. The development of the American rail and track . IronCompany, 1856. (From chart furnished by the PhcenixIron Company.) Fig. 117. Double Splice Bar for rail,Rolled by the Phoenix IronCompany, 1857. (From chart furnished by the PhcenixIron Company.) and splice-bars manufactured by the Phoenix Iron Company, of Phce-nixville, Pa., previous to 1857. The figures are made from a chart §which the company had prepared in that year to show the manyshapes of iron they were prepared to roll. *On some roads the ends of the rails were simply spiked to the stone block orwooden stringer, and no attempt was
. The development of the American rail and track . IronCompany, 1856. (From chart furnished by the PhcenixIron Company.) Fig. 117. Double Splice Bar for rail,Rolled by the Phoenix IronCompany, 1857. (From chart furnished by the PhcenixIron Company.) and splice-bars manufactured by the Phoenix Iron Company, of Phce-nixville, Pa., previous to 1857. The figures are made from a chart §which the company had prepared in that year to show the manyshapes of iron they were prepared to roll. *On some roads the ends of the rails were simply spiked to the stone block orwooden stringer, and no attempt was made to fasten the rails to each other. tFrom Stevensons Engineering in North America, 1837. t The Permanent Way of European Railways, Colburn & Holley, N. Y., 1858. § This chart, the only one in existence, was forwarded by the Phceuix Iron Com-pany to Washington for inspection. For this courtesy the curator is indebted. 698 REPORT OF NATIONAL MUSEUM, 1889. Fig. 118 shows the standard splice bar adopted by the PennsylvaniaRailroad in Fig. Splice Bar, Pennsylvania Railroad, 1870. (From a drawing in the U. S. National Museum.) WOODEN BLOCK JOINTS. The cost of the iron joint fixtures led to experiments with woodblocks as early as 1840. Many roads that had used nothing but spikesand iron tie plates at the joints, added materially to the strength ofthese joints by drilling the stem of the rail, and bolting a block ofwood of the proper shape to the outer side of the rail. About 1860,some of the Eastern roads adopted a standard joint fixture composedof a wooden block 48 inches long for the outside of the rail and a shortiron splice bar to fit closely against the stem on the inside. Fig. 119 is
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