A NEW STREET CAR RAIL. 



497 



by the numerous ruts in the space between the tracks as well as along side the 

 rails. These ruts were caused by wagons having a broader gauge than the tracks 

 being compelled to make use of them for various reasons. I suppose these mat- 

 ters have not claimed the attention of the commissioners. 



The tramways in Liverpool are the perfection of the system employed on 

 this side of the water, and I will endeavor to give you a crude idea of their ap- 

 pearance and construction. The Liverpool lines as now laid are conclusive proof 

 that when tramways are well designed and properly constructed there is not the 

 slightest impediment even to the narrowest-wheeled vehicles. The formation of 

 the proverbial rut is impossible with this tramway and after completion it presents 

 a symmetrical and smooth surface of great durability. The grooved rail I have 

 mentioned is best shown by the following illustration, and in connection with it 

 I have drawn the wheel in use. The groove is about three-quarters of an inch 

 wide and the flange is in the middle of the wheel : 



Fig. I. 



The following figure represents a section of the foundation and the track 

 as completed. It will be seen that the rail is flush with the granite blocks and 

 the latter on a level with the surface of the paving of the street, which in Wash- 

 ington would be the concrete shown in the illustration : 



Fig. 2. 



The bed or foundation consists of concrete mixed, and laid in the manner 

 usually adopted for our street work, and formed to within about seven inches of 

 the surface of the street. The surface of the concrete is carefully finished to 

 the exact cross section of the paved roadway. This concrete consists of six parts 

 of perfectly clean river or sea gravel, and eight of hard stones broken as angu- 

 larly as possible, to one part of Portland cement. 



The space between the rails and track and for eighteen inches on either side 



