TRAMWAY RAIL JOINTS. Cl. 
and so held, the problem is solved. Not only must they be true 
to surface and-line, but they must be abutted. It will not do to 
leave the usual expansion, This can be quickly demonstrated by 
cutting a groove }” wide in the head of the middle portion of a 
rail.” The surface and alignment are here true, but not abutted. 
A slight jar can be felt from the first, and in a short time becomes 
worse, and after continued use bad and rapid wear, accompanied 
by a low spot, results. In this case there is no motion of the 
rails, the evil is resultant from the motion of the cars. This, 
however, goes without saying, as the cars are the destructive 
agency, and it is only emphasized because it is a very prevalent 
opinion that if the rails as laid to-day could only be held rigidly 
level the problem would be solved.” 
He then goes on to explain an experiment made with what was 
virtually a continuous track, 1160’ long, the joints being secured 
with bars 5’ 4” long, and held with 1}” machine-turned bolts, 
filling at the same time the expansion by a carefully made dog or 
closer the same section as the rail. The results appeared so 
successful that the author obtained the Railway Commissioners’ 
sanction, 20th April, 1895, to lay 510’ of somewhat similar track 
at Newtown. The place chosen was between Missenden Road 
and Egan-street on the down line. The rails were 60 lbs., with 
fishplates 5’ long and 13” thick, and secured by twelve 12” bolts. 
The fishplates were made from old steel tires, re-rolled at the 
Esbank Mills, and afterwards carefully planed at the interlocking 
shops, Redfern, care being taken to plane the plates to fit the 
rails, the ordinary contact between the two rolled surfaces being 
considered insufficient. The 1}” bolts were machine turned, and 
a driving fit. 
The laying of the rails was begun on the first, and completed 
on the 16th November, the wood paving between and outside the 
rails being commenced on the 16th November and completed Ist 
December, 1893. At each end of the 510’ where the rails were 
secured, }” and 3” were respectively allowed for expansion. 
