. The Street railway journal . in its upper surface to receive theflange of the wheel. From that time to the beginning ofthe present era, a period of nearly fifty years, this typeof rail, though modified in every conceivable way, wasadhered to. The weight ranged from thirty pounds toeighty pounds or more per yard. In nearly every modification was the rail dependenton some other continuous and longitudinal support forvertical stiffness, in which respect it differed materiallyfrom the modern rail. In America, a small lip or flangewas added to the under side to keep the rail from slip-ping off th
. The Street railway journal . in its upper surface to receive theflange of the wheel. From that time to the beginning ofthe present era, a period of nearly fifty years, this typeof rail, though modified in every conceivable way, wasadhered to. The weight ranged from thirty pounds toeighty pounds or more per yard. In nearly every modification was the rail dependenton some other continuous and longitudinal support forvertical stiffness, in which respect it differed materiallyfrom the modern rail. In America, a small lip or flangewas added to the under side to keep the rail from slip-ping off the stringer. In England, a second flange wasadded and the two increased in depth, thus adding ma-terially to the vertical stiffness of the rail. This featureprobably reached its greatest development in the sectionused by James Livcsey, in Buenos Ayres (Fig. i). Hisrail had a total depth of two and three-eighths inches,and he did away with the longitudinal stringer, sup-pf)rting the rail on cast iron chairs placed at three feet. FIG. -9.—t 3-0-- -LIVESEY RAIL, f—9-
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
