DEVELOPMENT OF THE AMERICAN RAIL AND TRACK. 



675 



PEAR-SHAPED RAILS. 



The early American Trails were made of inferior iron, and this was 

 one of the causes that led to the adoption of the section with a pear- 

 shaped head, with which many roads were laid during - the next fifteen 

 or twenty years. 



Sections of four of the pear-shaped rails described in the report of the 

 railroad commission of the State of New York for 1845 are in the col- 

 lection. 



Cross-sections of these rails are shown. 



Fig. 48 is a pear-shaped rail. New York and Erie Railroad. Fifty- 

 six pounds to the yard. In use in 1855. 



Fig. 49 is a pear-shaped rail. New York Central Kailroad. Fifty-six 

 pounds to the yard. In use in 1855. 



Fig. 50 is a pear-shaped rail. Butfalo, Corning and New York Kail- 

 road. Sixty-two pounds to the yard. In use in 1855. 



Fig. 51 is a pear-shaped rail. Saratoga and Schenectady Kailroad. 

 Sixty-five pounds to the yard. In use in 1855. 



l-'ijis. 48, 49, 50, 51. 

 Pear-Hbaded Bails, 1855. 



(From models, full eiiti . in the r. s. National Museum. ) 



The obtuse angle between the lower side of the head and the stem of 

 the rail made it difficult to apply a splice bar of any kind to advantage, 

 and this fact led to the introduction of the ring joint (see Fig. 120) (one 

 iron ring passing through two slots, one in each stem of adjacent rails 

 and passing around under the base of the rail and held in position by 

 a wedge driven between the ring and the rail stem). Chairs and other 

 joint fixtures attached entirely to the base of the rail were also experi- 



