19 



middle aud ends, G to 7 millimetres (.24 to .28 inch). The rib on the 

 lower edge of the flanges has a depth of abont 18 millimetres (.72 inch), 

 and projects abont 13 millimetres (.52 inch) beyond theonter fiiee of the 

 llange. 



For narrow-gauge and light railways tlie dimensions would be re- 

 duced in accordance with the weight, and for such Hues a weight ol 72.0 

 to 77 pounds is considered sufiicient. 



For rail fastenings reliance has been placed npon bolts, and the re- 

 sults have been entirely satisfactory ; the fastenings keep tight, pre- 

 vent vibration and rattling, aud reqnire little attention after llie track 

 has become well settled. The bolt-holes are oblong, and have rounded 

 corners. Tlie bolt used is 91 millimetres (3.G4 inches) long and 22 mil- 

 limeters (.88 inch) in diameter; it has a T-head 38 by 4G millimetres 

 (1.52 by 1.84 inches), and a cam shaped or eccentric neck 22 by 30 milli- 

 metres (.<S8 by 1.20 inches), for the purpose of allowing an adjustment of 

 gauge at curves, switches, etc. The bolt passes up through the tie and 

 through a '-crab" washer which bears on the flange of the rail and the 

 face of the tie; a Verona unt-lock: is then put on and the nut screwed 

 down npon it. The upper face of the washer and the lower face of the 

 nut are indented, so as to give a good hold on the nut lock. The ties 

 are sent out to the track with the fastenings separate in kegs, or with 

 tlie bolts in place and the nuts loosely screwed on, according to the 

 wishes of the division engineers; some of whom prefer one plan and 

 some the other. 



This tie presents the following advantages : 



First. Economy in material; owing to the maximum thickness being 

 given at the rail seat and a less thickness at the middle and ends, tins 

 effects a decided saving in weight and first cost. 



Second. Economy in manufacture; owing to the shapnig, bending, 

 and varying of the section being all done in tlie operation of rolling, 

 thus reducing the shop-work to a minimum; which is an important con- 

 sideration. 



Third. Economy in maintenance; owing to the little care and atten- 

 tion required, as shown by years of actual service. 



Fourth. Efficiency in making a good track; as also proved by years 

 of actual service. 



Fifth. Adjustment; owing to the arrangement of the fastenings per- 

 mitting the gauge to be widened at curves and narrowed nt switches ; 

 which is an important feature when a tie is adopted on a considerabh* 

 length of track. 



E. E. II. T. 



