak cushion and 3 Treenails ... tº º º • e e & G & * g e
Taking out and replacing Chair, &c. º º ºr ... 0 0
Boyalty
Credit old Joint-chair, 38 lbs.... per ton 4 10
d.
O
... per lb. 0 0 23 ..
2
0.
:
:
3
:
d
1
#
5
#
38
Having in the foregoing pages described the most promi-
ment patents held by the Permanent Way Company, they
would add, in conformity with the preliminary observations,
that their attention is constantly directed to whatever may
appear to be a sound practical improvement; and, from time
to time, they propose to issue fresh editions of this pamphlet,
with such additions as they may consider useful. The Company
have recently secured several patents, which, after suitable
trials, they will bring before the public; and which they defer
doing, on the principle of not publishing anything that is at all
immature.
26, GREAT GEORGE ST., WESTMINSTER,
October, 1855.
PRINTED BY DAY & SoN, LITHOGRAPHERS To THE QUEEN, GATE STREET,
LINCOLN'S-INN FIELDs, LoNDON.
Since this pamphlet was in type, the following has ap-
peared in the leading article of Herapath's Railway Journal of
November 3rd, 1855, and being the result of perfectly indepen-
dent inquiry, is an important testimony to the practical value
of Fish-joints. The cost of the plan is fully discussed, under
the head of Fish-joints, in the pamphlet, at page 7.
FISHING RAILS FOR PREVENTING ACCIDENTS.
We last week alluded to a rumour of the accident on the Wimbledon and
Croydon Railway, only two days before opened, occurring in consequence of a
sleeper having got displaced, by which the rail was torn up, the engine over-
turned, and the engine-driver killed. It is not for us to say whether this was
or was not the cause of the accident, which will probably appear, if it was, at
the adjourned inquest, but certain it is, that most of the accidents of running
off the lines are occasioned at the joints of the rails, by the rails becoming loose
and out of line.
One may discover the looseness of the rails at the chairs without going out
of the carriage, simply by the hammering sort of noise which is kept up as the
wheels pass over them, which is much more distinctly audible at a moderately
slow speed, say of eight or ten miles an hour, than at high speeds. At the
former speed it strikes one like a succession of hard blows on iron with a ham-
mer, but at high velocities they are lost in a continued rattle, often mistaken for
the rattling of the wheels and axles.
The flanges of the wheels catching the rails out of line, or the tires of the
wheels striking against the rails out of level, are the fruitful and nearly the only
causes of engines and carriages running off the rails. We should not, we are
sure, over-state it, if we say, that 49 out of 50 cases of trains leaving the lines
arise from the adjoining ends of the rails being out of level or out of line.
In the old method of pinning the rails in the chairs, it often, we may say
generally, happens that, after a little time, the joints get loose, and there is a
break of continuity in the rails, either laterally or vertically, or both. If the
inside of the rail on which the wheel is going makes a narrower gage than the
rail the wheel is leaving, the flange of the wheel may strike the edge of the rail,
and the engine or carriage be thrown off the line. On the other hand, if the
sleeper should have sunk in its bed, the end of the rail on which the wheel is
will sink lower than the approached rail, and a jar, violent and dangerous in
proportion to the velocity of the train, will ensue. But if the rails are what is
called “fished,” the abutting ends of the rails will keep in line, and rise or fall
together, causing the motion to be an undulatory one, which must be very bad
to be dangerous.
Indeed, this fishing keeps a better vertical rigidity in the rails, and, besides
nearly annihilating all danger of running off, preserves the line from jars and
thumps, and thereby much reduces the expense of maintenance of way. It is,
therefore, to the interest of Railway Companies to adopt fishing, or some equally
effective plan to keep the ends of the rails in line, if accident was entirely out of
the question. But when one considers the loss of life which sometimes accom-
panies accidents, with the great expenses attending them, it is the bounden duty
of Companies, to themselves and the public, to do all in their power to prevent
them, by the improvement of their roads.
We do not know what may be the precise expense of taking up, fishing,
and relaying old rails,” but, we believe, many miles of line may be so done, at
the cost of an ordinary accident.
* This information may be obtained at page 11 of the pamphlet,
_---
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Steepers Nº.2640 with Jaws-43%
Hays 5280 pra. 3% lbs pair.
Botts 2442 % lb each.
|:
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- - - - - - *
Rails 28 lbs per Yard. 528 lengths of 4.
62.
21 || 4 |
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|16 || Rails 40 lbs per Yard in 20/*lengths.
4 || Chairs Nº.5280.9 (bs each.
16 || Fish Plates N9528 pairs 40lbs pair *
Boſts N927/2.
3 || Spikes W*10560. 6"long. w
| | | Wood, Sleeper's Wº 2640.
Wood, Keys Nº 5280.
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Contracts for the supplying and laying of these Atoads
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26 Great George Street,
- WESTMINSTER.
Rails 28 (bs per yard, W9528 lengths or 20 rº
Fish Plates N9528 pairs 6 lbs prjair
Bolts NP 24/2 2. (b each, for Fish P(aſes.
Sleeper's WP 2640
Cast Iron Cups Nº 5280.
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