[Maintenance of Way Rules]
[From the U.S. Government Publishing Office, www.gpo.gov]
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WAR DEPARTMENT TECHNICAL MANUAL
MAINTENANCE
OF WAY RULES
MILITARY R^TEWAY^ERVICE / LIBRARIES
| OCT 0 5 2W7 I
WAR DEPARTME
GIFT
UARY 1944
WAR DEPARTMENT TECHNICAL MANUAL TM 55-275
MAINTENANCE
OF WAY RULES
I
MILITARY RAILWAY SERVICE
WAR DEPARTMENT -.4 FEBRUARY 11)44
United States Government Printing Offi.ce Washington. 194.4
WAR DEPARTMENT, Washington 25, D. C., 4 February 1944.
TM 55-275, Maintenance of Way Rules, Military Railway Service, is published for the information and guidance of all concerned.
[A. G. 300.7 (11 Jun 43).]
By order of the Secretary of War:
G. C. MARSHALL,
Chief of Staff.
Official:
J. A. ULIO, Major General, The Adjutant General.
Distribution:
ID 55 (15); IBn 55 (75); IC 55 (15); X.
(For explanation of symbols see FM 21-6.)
CONTENTS
Rule Page
General Notice .................................... 1
General Rules .......................... A-N 2
Definitions ....................................... 4
Operating Rules....................... 1-108 8
General Instructions ............... 109-139 36
Flagging ........................... 140—156 41
Work Equipment...................... 157-167 45
Welding ............................ 168-171 48
Track Cars ......................... 172-221 50
Inspections ........................ 222-225 58
Tools and Material ................. 226—234 59
Roadbed and Drainage................ 235-248 61
Ballast ........................... 249—253 64
Rail ............................... 254-265 65
Ties ............................... 266-282 68
Spiking ............................ 283-288 71
Tie Plates ......................... 289-290 72
Joints ................................. 291 73
Turnouts ........................... 292-305 74
Lining and Surfacing................ 306-313 77
Railroad Crossings.................. 314-315 79
Bridges and Culverts................ 316-319 80
Signals, Telephone and Telegraph. . 320-326 81
General Rules for Supervisory Officers and Foremen ........................ 327-330 87
Duties of Personnel
Engineer, maintenance of way. . 331 88
Rule
Page
Assistant engineer, maintenance of way .......................... 332 88
Supervisor of bridges and build-ings .............................. 333 88
Track supervisor ................. 334 89
Signal and communication engineer ............................. 335 89
Assistant to supervisor of bridges and buildings .................... 336 90
Water service foreman............. 337 90
Bridge inspector.................. 338 91
Bridge and building foreman. . . 339 91
Assistant track supervisor..... 340 92
Track maintenance sergeant. ... 341 92
Section foreman .................. 342 92
Assistant signal and communication supervisor................. 343 92
Signal telephone and telegraph maintainers ...................... 344 93
Water service mechanics........ 345 94
Block Signals and Interlocking...... 95
Tables, Diagrams and Miscellaneous Information ...................................... 97
GENERAL NOTICE
The mission of the Military Railway Service is to provide prompt and dependable transportation by rail of troops and supplies required by the military forces in the execution of the tactical mission assigned to the combat forces.
All personnel in the Military Railway Service will exert every effort to insure the prompt movement of all trains at all times.
The rules and regulations herein set forth govern the railways operated by the Military Railway Service.
Special instructions may be issued by proper authority.
The word “railway” as used in these rules is intended to cover any railroad or railway company being operated as a part of the Military Railway Service, as well as new railway construction built for operation by the Military Railway Service.
Maintenance standards will be such as opportunity permits, and arbitrary safety rules become secondary to military necessity and the mission. Facilities for maintenance of equipment near the front are limited. Shops are established well in the rear to minimize enemy interference. Rapid repair or replacement of parts or units must be the rule to which mometary considerations should be subordinated.
In general, methods and practices of construction and maintenance will follow those outlined in FM 5-10. Special rules and instructions will be issued covering conditions and requirements of railroads being operated in combat areas and under blackout regulations.
1
GENERAL RULES
A. All personnel whose duties are prescribed by these rules and regulations will provide themselves with a copy.
All personnel whose duties are in any way affected by the timetable will have a copy of the current timetable with them while on duty.
B. All personnel must be conversant with and obey the rules and special instructions. If in doubt as to their meaning, they will apply to proper authority for an explanation.
C. All personnel must pass the required examinations.
D. Personnel employed in any service pertaining to maintenance of way are subject to the rules and special instructions.
E. All personnel will render every assistance in their power in carrying out the rules and special instructions and must report to the proper official any violations thereof.
F. Any condition which may adversely affect the movement of trains or engines will be promptly reported by the quickest available means to the proper official.
G. The use of intoxicants while on duty is prohibited. Personnel reporting for duty under the influence of intoxicants will be subject to disciplinary action.
2
H. Division superintendents will issue orders relating to smoking by personnel on duty at passenger stations or on passenger trains. Such orders shall conform at all times to restrictions regarding smoking as issued by higher military authorities.
J. Such identification badges as may be prescribed for the Military Railway Service will be worn by personnel in this service.
L. Military railway property and equipment will be protected by personnel of the Military Railway Service and such other troops as may be designated.
M. All personnel will be on the alert at all times to detect defective or unserviceable track or equipment. If facilities for making necessary repairs are not immediately available, necessary protection will be afforded, and prompt report made to the division superintendent or his assistant.
X
Personnel must inform themselves as to the location of structures or obstructions where clearances are close.
Personnel must expect trains to run at any time, on any track, in either direction.
Personnel must not stand on the track in front of an approaching engine or car for the purpose of boarding same.
N. Should trains be delayed by accident or other causes, all available personnel will unite in rendering prompt assistant as necessary to restore traffic.
3
DEFINITIONS
Military railway. All railroads, standard gauge or otherwise, which are constructed, maintained, or operated for the use of the Army, whether by military personnel or by civilian personnel under military direction.
Regulating station. A railway yard in the theater of operations through which military railway traffic moves under the control of a regulating officer.
Railhead. A point on, or at the forward end of, a military railway, at which troops and supplies are discharged for distribution by means of other transportation agencies.
Theater of war. Those areas of land, sea, and air which are, or may become, directly involved in the conduct of war.
Theater of operations. An area of the theater of war necessary for military operations and the administration and supply incident to military operations. The War Department designates one or more theaters of operations.
Combat zone. That part of a theater of operations required for the active operations of the combatant forces. It is divided into army, corps, and division areas, each comprising the zone of operations of the unit to which it pertains.
4
or
>er->er-on.
r of oves
of, a > dis-jorta-
Communications zone. That part of a theater of operations, contiguous to the combat zone, which contains the lines of communication, establishments for supply and evacuation, and other agencies required for the immediate support and maintenance of the field forces in the theater of operations.
Zone of the interior. The area of the national territory exclusive of areas included in the theater of operations.
Engine. A unit propelled by any form of energy and used in train or yard service.
Train. An engine, or more than one engine, coupled, with or without cars, displaying markers.
Regular train. A train authorized by a timetable schedule.
id air ie con-
of war i strati011 ie War ; opera-
Section. One of two or more trains running on the same schedule displaying signals or for which signals are displayed.
Extra train. A train not authorized by a timetable schedule. It may be designated as—
a. Extra. For any extra train, except passenger extra or work extra.
b. Passenger extra. For passenger train extra.
)erati°nS .mbatat111 on areaS’ > unit to
c. Work extra. For work train extra.
Superior train. A train having precedence over another train.
5
Train of superior right. A train given precedence by train order.
Train of superior class. A train given precedence by timetable.
Train of superior direction. A train given precedence in the direction specified by timetable as between opposing trains of the same class.
Timetable. The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special instructions relating thereto.
Schedule. That part of a timetable which prescribes class, direction, number, and movement for regular train.
Division. That portion of a railroad assigned to the supervision of a superintendent.
Subdivision. A portion of a division designated by timetable.
Main track. A track extending through yards and between stations, upon which trains are operated by timetable or train order, or both, or the us^e of which is governed by block signals.
Single track. A main track upon which trains are operated in both directions.
Two or more tracks. Two or more main tracks, upon any of which the current of traffic may be in either specified direction.
Current of traffic. The movement of trains on a main track, in one direction, specified by the rules.
6
Station. A place designated on the timetable by name.
Siding. A track auxiliary to the main track for meeting or passing trains.
Fixed signal. A signal of fixed location indicating a condition affecting the movement of a train.
Note. The definition of a “fixed signal” covers such signals as slow boards, stop boards, yard limits, switch, train order, block, interlocking, semaphore, disk, ball, or other means for displaying indications that govern the movement of a train.
Yard. A system of tracks within defined limits provided for the making up of trains, storing of cars and other purposes, over which movements not authorized by timetable, or by train order, may be made, subject to prescribed signals and rules, or special instructions.
Yard engine. An engine assigned to yard service and working within, yard limits.
Pilot. Personnel assigned to a train when the engineman or conductor, or both, are not fully acquainted with the physical characteristics or rules of the railroad, or portion of the railroad, over which the train is to be moved.
Train register. A book or form which may be used at designated stations for registering signals displayed, the time of arrival and departure of trains, and such other information as may be prescribed.
Reduced speed. Proceed prepared to stop short of train or obstruction.
Yard speed. A speed that will permit stopping within one-half the range of vision.
7
OPERATING RULES
Standard Time
1. Standard Time obtained from GHQ will be transmitted to all points from designated offices at 12 o’clock noon, daily, or at such other time as may be prescribed by the Manager, Military Railway Service.
2.
be
te tri
11 anv
Watches issued by the Military Railway Service must used by the following:
Engineer maintenance of way
Assistant engineer maintenance of way
Track supervisor
Supervisor of bridges and buildings
Signals and communications engineer
Assistant track supervisor
Assistant to the supervisor of bridges and buildings
Assistant signals and communications supervisor
Water service foreman
Bridge inspector
Bridge and building foreman
Track maintenance sergeant
Section foreman
Track car operators
Work equipment operators
addition to the monthly inspection, all officers and ■ their ,■ ’ - • - I
cc also । yardn or tri]
4- Each s^des f]
or at their But whe sponds i] lnitialan Retable. J1 retaii
In ;
personnel designated as required to carry certified watches must submit watches for weekly comparison and sign record thereof on form prescribed therefor.
8
ans-
Pck I
ibed 1
3. Where standard clocks are available, watches of train dispatchers, conductors, enginemen, hostlers and engine foremen must be compared with a standard clock before commencing each day’s work or trip. The time when watches are compared must be registered on a prescribed form.
In the event of failure of communication by telegraph, telephone, or radio with GHQ, it may be necessary to transmit time by courier, and in the event of such failure, effort should be made to secure standard time from any source possible.
must
Conductors, or engine foremen, and enginemen will also compare time with each other and with trainmen, yardmen, or firemen before commencing each day’s work or trip.
build-
>rvisor
Timetables
4. Each timetable, from the moment it takes effect, supersedes the preceding timetable, and its schedules take effect on any division or subdivision, at the leaving time at their initial stations on such division or subdivision. But when a schedule of the preceding timetable corresponds in number, class, day of leaving, direction, and initial and terminal stations with a schedule of the new timetable, a train authorized by the preceding timetable will retain its train orders and assume the schedule of the corresponding number of the new timetable.
icers a* certi&e< rison an<
Schedules on each division or subdivision date from their initial stations on such division or subdivision.
Not more than one schedule of the same number and day will be in effect on any division or subdivision.
9
5. Not more than two times are given for a train at any station; where one is given, it is, unless otherwise indicated, the leaving time; where two, they are the arriving and the leaving time.
The time applies at the switch where an opposing train clears; where there is no switch, it applies at the station.
Schedule meeting or passing stations are indicated by figures in full-faced type.
Both the arriving and leaving time of a train are in full-faced type when both are meeting or passing times or when one or more trains are to meet or pass it between ------- ''
those
times.
Where there are one or more trains to meet or pass a train at any station, attention is called to it by the numbers of the trains to be met or passed in small figures adjoining.
6. 7 he following letters when placed before the figures of the schedule indicate—
L—leave.
A—arrive.
S—regular stop.
F—flag stop to receive or discharge traffic.
Signals
7. All personnel whose duties may require them to gn signals, will provide themselves with the proper app] ances, and keep them in good -order and ready for immediate use. Those giving signals must locate themselves
10
so as to be plainly seen and give them so as to be plainly understood.
8. Flags of the prescribed color must be used by day and lights of the prescribed color by night. The use of lights as signals of any kind during blackouts or other special situations will be subject to such special instructions as may be issued at the time by proper authority.
9. Day signals must be displayed from sunrise to sunset, but when day signals cannot be plainly seen, night signals must be used in addition. Night signals must be displayed from sunset to sunrise.
10. Color signals.
Indication
Color
(a) Red ... .
(b) Yellow
(c) Green
(d) Green and white. . . (e) Blue
(f) Purple
Stop.
Proceed at reduced speed, and for other uses prescribed by the rules
Proceed, and for other uses prescribed by the rules.
Flag stop. See Rule 28.
See Rule 26.
Stop. (Indication for dwarf signals.)
11. A fusee burning red or blue on or near the track of an approaching train must be extinguished. The train may then proceed at reduced speed.
12. Hand, flag, and lamp signals.
Note. The hand, or a flag, moved the same as the lamp, as illustrated in the following diagrams, gives the same indication, except in the observance of Rule 12 (a) the hand or flag movement may be above the shoulder.
11
a. Stop. — Swung across the track.
b. Reduce speed.—Held horizontally at arm’s length.
/
c. Proceed.—Raised and lowered vertically.
d. Back. — Swung vertically in a circle at half arm’s length across the track.
12
e. Train has parted.— Swing vertically in a cir-
cle at arm’s length across
f. Apply air brakes.— Swung horizontally
above the head when
the track when train is
standing.
running.
g. Release air brakes.— Held at arm’s length above the head when standing.
h. Any object waved violently by anyone on or near the track is a signal to stop.
13
14. Engine whistle signals.
Sound
Indication
Apply brakes. Stop.
Release brakes. Proceed.
Flagman protect rear of train.
Flagman may return from west or south.*
Flagman may return from east or north.*
Answer to 14 (k) or any signal not otherwise provided for.-
When standing, back. Answer to 12 (d) and 16 (c). When running, answer to 16 (d).
Call for signals.
(Single track) To call attention of engine and train crews of trains of the same class, inferior trains and yard engines and of trains at train order meeting points, to signals displayed for a following section. If not answered by a train, the train displaying signals must stop and ascertain the cause.
(Two or more tracks) To call attention of engine and train crews of trains of the same class and to inferior trains moving in the same direction and to yard engines, to signals displayed for a following section. '
Approaching highway crossings at grade. To be prolonged or repeated until crossing is reached.
- Approaching stations, junctions, railroad crossings at grade and drawbridges, as may be required.
Note. The signals prescribed are illustrated by “o” for short sounds; ” for longer sounds. The sound of the whistle should be distinct, with intensity and duration proportionate to the distance signal is to be conveyed. The use of the whistle may be restricted or prohibited by special instructions.
(a) o
(b) - -
(c) - o o o
(d)
(e)
(g) O o
(h) o o o
(j) o o o o
(k) - o o
(1) - - O -
(m)------------------
14
Sound
Indication
(n) - - o (o)0- Approaching meeting or waiting points. See Rule S-90. Inspect train line for leak or for brakes sticking. Alarm for persons or livestock on the track.
(p) Succession sounds. of short
(q) - o When running against the current of traffic: (1) Approaching stations, curves, or other points where view may be obscured. (2) Approaching passenger or freight trains and when passing freight trains. (3) Preceding the signals prescribed by (d), (e), (r), (s), (t), (u), (v), and (w).
For additional tracks the following signals may be used:
(r) o Flagman may return from east or north on track.*
(s) o Flagman may return from west or south on track.*
(t) o o Flagman may return from east or north on track.*
(u) o o Flagman may return from west or south on track. *
(v) o o o Flagman may return from east or north on track. *
(w) o o o Flagman may return from west or south on track. *
* As prescribed by Rule 99.
15. The explosion of two torpedoes is a signal to proceed at reduced speed. The explosion of one torpedo will indicate the same as two, but the use of two is required.
Torpedoes must not be placed at stations or on public crossings.
15
16. Communicating signals.
Note. The signals prescribed are illustrated by “o” for short sounds; for longer sounds.
Sound Indication
(a) O O (b) o o (c) o o 0 (d) o o o (e) o o o o (f) o o o o (g) o o o o o (h) o o o o o (j) o o o o o o (k) o — o (1) When standing — start. ‘ When running — stop at once. When standing — back. When running — stop at next passenger station. When standing — apply or release air brakes. When running — reduce speed. When standing — recall flagman. When running — increase speed. When running — increase train heat. Shut off train heat. When running — brakes sticking; look back for hand signals.
17. The headlight will be displayed to the front of every train by night. It will be concealed or extinguished when a train turns out to meet another and has stopped clear of main track.
It will be dimmed-
fl. While passing through yards where yard engines are employed.
b. Approaching stations at which stops are to be made or where trains are receiving or discharging passengers.
c. Approaching train order signals, junctions, termi nals, meeting points, or while standing on main track.
d. On two or more tracks when approaching train iJ the opposite direction.
16
When an engine is running backward a white light must be displayed by night on the rear of the tender.
Figure 1.
Running backward by night, without cars or at the front of a train pulling cars.
White light at A.
18. Yard engines will display the headlight to the front and rear by night. When not provided with a headlight at the rear, a white light will be displayed.
19. The following signals will be displayed to the rear of every train, as markers, to indicate the rear of the train:
Figure 2.
Running forward by day, without cars or at the rear of a train pushing cars.
Marker lamps not lighted, or yellow (or green) flags at A A as markers.
17
Figure 3.
Running backward by day, without cars or at the rear of a train pushing cars.
Marker lamps not lighted, or yellow (or green) flags at A A as markers.
Figure 4.
Rear of train by day.
Marker lamps not lighted, or yellow (or green) flags at A A as markers.
18
YELLOW YELLOW
HKi-3
I S^BR9S bm
Figure 5.
Running forward by night, without cars or at the rear of a train pushing cars on single track, with the current of traffic on two tracks and with the current of traffic on passenger tracks where there are three or more tracks.
Lights at A A as markers, showing yellow (or green) to the front and side and red to the rear.
nuow yeuow
tED^ li0
YELLOW YELLOW
Figure 6.
Rurtning backward by .night, without cars, or at the rear of a rain pushing cars on single track, with the current of traffic on two tracks and with the current of traffic on passenger tracks where [here are three or more tracks.
Lights at A A as markers, showing yellow (or green) to side and. i direction engine is moving and red in opposite direction.
19
YELLOW
- \ RE0
nuow
A |HM|MMHn| \ YELLOW iIBHEM yellow
Figure 7.
Rear of train by night while running on single track, with the current of traffic on two tracks and with the current of traffic on passenger tracks where there are three or more tracks.
Lights at A A as markers, showing yellow (or green) to the front and side and red to the rear.
RED
)W
>*
I MH
Figure 8.
■ j
Rear of train by night when clear of main track. -I of
Lights at A A as markers, showing yellow (or green) t f to the front, side and to rear.
20 I
/ ' ll
• I
YELLOW
YELLOW
WRED
ELLOW
Figure 9.
Rear of train by night running with the current of traffic on designated track where there are three or more tracks.
Lights at A A as markers, showing yellow (or green) to rear on the side next to the other track in the direction of current of traffic and red on the opposite side.
YELLOW
VEUOW YELLOW
h**
Figure 10.
Rear of train by night running on any track against the current of traffic where there are three or more tracks.
Lights at A A as markers, showing yellow (or green) to the rear, with a red light on the platform or the cupola.
21
YELLOW
y 111 o w
RE0. \. /
vaiow /
*1IE\
*®
(Outside)
(Between tracks)
Figure 11.
(This illustration is for a road which uses the right-hand track.)
Rear of train by night running against the current of traffic on two tracks.
Lights at A A as markers, showing yellow (or green) to front and side and yellow (or green) to the rear on the side next to the main track on which the current of traffic is in the direction the train is moving and red to the rear on the opposite side.
Note to Rules 17, 19, 20, and 21: The diagrams are intended to illustrate the general location of the train signals, not the exact manner in which they are to be attached.
A train not equipped to display the prescribed signals will display a red flag by day and a red light by night, to indicate the rear of the train.
20. All sections except the last will display two green flags, and, in addition, two green lights by night in the places provided for that purpose on the front of the engine.
22
GREEN GREEN
\ A _ A /
m
Figure 12.
Running forward by day displaying signals for a following section.
Green flags at A A.
A A
GREEN. S GREEN
B B
Figure 13.
Running forward by night displaying signals for a following section.
Green flags at A A and green lights at B B.
23
OMEN A ___________ A GREEN
e 8
Figure 14.
Running backward by day, without cars or at the rear of a train pushing cars, and displaying signals for a following section.
Green flags at A A.
Marker lamps not lighted, or yellow (or green) flags at B B as markers.
GREEN
c"e< o,“"
GREEN
8ggBMBgp
"c° .e»
c!si^S^^Elrc
’,niow yeuow
Figure 15.
Running backward by night, without cars or at the rear of a train pushing cars, and displaying signals for a following section.
Green flags at A A.
Green lights at B B.
Lights at C C as markers, showing yellow (or green) to side and in direction engine is moving and red in opposite direction.
21. Extra trains will display two white flags and, in add! tion, two white lights by night, in the places provided foi that purpose on the front of the engine. I
24
^nn
A A
WHITE
J B as
Figure 16.
Running forward by day as an extra train.
White flags at A A.
A A
b b
Figure 17.
Running forward by night as an extra train.
White flags at A A and white lights at B B.
A
A
Figure 18.
Running backward by day as an extra train, without cars or at the rear of a train pushing cars.
White flags at A A.
Marker lamps not lighted, or yellow (or green) flags at B B asl markers.
A A
‘EkM.
red ye'.low^
ZT'^S^-^wEHraasME^E^w^- yeuow
tmow' TF# Hw^KsbKhS ITw reuow
Figure 19.
Running backward by night as an extra train, without cars or the rear of a train pushing cars.
flags at A A. lights at B B.
White
White
Lights at C C as maikers, showing yellow (or green) to side rotec for
Sidings of an assigned direction will not be used in a reverse direction unless authorized by the dispatcher, or in an emergency under flag protection.
he cor .OUS P ■ high' .an °r
106. Both the conductor and the engineman are responsible for the safety of the train and the observance of the rossini rules, and, under conditions not provided for by the rules, will take every precaution for protection.
3Sition
,ept wl'107. When a passenger train is receiving or discharging e prop traffic on the side toward a station, a train or engine will not pass between it and the station unless proper safeguards are provided.
:h tral
L08. In case of doubt or uncertainty, as safe a course as is justified by the military situation will be taken.
35
GENERAL INSTRUCTIONS
109. Personnel must not give information regarding train movements except to authorized persons.
110. Personnel must not remain near the track when a train is passing, as coal, stone, car doors, or other articles may fall from the train. In territory where there are adjacent tracks, personnel must not stand on any track while trains are passing, nor in front or in rear of switch stands, obstructing the view of the switch target to engine crews and trainmen.
Of
। rot.
| ca.
•tio
ii. A fc’der flitio | esti [st be
111. Personnel must not rely on others to notify them of approaching trains.
112. Personnel must observe trains closely and, if anything dangerous is noted, such as a loose or broken wheel, hot box, defective coupling, brake rod, or brake beam dragging, etc., they must call attention of train and enginemen to the fact by signal. Train and enginemen are required to observe trackmen, bridgemen, and other personnel as they pass and look out for signals from them. When inspecting passing trains, foremen must divide their gangs where practicable and safe so that trains can be closely observed from both sides. If nothing irregular fse, the is noted they will give proceed signal to rear of train. If if assista unable to communicate signals dispatcher should be faffed a notified of defective conditions. \
[•Th fcof piling |y Inte 'tion t
Shou
113. In emergencies, or in case of obstruction by accident| When or from other causes, suggestions based upon obscrva-Iking Or tion of the actual situation are useful and helpful in the|$ to prc
36
tin
n a I cles | ad-rack J jtch ) en-
[ any-wheel, beam nd en ien ar< er per (them divid .ins ca ■regnl3
accid6 obsem uim1
>m of
removal of cause. Reports in such instances should be made by personnel in the absence of the person upon whom the responsibility most normally rests.
114. Disregard of stop or caution signals, or failure to answer signals properly must be reported with a full statement of facts.
115. Unsafe track, bridges, culverts, or other obstructions to traffic must be promptly reported by wire after being protected in accordance with flagging rules. Conditions likely to affect safety of trains, such as storms, floods, fire, etc., must be promptly reported by wire and watched. In case of severe storms, track must be patrolled. Completion of repairs must be promptly reported when traffic has been obstructed.
116. All the facts must be fully stated when reporting accidents and unusual occurrences to avoid necessity of additional inquiries to obtain such information. Careful estimates of material necessary to repair damages must be made.
117. The telegraph service is indispensable in the handling of trains and must not be interrupted. Personnel handling derricks and pile drivers or doing work that may interfere with wires are required to use every precaution to prevent damage and interference.
118. Should trains be delayed by accident or from other cause, the conductor is authorized to call on any person for assistance. Personnel will respond promptly when so called and must assist with their entire force if necessary.
119. When large numbers of inexperienced personnel are working on the track, foreman must take extra precautions to protect them from accident.
37
120. It is dangerous to assume that signals given to the engineman or fireman have been seen, and if seen will be obeyed, when obedience to such signals on the part of the engineman or fireman is essential to the safety of personnel in the performance of duty. It must be known , that the signal has been seen, understood, and will be obeyed before a man is placed in a dangerous position.
/ |Foi
121. Personnel must thoroughly understand that they are ferve expected to take the initiative in placing slow orders wherever, in their judgment, track and bridge conditions |p0] are such that running at full speed is not safe and mustlLg, protect such locations as per rules.
122. Personnel must carefully observe signals displayed by all trains, and assure themselves before obstructing H 0pe the track that all trains and sections due have passed. Wproj
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123. All electric light or power wires are to be considers to be alive at all times. Personnel must not depend fol'^er their safety on the insulating covering of wires. Ur les' sto qualified personnel will not do any work with or near®g c electric light or power wires. I from
trials.
124. None but insulated track gauges must be used wher.. there are track circuits. R-woid
F' struct
125. Personnel working in or near the end of a tunne, $ when a train approaches from either direction, mu '''!,’kl stand clear of all tracks, and if in the tunnel, should o 1
cupy the refuge niches. If there is insufficient clearan, , or no refuge niches, arrangements must be made to wo: s'les i under flag protection. I Tlng or
126. Track cars must be operated rules governing their use.
. .* Oily oy-
in accordance wi u / g u troni pt not
38
127. Supervisors must see that personnel requiring goggles are provided with them and must see that goggles are used at all times when there is danger of flying particles entering the eye, and must be kept in good repair and clean condition.
128. When in doubt about wearing goggles, the supervisor or foreman must be consulted and his instructions observed.
129. Foreman of bridge and concrete and signal-tele-graph crews may make exceptions to the above whenever in their judgment the use of goggles would endanger the safety of their men.
130. Operators of welding equipment will be provided with proper goggles which must be worn when using a welding or cutting torch.
131. Every precaution must be taken to prevent fires. Stoves, stovepipes, and flues must be maintained in safe working order and precaution must be taken against fires from loose matches, oily waste, or other inflammable materials.
to 'J
132. Avoid the accumulation of refuse in or about buildings, structures, or cars.
7
133. Smoking is prohibited in or about buildings or cars containing inflammable material.
134. Ashes must not be deposited within 20 feet of any building or structure.
135. Oily or greasy waste or rags should be burned or re-; moved from buildings. Such material and greasy clothing must not be stored in lockers.
39
136. Woodwork in close proximity to stoves or stove pipes must be protected by noncombustible covering.
137. The ground under wooden bridges must be kept free of grass, brush, or rubbish.
138. Fires on or near the right-of-way must be extinguished or protected against. HI
139. Fire pumps, hydrants, hose, and appurtenances must f110115 be kept in serviceable condition. IIr01®
Iftrniin
Wan i < Th. ‘Wa;
‘lfln ha ^•icab'e.
Fininie,
S10li]cj
Ip reiiia rif;. ' W 3 train
Inhere j PXhe F1 Oil- first T Un^e.ss 5 I1* tor, fHepr
40
FLAGGING
140. Track must never be obstructed without first conspicuously displaying stop signals in each direction a sufficient distance to insure full protection, distance to be determined by grade, curvature, visibility, speeds, weather, etc. Signals must be in the hands of a reliable flagman having proper understanding of the use of signals. The flagman must stop all trains and give the engineman an explanation of the nature of the obstruction and its exact location.
141. If a train approaches flagman from the opposite direction, having passed the obstructions, flagman, when practicable, should remove torpedoes and must replace them immediately after train has passed.
142. Should the track be found unsafe or obstructed by a trackwalker, bridge inspector, or other lone employee, he will remain at the point of danger, if there is an unobstructed view in each direction of at least one-half mile, until a train is seen or heard approaching, when he will go toward train as rapidly as possible, displaying stop signals.
143. If there is not an unobstructed view for at least one-half mile, he will, after leaving red flag at point of obstruction, first go in the direction of the next regular train, unless a train is seen or heard approaching, and place two torpedoes on the right-hand side facing the point to be protected and then go in the opposite direc-
41
tion. If no train is due for considerable length of time, best judgment should be used as to which direction to go first. Train finding signals thus displayed will proceed, preceded by a flagman, until a cause is found. This method of flagging must never be used except in emergency and when only one man is available.
dr
»c
del
Personnel whose duties preclude access to a standard clock, must obtain time from train dispatchers, or compare and regulate their watches daily with those of conductors and enginemen who have standard time and have registered as provided.
ils w
IM nigt ptes
144. In placing torpedoes, they must be securely fastened to the top of the rail bn the engineman’s side.
foiver teed b *y> am ‘ eng Jtriict ie ent. the sp ial ty or li a whig
145. Torpedoes shall be replaced after passage of train that explodes them.
146. When the flagman is to be recalled, he will be noti fied by the foreman that the track or bridge has been made safe for the passage of trains. Flagman must not accept such information from any other source.
147. When work is necessary that will obstruct the track foreman must give chief dispatcher the location by milt post, the nature and probable duration of the obstruc tion, and find whether there are any trains that must no be delayed; then choose a time which will interfere a, little as possible with traffic.
[ Me [tion, ^erstan
148. When the track is unsafe, or is to be made unsafi for the passage of trains at the usual rate of speed, an this condition will continue over night, or the greatt
■10 usi [t!)e coj may
time i tog •oceet
Th
. erne
part of the day, notice of same must be sent by wire immediately to the superintendent, chief dispatcher and foadmaster. In such notices, the location and character of the obstruction and the speed at which trains can safely pass must be stated.
149. In addition to sending this notice, slow order sig-
anda nals will be placed as follows:
ir co 1 of« ndhi
faste
1 be11 has I must
the« m by £ obs t muS nterfc
of11 ■
150. A yellow flag by day, and in addition, a yellow light by night, placed on the engineman’s side of the track, indicates that the track 2,640 feet distant is in a condition for a speed of not more than 10 miles per hour unless a lower speed is specified by timetable rule or a different speed by train order or general order. A green flag by day, and in addition a green light by night, placed on the engineman’s side of the track 150 feet beyond the obstruction, indicates that the slow track has been passed. The entire train must pass over the designated territory at the speed required and a trainman will give proceed signal when the rear of the train has passed the green flag or light. The proceed signal will be acknowledged by a whistle signal 14-b.
151. When two or more gangs are working at the same location, the foremen must have a mutual and definite understanding for providing proper flag protection.
152. Track cars must be flagged the same as trains.
153. In using signals on two or more tracks, each track must be considered as a single track railroad upon which trains may be operated in either direction, at any time.
ide ui [ speed the g
43
154. Foremen engaged in bridge and track work must keep themselves supplied with following signals, and in proper condition ready for use:
12 6
2 2
2 2
2 1
torpedoes fusees
red flags
green flags yellow flags red lanterns
green and 2 yellow lanterns white lantern
155. Signal supervisors and maintainers must keep themselves and each man under them, who may be called upon to do flagging, supplied with the following signals and in proper condition for use:
12
6
2
2
1
torpedoes fusees
red flags
red lanterns white lantern
157.
(Irin ffleni h'on, be plate e> ation, the iv, chines,
158, of ivorj opei'vi oorforn
156. Messages or orders concerning the condition of track, bridges, or structures that affect the movement of trains must be in writing.
Opera ’eratin inst; Rned
ss.
*«lioriZCl fte mac.
■ llo,»T flntenan Rddai I Watir
44
WORK EQUIPMENT
157. Locomotive cranes, power shovels, ditchers, pile drivers, bridge derricks, tractors, and other similar equipment are very important and require the best of attention, both in maintenance and operation. Rules cannot be prescribed for every move to be made, and operators are expected to exercise the best judgment in their operation, making a thorough study of the equipment and the work to be done within the capacity of such machines.
158. Work equipment operator reports to the supervisor of work equipment and works under the direction of the supervising officer under whose jurisdiction the work is performed.
Operators will be governed by maintenance of way and operating rules and will familiarize themselves with current instructions governing the operation of the machine assigned to them.
159. Roadway equipment operators will not permit unauthorized or inexperienced personnel to occupy or operate machines in their charge without proper authority.
160. Operator is responsible for the proper operation and maintenance of equipment. All machinery must be inspected daily for loose bolts, nuts, cotter keys, and defects to operating mechanisms, and proper corrections made
45
accordingly. Defects should be reported promptly in order to make repairs before breakdown of equipment.
161. On steam-powered equipment the boiler anchor bolts and all pipe clamps must be kept tight to eliminate vibration and subsequent failure to pipes, boiler fittings, and appurtenances.
Proper inspection and test certificate will be displayed in the cab of steam machines.
Only an authorized officer or mechanic will be permitted to set safety pop-valve or alter steam pressure on boilers.
162. Before lifting loads, operator will familiarize himself with the lifting capacities of machine, normally indicated on name plate, and confine load capacities within safe limits. Cables, chains, ropes, slings, tongs, and any other members supporting the load must be examined often as necessary to make sure that they are in good serviceable condition. Proper lubrication of cables should not be overlooked. Proper-sized clamps must also be used for the cables as clamps too large or too small will be unsafe.
163. Operator must have a thorough understanding with other personnel as to signals to be used.
164. Operators must jemain calm at all times and be sure of all moves they are to make, as well as keeping any surrounding personnel at a safe distance from swinging loads.
165. Extreme caution must be taken to avoid sideswiping by trains passing on adjoining tracks, and all track ma
46
chines must be brought to a stop, the engine stopped, and the swing or rotating mechanism locked while the trains are passing.
166. All track type machines operating on main track must have proper flag protection.
d
ir-
on
167. Operators are responsible for the proper protection of traffic when working on or near tracks. When work requires boom to be swung over adjacent tracks on which trains are operating, operator must see that flag protection is provided.
iffl’ ( idi’ | ,hin any died rood ibles ; also small
r witb
7
ind be ngal1' I dnginM
47
WELDING
168. Welders will report to the supervisor of work equipment and will work under the direction of the supervising officer under whose jurisdiction the work is performed.
169. In using portable equipment care must be exercised in the handling of the pressure gauges on regulators, in order not to damage them.
170. The study of maintaining the proper flame is of the highest importance. A neutral flame is used for most work, while at times an oxidizing or carbonizing flame may be required.
171. To make a good weld it is necessary to start at the bottom of the crack or fracture and fuse the metal perfectly all the way through. (To get perfect fusion, metals over y8 inch thick must be chamfered or beveled on each side in order to permit the flame to penetrate to the bottom.) In doing so the flame should be directed at the work at an angle of about 65°. Usually the weld should advance in the direction in which the torch is pointed, thereby preheating the metal as the weld advances. \
The flame should never be permitted to play continuously upon one particular spot, but must be kept constantly moving in a circular motion, in this way heating a limited area until the surface heated presents a 48 t fl
lip-1 vis-1 per-j
zised :s, in
uniformly glossy white appearance, free from specks of scale. Apply the filling rod by rubbing over the area previously heated, at the same time describing a half circle about the rod with the torch, occasionally removing the rod and describing a complete circle with the flame, striking the work at right angles, thereby fusing all the edges, and preventing molten metal from collecting opposite the half-circular motion and running over the cold metal in advance of the welded spot being completed. Never direct the torch on the filling rod in an effort to drop the metal on the place to be welded, as it is impossible to make successfully a weld in this manner on steel or cast iron.
Use proper filling rod for weld being made.
jfthe mosl flat* i
at th'I :al Pell ftisioi beveM dh'ectl he torch weld a<
t be kel way H preset
49
TRACK CARS
172. Definition.—Unless otherwise indicated,
the
term
“car” where used herein will
apply
to
motorcars,
hand
cars, velocipedes, trailers, and push cars, and all
on-track
roadway machines.
If operating under
train
transportation rules shall govern their movements.
orders,
173. Track cars must be used only in Military Railway Service. No persons other than officers or enlisted men in the discharge of their duties will be permitted to ride upon or use such cars, except in connection with Military Railway Service.
174. Unauthorized use of a track car will be immediately reported to the officer in charge.
175. Only those designated who have been properly qualified will be allowed to operate track cars.
176. The operator of a track car will be held responsible for proper operation and for all accidents and must protect himself and others against accidents, flagging as per operating rule No. 99 when required. The presence of an officer, or noncommissioned officer of any rank, on the car does not relieve the operator of his responsibility for the safe operation of the car. However, an officer or noncommissioned officer of any rank riding on the car should satisfy himself that the car is being operated safely and properly, as the situation requires.
50
177. Operators of track cars must carry a copy of the current timetable covering the territory over which they are moving, and familiarize themselves with special rules and instructions. Each track car must carry the following equipment:
12 torpedoes
6 fuzees
2 red flags
2 red lanterns
1 white lantern
178. The speed of motorcars must not exceed that at which the cars can be stopped within the limit of safety, and must not at any time exceed the speed given in the following table for the'kind of car and class of service indicated:
Gang cars without trailers Gang cars with trailers Light inspection cars All cars through turn-outs, over switches, frogs, railroad crossings, and public or private crossings, and tunnels
— 20 miles per hour
— 15 miles per hour
— 20 miles per hour
— 5 miles per hour
179. Operators must familiarize themselves with time of regular trains and will be required to exercise sufficient caution to avoid being struck by a train, flagging curves and other obscure places when necessary, and to take every precaution to avoid accidents of any kind, stopping before passing over street or road crossings unless the way is seen to be clear. In case of doubt, crossing must be flagged. Operators must familiarize themselves with the position of fixed and block signals used on their respective territories. In case of doubt or uncertainty the safe course must be taken.
51
180. Lookout must be maintained in both directions when track cars are in use.
181. Track cars moving in the same direction on one track or following a train must be kept a sufficient distance apart to insure safety. Track cars must not be attached to trains.
Ill
188.
Tad
182. When track cars are operated at night or through tunnels, they must be equipped with a white light in front and red light to the rear.
183. A track car must not be used on the main track when view is not clear on account of fog or other weather conditions unless properly protected.
184. When necessary to open switches for the use of track cars it is the responsibility of the operator to see that the switch is lined and locked in its normal position.
185. Section men, linemen, bridgemen, water service men or others authorized to operate track cars will secure a “line-up” on the movement of trains but this does not relieve the operator of track car of any responsibility so far as the safe operation of track car is concerned. The same piecautionary measures, such as flagging curves, । must be taken with a “line-up” as without it, and close | lookout must be kept for extra trains not shown, regtilar trains annulled and run ahead of their schedule, or of trains that may be turned back from any point.
186. When “line-up” is desired, operator of track car will request same of telegrapher, who will secure it from dispatcher.
187. On two or more tracks, motor cars should be run with the current ol traffic, except in emergency. Hand cars and velocipedes should be run against the current of traffic.
to at. itors
• Car$ flagwh the t fotectj
'her cl । be s be
■ Trs ePt it I hanc
accd j. eft ’Win '"“Site
52
A sharp lookout must be maintained in both directions, as trains are liable to be run against traffic at any time.
188. Torpedoes exploded or flags or fusees displaced by track cars must be replaced.
Sh in
ack her
189. A motor track car must never be used to push another car. When used to move another car, the motor track car must always be ahead and attached close to the car being towed. No one shall be allowed to sit with legs between such cars.
rack
t the
; md tire •
>s iio ibiii1
Th survei d clos fegula
°r
In attaching motor track cars to trailers or in coupling trailers together, substantial drawbars must be used.
190. Track cars must not be left standing on main track except in charge of a sufficient number of men to properly handle them.
car i-oiF d’
191. Cars must be removed from the track or protected by flag when not in use. When they cannot be removed from the track to clear an approaching train, they must be protected as prescribed in flagging rules.
192. When cars are removed from the track, they must be placed not less than 6 feet from nearest rail, and so located that they cannot foul the track. They must not be left standing where they will obstruct a highway or private road crossing. They must be kept locked when not in sight of the men in charge; and at night and other times when not in use, should be kept under cover.
1 berl 1 . flat e ci»'re
193. Care must be exercised in placing motor track car on or off the track and in loading or unloading tools to avoid disturbing the adjustment of the engine or car.
53
194. Cars must be under absolute control when passing through yards and bystations, over switches, or through interlocking plants. At all other points Speed is to be restricted as prescribed by rules.
195. Cars must be operated with care in passing trains receiving or discharging passengers and must not be run between such trains and the station. They must be operated at reduced speed while passing section men working on that or adjoining tracks and must be pushed throughout the actual working limits of extra gangs, or other large bodies of men.
196. Track cars passing a train standing on an adjacent track must not exceed 5 miles per hour and be prepared to stop in case someone should step out from between the cars.
2l ni
I ft I mi
I 202. bop; Ourj] bin
203. ( pte ( Mie h th ’e mei arting
197. A track car must be stopped and persons using car must step off track when a moving train is passing on adjacent track.
®\M0 arting e We
M ar(
198. Engine must not be raced or left running when the car is standing.
199. Operators are responsible for the proper maintenance of the car in their charge and a report must be I made to the superior officer if the car is in need of repair or is, in their opinion, unsafe to operate.
lst be g ’ and if must b, W lot f ^aniij [Mop
200. Motor track cars must be thoroughly cleaned and all bolts and nuts tightened at least once a week. A thorough inspection of all parts must be made when cad is overhauled or cleaned.
I reW(
K be
lel
54
ng gh be
tins
run periling ugh->the
acen pare twee
201. All wearing parts and bearings of engine and car must be kept properly lubricated. When lubricated gasoline is used, it must be properly proportioned and mixed before it is placed in the fuel tank.
202. When the motor has a watercooling system, water hoppers and radiators must be kept properly filled, and during freezing temperatures they must be protected against freezing or the water drained when not in use. ’
203. Operators must thoroughly understand the complete cycle of operation of the engine, study the printed booklet of instructions furnished, and acquaint himself with the gasoline system, electric equipment and circuit, the methods of lubrication, and the proper methods of starting and stopping the engine and car.
ng ei ona
hen1
204. Motor track cars must be inspected carefully before starting to detect loose or broken parts, and to see that the wheels are not excessively worn and are in proper alignment. A running test will be made to see that brakes are working properly. When running, attention must be given to any unusual noise about the engine or car, and if any unusual noise is heard while running, the car must be stopped and adjusted before proceeding. In making long runs, the car must be stopped frequently and examined for overheated parts or bearings and to insure proper lubrication.
main must oM
aned 1
205. Extreme care must be exercised in the handling of gasoline, and gasoline should preferably be stored in tanks removed from the motor track car house. Gasoline must be strained through the wire screen of the funnel furnished for that purpose when filling fuel tank.
Fuel tanks, oil cans, and funnels must be kept clean.
55
Gasoline must not be handled near a lighted lantern or any other flame or when motor is running. Motor track cars must not be inspected with matches or torches.
21
)er
206. Monoxide gas is one of the most deadly poisons and it is strictly forbidden to operate a gas engine or motor car inside a tool house, motor car shop, or any other building, unless doors and windows are open.
216, like. on fa
207. Only insulated cars shall be used where there are track circuits.
217,1
208. Windshields obstructing a clear view are forbidden,
209. Before starting, there should be a thorough understanding as to what part each person is to take in handling the car should an emergency arise necessitating ; prompt action.
K1S, 7
raj pl] eg;
J|
210. A motor track car must never be operated under its own power unless person running the car is on the car. Before applying power, whether starting or running, see that spark lever is in the retard position.
To( ld bra( Jst not
r• -Vor( F not hand F and i [ O1'fed Hi
211. Men in charge of motor track cars must not permit i occupants to ride in insecure or careless positions. |
212. Personnel must never get on or off a moving track] , car. When the car is being started, it is permissible t°lcyof ~ get on the car from the rear. IL.,J
' f pete7toi
:hel
'4 ■ I ide
uid< 1 112 itati
ider
-he c mini
tper ais.
215. When rails are slippery due to wet weather or frost, a greater distance is required to stop a track car and the person operating the car should take this into account.
216. Operators must keep a constant lookout for dogs or other animals. Also for objects such as stones and sticks on rails which are liable to be struck and thus derail car.
217. ‘Do not adjust motor track cars while in motion. Adjustment of carburetor is permitted.
218. Track motor and hand cars are to be used only for transporting men and tools. Heavy materials, such as ties, rails, frogs, etc., must be transported by means of push cars or trailers.
219. Tools and material must be properly placed on cars and braced to prevent their .falling off. Track jacks must not be carried on the front end of the car.
220. More than the required number of dry cell batteries must not be used. Spark coil vibrator must be kept clean and properly adjusted. Spark plugs must be kept clean and free from carbon. Timers must be kept clean, well oiled, and in proper adjustment. Wiring must be properly insulated and connections kept tight.
■5
221. To secure the lowest maintenance and highest efficiency of the engine, the carburetor must be adjusted by a competent man and must not be tampered with. Gas line must be kept free from stoppage and leaks immediately repaired.
dieca
eIfterg f
Do*10 '
57
INSPECTIONS
222. Track must be inspected daily by track maintenance jlp.f sergeant or section foreman. He will observe track I 51 )f Wer
225. Buildings and other structures will be inspected directed by the supervising officer.
58
[? '"’“A.
TOOLS AND MATERIAL
nan tra
iv at< [e« rep1 or c pint
>bri< ill m .Ul'E ‘ [ wit any ation ents.
226. Foremen and others are responsible for the proper use and care of the tools, material, and supplies in their charge. Lost tools must be promptly reported and tools must not be loaned without proper authority. When not in use tools must be locked up.
227. No tool must be used for any purpose other than that for which it was intended. Defective and wornout tools must be turned in and not used.
228. Care must be used to keep tools clear of passing trains and they must be loaded on track cars so that they do not fall off when car is moving.
229. All tools and material shall be carefully inspected and checked against invoice or shipping notice when received. Report of receipt and any exceptions must be made promptly. Material that varies from specifications must not be used without special authority, and will be held pending disposition.
1'6 lined' end
; or s jusse5
230. All surplus tools and material must be stored in a neat and orderly manner at designated points. Piles to be not nearer than 6 feet from nearest rail.
nspec(
Scrap material must be picked up and stored at designated locations.
59
Timber and piling not intended for immediate use must be piled in line with the approved standard practice, and properly safeguarded from fire.
231. The level board shall be tested often to know that it is true. This shall be done by shimming up the level board until the bubble is in the middle of the tube. Mark the exact position of the board with a pencil. Turn the level board end for end and place it on the same spot. If the bubble remains in the center of the tube, the level board is accurate; if it does not, the level board will be sent in for repairs, or exchanged.
235,
F
W
pact
iear;
36.1 nd t tion, cam
aterv
232. The standard tool list will be posted in each section tool house.
233. Cars must not be loaded beyond their load limit. The weight will be equally divided with respect to trucks and side load. When in doubt as to height and dis tribution of load, cars must be weighed.
234. Cars must be loaded in such a manner as to insure safe passage through bridges and tunnels, and by c on adjacent tracks. When in doubt, vertical and horizon tai clearances must be checked to know they are \.....
authorized limits.
withir^1 Al
>em t( iarly
^perim r Supei
Ides jr a
lbricige] Tcti«gi e?0)'tec! ।
60
56555
ROADBED AND DRAINAGE
235. For standard gauge single track the roadbed should be 15 feet wide on embankments or cuts; for double track, not less than 28 feet should be provided on embankments and in cuts. Parallel tracks on tangents are spaced not less than 13 feet centef- to center; on curves the distance should be increased to maintain equivalent clearances between equipment on adjoining tracks.
7
236. Deforestation, soil erosion, highways, paving, etc., tend to accelerate run-off, cause channel changes and sil-tation. The effect is to greatly increase the rapid rise of streams and increase hazard to the roadway and at waterway openings.
237. All personnel, especially those whose duties require them to pass frequently over the tracks, must be particularly watchful at all times and promptly report to the superintendent, maintenance engineer, track supervisor, or supervisor of bridges and buildings, any evidences of high water coming to their notice which might cause slides in cuts or fills, or scour around culverts or at bridge abutments or piers.
238. It is the duty of the track supervisor and supervisor >
of bridges and buildings to see that all high water marks i
affecting roadbed and bridges are carefully preserved and ' reported to the maintenance engineer for record. ;
565552°—44---3
61
239. It is the duty of the supervisors to carefully observe the effect of flood waters on buildings, roadbed, and bridges. As soon as possible after flood waters have receded and before the marks of drift or other flood evidences have been destroyed, they should endeavor to determine the cause of the flood conditions and what remedial action should be taken, and make suitable report to the maintenance engineer.
240. A well-drained roadbed is the cheapest and most effective means of obtaining good riding track. The first requirement for a successfully drained roadbed is to see that all ditches and waterway openings are uniformly constructed and kept open at all times for the free flow of water. Track ditches should have a fall of from 4 to 6 inches in 100 feet.
241. Embankments poorly constructed or improperly widened provide a sure hiding place for water which passing trains will rapidly develop into water pockets which will result in difficult and expensively maintained track.
242. Channels and streams must be examined for a considerable distance away from the track and frequently cleared of brush drift or other movable obstructions which may interfere with the free flow of water. Such obstructions are the frequent cause of overflow or changes in channels which result in serious damage to the roadbed.
243. Ditches, drains, and culverts must be inspected frequently and kept clear of all driftwood or other obstructions that would in any way retard or restrict passage of water through openings or cause water or drift to back and damage railway or other property.
2
1
I
I P>'
I ba
I 216
as i line for dive.
be of be bi ffoiv j
247. ( )rotec b’tch
-ourfr ^ban, 1 ®usi dth br
Ca
>e at fl ;Pt ope ay is t( Vert th
e I
d
’6 I
>d
to at re- :
244. After a snowstorm ditches must be cut through the snow wherever a sudden thaw would be likely to flood the track.
245. Surface ditches, when improperly placed, are frequently the cause of slides. When placed at the bottom of embankments, a berm of sufficient width should be provided to insure against filling of the ditch from embankment slides and wash.
tost fhe s to mty flow
4 to
246. In the drainage of cuts, ditches should be located so as to avoid damage to roadbed. Where the adjacent land slopes toward cuts and surface ditches are provided for the purpose of intercepting lateral drainage and diverting it from cuts, they shall be so located as not to cause or be undermined by slides. Surface ditches should be of adequate size and where practicable a levee should be built up on the side nearest the cut to prevent overflow into cut.
vhich ickets ained
a c°n'
actions Suci
;hangel ie r°ad
247. Cross-drains must be put in wherever necessary and protected at the ends against washing. The end of a ditch must be diverted from the roadbed so that the scouring action of the water will not weaken or wash the embankment. Where such scouring becomes injurious, it must be controlled by cribbing with old ties, filling with brush or large stone, or riprapping.
J
ctedfrf obstru< assage < to baC
248. Care must be exercised to provide adequate drainage at highways and crossings, and that a passageway is kept open for drainage. When the drainage of the highway is toward the track, special care must be taken to divert the water from the roadbed.
63
BALLAST
249. Bank widening and ballasting will be done in line with current instructions. Befor’e distributing ballast the roadbed must be properly prepared to receive the ballast. All unsatisfactory material above the bottom of the ties must be removed and used to widen narrow roadbed to standard section. In stripping track, care must be taken to see that all material is removed and evenly spread on the shoulder so that the finished roadbed will be smooth and free from loose dirt.
a ug be
R;
yes
I
|hen j sho
250. Open track must be protected by necessary slow order. Such track must be carefully watched; loosen bolts if necessary, to avoid buckling and throwing track out of line.
251. When surfacing track out of face, ties shall be spaced, unserviceable ties replaced, gauge corrected, tie plates adjusted to full bearing, spikes driven down, anchors reset and track lined to center.
252. In unloading ballast, care must be taken to secure uniform distribution of material in order to complete the work with the minimum rehandling.
253. In raising track, jacks shall be worked in pairs directly opposite each other and both rails lifted to the same elevation, which must be determined by the use of level board.
Hoi $ pi
0n;
' lin<
1' 100 ■ !xam a s 6 i[
’ toails p be |e beii
H it j< I had to
I toai] fe reir
64
RAIL
line the I last.! ties [bed . be enly will
254. Rails will be placed in position by use of rail tongs, lining bars, or rail forks. Under no circumstance will rail be struck with maul or similar tool.
255. Rail will be laid in line with current instructions. Curves will be staked and track lined before rails are laid.
When relaying or replacing rail with second-hand rails they should be carefully matched.
slow
'osen rail is prohibited.
256. Holes in rails must be drilled. Burrking holes in
.rack
257. On a curve the inner line of rails is shorter than the outer line by about 1 inch for each degree of curve in Il every 100 feet, necessitating occasional use of short rails. ■ jt For example, in every 100 feet of a 6° curve the inner tail is 6 inches shorter than the outer rail.
1, tic .own
258. Rails for curves, of 6° and over, may, when required, be curved by the use of a standard rail bender eClir< before being laid. Curvature shall be uniform throuffh-but.
rs d: o th ase o
259. If it is not feasible to replace a broken base rail in main track immediately, a pair of angle bars shall be applied to the rail, using two bolts through the outside toles. Rails in the main track of main line so repaired 'hall be removed as soon as possible.
65
Until rail is replaced, a restrictive speed train order Q, shall be placed on the track.
fei
260. A broken rail found in main track must be pro-tected immediately by flagmen and no trains allowed to pass over it until it has been determined that the rail is in such condition as will permit the safe passage ol trains. If it is decided trains may pass over the rail safely, all trains must be stopped before reaching the break and then allowed to proceed at slow speed. ’ II a suitable rail is not available, the broken ends of the rail must be connected by joint bars, the rail drilled and^Ure the joint bars full bolted, after which traffic may be re ' sumed at a speed not to exceed 10 miles per hour. Thtp^ rail must be removed from track as quickly as possiblep of speed restrictions then removed and report made or proper form to the track supervisor and maintenanc j-j)( engineer. '-L,,
261. All foremen shall acquaint themselves with the a[ pearance of serious defects in rails, such as piped rail " transverse fissures, crushed heads, split heads, and spli e °i webs. It is the duty of supervisors to instruct their fori ;1 men in these matters so that such defects can be readil n,11g ,recognized, the rail immediately removed and a corre report made.
he r
in a gang
262. Internal fissures found in steel rails are of four type namely:
F irst—T ransverse
Second—Compou nd
Third—Horizontal
Fourth—Vertical
I Eve hh
|en t( ; snpg I have
263. Internal fissures are found only in the heads rails. The point of origin of the transverse fissure in
leer c
66
n ori
be p owed the! ssage the I )ing iced.
,s of lied iy b< ir.
poss nade nten
called the nucleus and is indicated by a granular appearance as distinct from the smooth face of the rest of the fissure. The transverse fissures occur predominately on the gauge side of the head. When failure occurs before the growth of the fissure has reached the rail surface, its appearance is smooth, bright, and lustrous, and is sometime described as a “silver spot.”
In cases where the fissures reach the rail surface before failure occurs, air and moisture enter, making the fissure dark colored with respect to the other metal. This type may sometimes be detected before failure through the appearance of a vertical crack on the gauge side of the head.
The compound fissure is a combination of the horizontal fissure and transverse fissure occurring close together.
h th< ped' and heir je re a co
The origin of a horizontal fissure has the appearance of a seam running horizontally through the head of the rail usually from % inch to 1 inch beneath the running surface. The fissure grows outwardly from this origin and may result in a visible horizontal crack on the gauge side of the head.
I{264. Every rail giving evidence of transverse fissure 0111 through the appearance of a vertical crack, as described above, will be immediately removed from track and broken to determine whether or not there is a fissure. The supervisor will personally examine such rails after they have been broken and report his findings promptly.
265. Emergency stocks of rail and track material will be hea carried in yards and on sections as designated by the ■ fisS' engineer of maintenance.
67
TIES
----------------------------------------------------------- 1271
Th.
266. Tie inspection must be made as directed by the en- CXC( gineer of maintenance to determine requirements for 0,11 renewals.
272.
267. In handling creosoted ties, care must be taken to avoid bruising surfaces, splintering, and cutting or break- |Olnt ing through layer of wood penetrated by creosote.
268. During the progress of tie renewals, the section fore-. 4re men shall use their judgment as to which of the spotted 'ored ties shall be first removed. They shall not remove any ties even though spotted, which, in their judgment, 74. V would give at least 1 year’s additional safe service. They dzed
shall give preference to the removal of broken ties, f rai]
whether spotted for renewals or not, removing such ties from main track when found. When section foremen pj find ties not spotted for renewals, which in their opinion are no longer serviceable they shall mark such ties and when the check is complete, present their recommenda tions to the supervisor.
*6. Tj ack is Mur
I fUnt o 269. Extra gangs shall not be permitted to make tie req(C1 newals, except in special’cases which must have the ho jn ' specific approval of the engineer of maintenance ancj, 1 the work shall be under the supervision of the supervisoi^j^^1 or his assistant. In such cases the examination anUa^ marking of ties to be renewed preferably should be madi by the section foreman on the section where the wod??
is to be done.
: red sh
68
,en t area
n for pott< ve at
giner n ti' ich ti
ore®1 jpinK ies a’ lmen(
e tie iave 1 nee 3 ipervt ion ‘ be ® the *
270. Ties shall not be punctured or otherwise damaged with pick, shovel, or other tools in handling. Spacing of ties shall not be done with mauls or other tools that will damage them.
y • ’
271. The largest and best ties shall be used at the joints. The maximum spacing of ties at the joints shall not exceed 10 inches. Intermediate ties shall be spaced uniformly as measured from the center of the ties.
272. All ties shall be placed at right angles to the track and none shall be placed obliquely to suit irregular joints.
273. All ties shall be lined from the center of the track. Care must be exercised in placing treated ties which are bored and adzed so that spikes will fit the bored holes.
274. When necessary, twisted and crooked ties may be adzed in order to obtain proper bearing for the base of rail or tie plate.
275. Bowed ties shall be placed with the bow up.
276. The excessive rail cutting of serviceable ties in the track is often the result of the adjoining renewed ties not furnishing their proportion of rail support, on account of being improperly tamped, which compels the older, solidly bedded ties to do double work, and results also in rough riding track. When renewing ties, the old tie bed and adjacent ties should be disturbed as little as possible. The new ties will be solidly tamped and the track left in good line and surface.
277. The tamping and ballast trimming for all ties renewed should be completed each day.
69
278. New, treated ties will in no case be used for temporary tracks, cribbing, or blocking. New ties of any kind shall not be used for other purposes than cross ties without special authority.
279. In renewing ties, the track will not be jacked up to pull out ties as the ballast is disturbed and runs under adjoining ties, spoiling the surface of the track.
280. Tie plugs will be kept on hand and the invariable practice will be to plug every spike hole from which the spike has been withdrawn, using treated plugs. Care will be taken to drive' plugs the full depth of hole. When practicable spikes will be driven into the plugged holes to avoid weakening the tie by additional holes.
281. New ties, when not required for immediate use, will not be allowed to remain scattered along the track but will be piled on dry ground less than 15 feet from the center of nearest track, in neat piles of approximately 75 ties in each pile. Untreated ties shall be piled in layers of nine alternately parallel with and at right angles to the track, except the bottom layer which shall be at right angles to the track but contain only two ties.
282. Ties shall not be distributed where they will block ditches, culverts or other waterways, nor where they are Ijkely to be carried away by flood.
SPIKING
283. Cross ties on tangent track shall be spiked to each rail with two spikes. The two inside spikes shall be driven near the west edge and the two outside spikes near the east edge of the tie but not less than 2 inches from the edge; timetable directions to govern.
284. On curves, three or four spikes may be used for each rail as necessary to, hold track to gauge. When three spikes are used with tie plates the third one shall be driven close against base of rail.
/
285. Care shall be taken to prevent injury to the rail by a blow from the maul.
286. Neck-worn spikes shall not be used.
287. The gauge shall always be used when spiking and not lifted until spikes are fully driven.
288. Spikes shall not be placed in the slots or near the ends of insulated joints or of joints on bridges.
s *
71
TIE PLATES
J
- -------------------------------------—------------
289. Plates shall be so set as to give uniform bearing on the tie and for the rail on the tie plate, and ties shall be adzed where necessary only sufficiently to secure these results. Plates shall be set at right angles to the rail and with the shoulders tight against the rail base.
290. Canted plates (plates that cause the rail to lean in towards the center of the track) shall not be spotted in with flat plates, but may be placed out-of-face under proper conditions and authority.
(
72
JOINTS
on i tall ure the ase.
n in ,tted| rider
291. Provisions for expansion at joints will be made in line with current instructions. Rail joints must at all times be fully bolted and kept tight. Broken or cracked joint bars must be replaced and joint ties must be properly spaced and tamped. Center bolts must be tightened first. In tightening bolts standard wrenches must be used.
73
TURN-OUTS
292. Switches and turn-outs must be installed and main tained according to standard plans or special instructions.
Where it can be avoided, turn-outs should not be located on the outside of curves; and on track where the traffic is in one direction, they should not face the current of traffic.
Allt frm redc ivitch rail a pre
293. Stock rail.—In split switches, the gauge side of the main track point must be in line with the gauge side oi / the stock rail in advance of the point. The point mus i, fit closely and accurately to the stock rail throughout. The bend in the stock rail will be in accordance wit k ■ ' standard plans and will be kinked with a rail bendfl ‘ Throughout turn-outs, special attention will be paid tj^ the surface, and care taken that the heel of the switc । 1 point does not become low. I
b, must es an -ice
thor frac
IT ma-■ KU
294. Guardrails— Guardrails will be applied in accord: i, t;
1 of pl I c°nne I Point ]'ail ant Md01 pof,
ance with standard plans. When approved forms । guardrails, other than shown on standard plans, a1 used, they will be applied in accordance with sped instructions. '11
295. Flangeways— The flangeways of guardrails will maintained at the width shown on standard plans; wide flangeway causes excessive wear on the frog.
thr<
hi'oty ll ches .
296. Switch points must fit accurately against stock rail and be properly adjusted. Switch stands must be kept fully fastened to head-block ties and set plumb. Switch targets must be kept securely fastened and in proper position.
ml
.iStt
not wl
ace
297. Movable point crossings, spring rail frogs and switches must be kept clean, oiled, and free from snow, ice, or other obstacles. All movable parts must work freely.
298. All ties throughout the turn-out or crossing must be kept firmly tamped. Slide and heel plates must be centered on the tie and provide a full, even bearing for the switch points. ( When renewing a switch point the stock rail must also be renewed where necessary to secure a proper fit.
» of| ; sid nit i jugh lice
299. ‘All bolts in switches, frogs, guardrails, and crossings must be kept tight. Foot guards at frogs and switches and fillers at guardrails must be maintained in accordance with the standard plan.
bet
> pai '300. A thorough inspection must be made each working
m sk day by track supervisor or track foreman of all turn-
outs on main line and important switching leads, testing and examining switch and switch stand for lost
.n aC for*1 plan5 ith si
motion, throw, gauge and line through turn-out, condition of plates, joint bars at heel of points, switch locks, connecting rod bolts, cotter keys, loose bolts, rivets, point and throat wear of frog, movement of wing rail and its connections, spring bolts, spring housing; hold-down devices; examine guardrails for wear,
condition of clamps, gauge and bearing on ties.
,ils w d Pla e fr°l
'301. Throw of switch points, when installed, will be inches and will not be permitted to become less
75
than 4 inches in main track or less than 3% inches in other track switches.
302. The proper elevation of stock rail and wing rail of frog must be maintained.
303. Switch must be unlocked once each week and points thrown to determine that switch operates freely, points fit closely when thrown, and rods do not engage ties.
304. At the end of each day’s work of surfacing, the entire piece of truck worked over that day must be lined. It must be lined before filling in, as the ties can then be moved without side friction in the ballast. If track is allowed to remain out of line or surface for any length of time, bad gauge is likely to result therefrom; gauge must always be checked and necessary corrections made.
T, h
- ca iditj, “alizi 1 We; ecta !0f
n up m to Ml day. ' be e
305. When track is being raised and surfaced, run-offs must be such as to provide safe and comfortable passage of trains at maximum permissible train speeds, and in no case at a rate in excess of that shown in table.
feeing e agaj
(M
Jy bei prot,
,ter M
trac
; A leve l’ bod]
i
76
LINING AND SURFACING
lil 111
i )oi« poiti = til
I he | linj 11 till f tn lent ' ST ’ I i-iin-l pass and) ble.
306. Track must be maintained to true line and surface.
307. In hot weather, lack of expansion or creeping rail may cause track to buckle and kink out of line. This condition must be relieved by loosening the joints and equalizing the expansion. When lining or surfacing in hot weather, the track must be carefully watched to detect any tendency to buckle or kink, especially at the foot of heavy grades or in sags, loosening the bolts, if necessary, at points where there is expansion. Do not open up a section of track in hot weather and permit trains to pass over it except at restricted speed. It is preferable not to disturb the track during the heat of the day. When the temperature is above 80°, trouble may be expected at the foot of grades or in sags. When surfacing track, wherever possible, the work should be done against the direction in which the rail tends to run.
308. Sections of track opened up must be filled in completely before the end of the day’s work and loosely filled track protected by orders when necessary.
309. Track will go out of line where it is out of level. Center bound track also goes out of line quickly. Before lining track it must be leveled up and put to proper gauge.
310. A level board must be used at all times in surfacing track, both on tangents and curves, and whether surfac-
565552°—44---4
77
ing out of face or surfacing up low spots, spotting joints, centers, quarters, etc.
311. When surfacing track, jack must be set in the crib ahead of the joint to avoid bending angle bars. Jack ■— must also be set plumb to avoid throwing track out of line. . 314.
II3
312. Track jacks must not be used between the rails un- Biair less protected by flag. . pq(
313. The inner rail of a curve is the grade rail and must |nd r be maintained at true grade and surface. The outer rail must be brought to the established superelevation by use Jjj, of the level board after lower rail is surfaced. Itossii
78
RAILROAD CROSSINGS
314. Railroad crossings will be inspected each working day by track supervisor or track foreman, and must be maintained in true line, gauge, and surface. Bolts must be kept tight and broken bolts replaced. The drainage of the roadbed at all crossings is of utmost importance and must be given special attention.
315. At railroad, crossings where the weight of rail in the crossing is different from rail in the balance of the track, there must be a full length of rail adjoining all the crossing frogs of the same section at the crossing. When railroad crossings are replaced with new ones, new rails should be placed in the track against the crossing frog to prevent battered wing rails.
79
BRIDGES AND CULVERTS <
316. Bridges and culverts must be inspected at regular intervals as directed by the engineer of maintenance, by the bridge inspector or bridge and building foreman. Cn!
317. In addition, section foremen are responsible for the safe condition of bridges and culverts on their sections.
mts
318. Culverts must be kept clean and ground around bridges must be cleajied to avoid fire. Any unsafe condition around bridges must be reported as prescribed by rules.
319. When a steel span forming a part of any bridge has been damaged, no train will be allowed to cross until authorized by the superintendent.
An immediate inspection will be made to determine nature and extent of damage and report wired to the superintendent, division engineer, and supervisor.
iulai I'get
Joii tn fo itche fitch 0 >t wh
■ding y.
otrica currer
ngs.
. e'gn line i
. )lcl op
1 whiCj
Report of damage should state extent to which any steel member is out of line, broken, or disconnected, and its location with reference to one end of bridge, the center of track, and the base of rail; also whether it is a vertical, horizontal, inclined, or transverse member.
'e tnust uoicati h lin(
pinsi
80
-ul cej ,ian.
tor t :ctioi
aroui ife« ■scrib
idge1 tss un
jtern11 d to t
>r.
hid1 cted, idge’ aer it] Tiber-
SIGNALS, TELEPHONE AND TELEGRAPH
320. Inspections of apparatus must be made at sufficiently frequent intervals to insure that it is in proper condition and functioning as intended.
Rails must be kept free from any type of ballast.
Joints must be tight and properly bonded.
Insulated joints must be carefully installed to prevent damage to insulation.
No joint must be opened without the presence of the section foreman.
Switches must be insulated and fit stock rail snugly.
Switch boxes must be adjusted to shunt track or line circuit when point is open % inch or more.
Fouling circuits or turn-outs must be tested for continuity.
Electrical measurement must be m’ade to detect excessive current on relays and excessive leakage on road crossings.
Foreign wires or fixtures must not be attached to a MRS line without authority from signal supervisor.
Avoid opening or shorting lines, or taking any other iction which will interrupt train service or communication.
Care must be taken to avoid a cross between signal line, -ommunication lines, or power supply lines.
Power lines must be handled with rubber gloves, as vefi as insulated tools, as no dependence can be placed Jpon the insulation of the tool or of the wire, nor should
any dependence be placed upon the information that
the power is off.
Wires must be pulled tight and tied to clean insulators. Defective insulators must be replaced.
Wire joints must be properly made, soldered and taped.
Line drops must have drip loops.
Line drops must pass through lightning arresters be fore entering any building, signal, or instrument case.
Frequent tests, especially after electrical storms, must be made to see that line circuits are not grounded. t
ie! »' p 111 “P ire.
per;
>3. s
Jpcr Alh tine Had
321. Poles must be sound and set upright.
Poles must not be climbed unless it is evident that they will support the weight of a man.
No dependence must be placed upon a cross arm supporting the weight of a man.
Safety belts must be used to allow the freedom of both hands.
Pike poles and raising fork must be used in setting '’em; poles.
When necessary for two men to be on the same pole at
nfref Unai
the same time, one man. must ascend or descend before or a;
the other starts to do so.’
’lain
consideration should they be attached to the safety bell 1 When pulling or releasing wires on curves, linemai must be on the outside of curve.
Guy wires will be used as per the requirements of th line.
Extreme care must
trees.
Climbers must be
ground.
Climbers will not
down to 1% inches, measured on the underside.
Each man is responsible for the condition of his or belt.
Wires should be carried up a pole in such a mannfl fu that they can be quickly dropped if necessary. Under nfU] si
1 We] M.
•Pare dy di
J ^en be used in running wires throngtist
F the ms.
Hand ®aint % ] inter], ^em.
removed when walking on th
be used after the gaffs are woi
82
5, 11 ed.
322. Kinks in wire must be avoided. If they do occur they must be carefully removed by hand and not thrown or pulled out.
Insulated wire must be kept free from oil and grease.
“Pay-out” and “take-up” reels must be used for line wire.
When sleeves are not used, wire joints must be soldered and properly insulated with tape.
When skinning insulated wire, care must be exercised in order not to nick the wire. Galvanized wire must not be scraped farther back than necessary to make the joint.
nt i)
rm'
oil
i set f
epol dbe
. ma' Jnde fety line
323. Signals of all types must be maintained erect, in proper focus and securely locked.
All wire and cable entrances must be stopped to keep out moisture and rodents.
Blades and lenses must be kept clean.
Semaphore signals must be oiled with a high grade nonfreezing oil.
Unauthorized persons must not be permitted to loiter in or around an interlocking tower.
Maintainers must know that the levermen or operators have full knowledge of the operation of their plant.
All switches and signals must be in proper adjustment and well oiled.
Mechanical connections must be securely cottered.
Spare material can be housed in or near the tower for
nts o sthr
g on
are de.
of his
ready distribution in emergency.
When necessary to disconnect any switch or derail, they must be spiked, and an understanding must be reached with the leverman or operator to insure the safety of trains.
Hand signals for a train to proceed must not be given by maintainer.
When not in use, tools that are standard equipment for an interlocking plant must be kept in a place provided for them.
83
Oil and grease must be kept out of tower.
Fire protection apparatus must be kept in a conspicuous and accessible place.
C 1 a. ion
324. Electrical equipment owing to its delicate nature must be handled with extreme care to avoid mechanical injury or throwing it out of adjustment.
Wherever any electrical equipment is connected to track or line it must be protected by lightning arresters.
Voltage or current readings must be taken on all coils to guard against saturation or burn-outs.
Core pins must be checked to see that armatures have sufficient air gap.
Contacts must be clean, have proper tension, and seat properly.
Relays must not be turned over to close contacts.
No attempt must be made to repair delicate parts in the field.
Transformers must not be overloaded beyond their capacity. If no capacity tag is in evidence, overloading can be detected by heating and excessive humming.
Rectifiers must be checked to ascertain that they are furnishing the proper voltage for the battery they feed.
Power transfer relays must be inspected for floating contacts when the primary voltage is low.
Lamp bulbs must be burned approximately 10 percent under voltage.
Commutators on motors must be kept clean and tht mica between segments cut down.
Motor brushes must have the proper tension.
325. Where practicable, dry cells must be kept in a coo place and in an upright position.
Both in storage and in service, cells must be separata by wood or cardboard to prevent the zinc sides ano binding posts of adjacent cells from touching.
Cells must be used as soon as practicable to preven '011 deterioration from lack of use. M
ick
p.; feck c
Mi BseP< pc ton of jin re haust a stq - soli 0 it Mgh Caustj «■ U -ead , dilate 'rged. Lxpose h vase M sh fyinsj -°nnec
■< !>.
he ele
W;
•of min
F°f the
84
5«5552
Binding posts must be kept clean and tight.
Caustic soda cells must be set up as follows:
a. Immerse element in clean water for complete saturation while other preparations are being made.
b. Fill jar two-thirds full of clean water.
c. Dissolve soda in water slowly, stirring with clean stick or paddle to prevent caking.
d. Place element in jar and add sufficient water to cover element.
e. Allow solution to cool until jar can be touched with back of hand.
f. If soda does not contain oil, add the oil that comes in separate bottle.
g. Clean negative wire and cell is ready for service.
The life of the cell can be determined by the proportion of the zinc plate that has been eaten off.
In renewing cells, care must be taken not to pour the exhausted solution into running water or where anyone can step into it. If possible, a hole should be dug and the solution poured into it, and empty soda cans put into it and the hole well covered to prevent stepping through.
Caustic soda is injurious to vegetation, clothing, and skin. Use vinegar for a neutralizer.
Lead acid type storage batteries should be housed in ventilated places, as they give off acid fumes, while being charged.
Exposed metal parts, other than lead, should be coated with vaseline or acidproof paint.
Jars should be set in clean sand and separator for ready inspection.
Connections must be tight. Loose connections cause heating and loss of voltage.
The electrolyte must be kept at inch above the plate. Water added must be distilled or known to be free of minerals. This water must be added at the beginning of the charge.
565552°—44---5
85
Sulfuric acid must not be added to the electrolyte to raise the specific gravity unless the cell cannot be fully charged.
The electrolyte must be handled carefully as it is in-
jurious to person and clothing.
Caution: If electrolyte is spilled upon the clothing soak the spot in strong ammonia. To prevent burning of holes, a solution of baking soda and water is useful for washing hands after working* with the electrolyte. Should any electrolyte splash into the eye, wash the eye at once with clean water and then put in two drops of olive oil. If olive oil is not available, any kind of engine oil is better than entirely doing without.
Storage batteries are charged by the “floating” and “nonfloating” methods.
The floating charge provides a constant voltage ol 2.1 volts per cell by means of a rectifier.
The nonfloating charge is at a tapering rate which is reduced as the cell approaches full voltage. This is accomplished by means of motor generators and mercury arc, electrolytic mechanical vibrating, and dry plate rectifier.
The voltage of the charging source must be sufficiently greater than the battery to cause the proper current flow.
If a cell (or battery of ceils) has been completely discharged it must be charged immediately to avoid
deterioration.
When adding acid to a cell, pour slowly and stir with glass rod or rubber paddle. Never pour water on acid-
326. No tool must be used for any purpose other than that for which it was intended.
Edged tools must be kept sharp and the edge protected when not in use.
All tools must be kept in the place provided for them
Extreme care must be exercised when loading tools on motorcar or push cars so that they do not fall off enroute
T1 fl ma liertl pan feta
Tht Wll( thes, Recess if dut
The1 an hat t] equh
; ^hey
"•ith ,®nt p( 'ptopcj.
86
*1 GENERAL RULES FOR SUPER-sit VISORY OFFICERS AND FOREMEN
.hffll ago!
il foi __________________________________________________
iouW
", 327. They will familiarize themselves with the operating c ° . and maintenance rules, and will know that personnel 01 under their charge are familiar with the operating rules in regard to train signals and flagging and that they fully 111 understand and comply with them.
age er
333. Platoon commander, supervisor of bridges and'
1 tttai
■I will J W
buildings (first lieutenant) reports directly to and receives instructions from the engineer, maintenance ol way (company commander), to whom he is responsible for the safe and proper maintenance of bridges, culverts, buildings, fuel and water stations, turntables, pipe lines, heating plants, and other roadway structures. He must!
Sigi Wil]
1
88
familiarize himself with operating rules and special instructions.
He directs the work of the bridge and building sections and sees that they are supplied with proper and adequate material, tools, and equipment, and is responsible for the proper messing and care of his men. He must make periodical inspections over his assigned territory to see that his organization is functioning and securing a proper standard of maintenance.
He is responsible for maintaining an adequate emergency bridge material stock and will, when necessary, cooperate with track and other forces in opening and maintaining the line.
He will see that regular and thorough inspections of structures are made by the bridge inspector, and will check reports submitted by the inspector and arrange for n’ecessary repairs.
cc | vis
ertt i
nice i- str [ atio itioi
/es ‘ ater ned adn' iiiilh
334. Track supervisor (first lieutenant and platoon commander) reports directly to and receives instructions from ae sa The engineer, maintenance of way, to whom he is responsible for the safe and proper maintenance of track and roadway. He must familiarize himself with operating .ides and special instructions.
1 He directs and supervises the work of the track sections md sees that they are supplied with proper and ade-
(sec(
1 suf
naan1 [Uate materials, tools, and equipment and is responsible situat n
or the proper messing and care of his men. He will uake periodical inspections over his assigned territory to that his organization is functioning and securing a proper standard of maintenance. He is responsible for Maintaining an adequate stock of emergency material nd will, when necessary, cooperate with other forces in •pening or maintaining the line.
iges
, and ;
>nancf
spot's . cuh
.35, Signal and communication engineer (first lieutenant) will report to the engineer of maintenance and is
89
565552°—44----6
responsible for the safe condition and proper maintenance of signals, interlocking plants, and telephone and telegraph lines. He must know that signalmen and linemen perform their work properly and make necessary inspections.
He must frequently inspect all signals, interlocking and communication lines and have necessary repairs made as promptly as conditions require. He must see that all failures of signals and communications are promptly investigated and reports made on prescribed forms.
He must, in case of damage to signals or interlockings, promptly assemble forces, tools, and materials to make necessary repairs.
336. Assistant to the supervisor of bridges and buildings ; (technical sergeant) second in command, and handles i such matters as may be delegated to him by the platoon t commander. He keeps all bridge records, prepares I requisitions for bridge materials, prepares bridge reports, ii and keeps informed of the location of bridge materials, p their kind and quantity. He keeps technical records ol ii other structures assigned to the bridge and building r( maintenance pldtoon. He supervises activities of th( st staff sergeants, bridge and building foreman. H
337. Water service foreman (staff sergeant) reports ti and receives instructions from the supervisor of bridgy and building (platoon commander). IL
He directs the work of the water service mechanics ant, is responsible for all matters pertaining to water servict and for the proper maintenance of pipe lines, heatin plants, and water stations, and will handle such othQ general mechanical work as is delegated by the platoon commander.
90
aintf can
i am :es$
ocki repa ust I >ns I ■scrit
ackii o m
uildi han< plat prep: rep< lateri ^coi’d buik 5 of
338. Bridge inspector (technician fourth grade) reports to the platoon commander, makes daily inspections of bridge and structures, and performs»such other duties as may be assigned by the platoon commander.
He will inspect and report to the platoon commander the condition of timber, steel, culverts, etc.
He will closely observe all bridges, trestles, culverts, etc., hoting and reporting any unusual conditions such as settlement or an excessive scour around piers, abutments, or bents. He will report any conditions requiring riprap or other bank protection.
In case of damage or defects requiring immediate repairs he will, after protecting traffic, make report by wire or telephone to the platoon commander and B and B foreman.
339. Bridge and building foreman (staff sergeant) will report to and receive instructions from the supervisor of bridge and building (platoon commander). He must familiarize himself with the operating rules and special instructions and is responsible for the safe and proper performance of the work assigned to him. ,He must inspect all structures upon which he is working and report any defects found. He will do no work on a structure which might interfere with the safety of traffic without proper flag protection and will so plan his work that train delay will be reduced to a minimum.
eports 0£bri
anics
He will employ his men as directed by the supervisor and see that they perform their duties properly. He is responsible for the proper discipline of his men. He is responsible for the proper care and use of tools and materials.
»r sef [ s, hea uch o
He must, upon completion of any work, clear the premises of any debris and make proper disposition of material and scrap and exercise precaution for prevention of fire.
91
340. Assistant track supervisor (staff sergeant) handles administration, supply, and such other matters as may be delegated to him by the track supervisor. He will keep records and reports and handle requisitions. He will keep informed of the location, kind, and quantity of tools and materials available.
341. Track maintenance sergeant reports to and receives instructions from the track supervisor. He must familiarize himself with the operating rules and special instructions, and is responsible for the safe and proper maintenance of his track. He supervises the work of his section and sees that his men properly perform their duties. He is responsible for the proper care and use of tools and materials and for the care and discipline of his men. He will do no work which might interfere with the safe passage of trains without proper flag protection and will so plan his work that train delays will be reduced to a minimum.
I He • fainte. Igs un I ’n fer j
Ile v rings defe, or e; ted a st be sign He w >arati Is, ar ' rep V’hen hack it tin will loing cerne 1 in (
342. Track section foreman (corporal) is responsible for the maintenance of tracks, roadbed, and right-of-way of the territory allocated to him. He is responsible for discipline and training his men, and for tools and materials assigned to him by the track maintenance sergeant. He goes over rail lines of his area or sends a reliable track walker with suitable tools at least once a day to' - Sigr 1 ls fro] ' hey ; 1 nten;
■ipmei
SlGXA
make thorough inspection and see that track, highway crossings, bridges, culverts, fences, signals, telegraph lines etc., are in safe condition. 1
If signal, telephone, or telegraph lines are fount' crossed or down, they must make temporary repairs, if veto, j possible, and report facts to dispatcher.
'bey;
H0f; f’hey , *vals ’ ctioni
343. Assistant signal and comiAunication supervise! (staff sergeant) reports to apd receives instructions from signal supervisor.
92
mdl i i IDi ’ w |
I anti
web fan ial prof ork n th nd ' dine iterf< agP ays v
He will be responsible for the proper installation, maintenance, and safe condition of signals -and interlockings under his charge and will do no work thereon that will interfere with the safe passage of trains, except under proper protection.
He will make such inspections of signals and interlockings as the signal supervisor may direct, and report all defects found on prescribed forms.
For each job when complete, or for each job not completed at the end of the month, report of material used must be made on prescribed form and promptly sent to the signal supervisor.
He will, in case of damage to signal or interlocking apparatus, promptly proceed to the place with men, tools, and materials at their command, and make necessary repairs.
When necessary to do any work requiring cooperation of track forces, he will notify the track foreman a sufficient time in advance so the work will not be delayed. He will instruct the track foreman as to proper method of doing the work so far as operation of signal devices is concerned and will when necessary, leave a competent man in charge to see that the work is properly done.
able [-way 1 ible '
id "
,erge: -
Signal Telephone and Telegraph Maintainers
relia i dayc high' J phli 4 epair: i'
344. Signal and telephone maintainers receive instructions from report to signal supervisor.
They are responsible for the proper installation and maintenance of all signal, telephone, and telegraph equipment, and all track and line circuits pertaining thereto, in their territory.
They will have charge of, and be responsible for, the
uperv P! ion4
work of all personnel in their charge.
They will inspect apparatus at sufficiently frequent intervals to insure that it is in proper condition and functioning as intended.
93
They will make necessary repairs to apparatus and restore it to service as quickly as possible.
They will, in case of failure to apparatus which cannot be repaired promptly, insure the safety of trains until apparatus is restored to service.
They will, except in emergency, take no apparatus out of service without first notifying or receiving permission from the chief dispatcher.
They will report on forms provided therefor, failure of all apparatus.
They will have charge of and be responsible for the proper use of all tools and materials in their charge.
They will comply with the “Regulations for Operating and Maintaining Motor Cars.”
They will cooperate with the personnel of other sections to the best advantage of the Military Railway Service.
Water Service Mechanics
pm? vern fnat pniu pwfo leks
uate xtin
345. Water service mechanics will work under the direct supervision of the foreman.
They will install and maintain all pipe work and appurtenances including water, steam, gas, oil, and air lines (above and below ground) at engine houses, passenger stations, fuel and water stations, and all other roadway buildings.
They will install and maintain pumps, motor, and engines used in connection with water service and will do such other general mechanical work as may be assigned by the foreman.
They will be responsible for the operation and maintenance of pumping plants under their jurisdiction and will keep a record of plant performance.
Mechanics will keep houses, repair shops, and all buildings in their charge in a neat and clean condition and will store and dispose of waste in such a manner as to guard against fire. They are responsible for proper care and use of tools and supplies issued to them.
94
and
is oni issioi
BLOCK SIGNALS AND INTERLOCKING DEFINITIONS
ailu||
or tl rge. rath
er sf ailw
i dire
■k a' ind : es, P:
1 oth
or, a I nd W nay 1
dma
ion a'
and _ )iidid inner
• pro n.
Manual block system. A series of consecutive blocks, governed by block signals operated manually, upon information by telegraph, telephone, or other means of communication.
Automatic block system. A series of consecutive blocks governed by block signals, cab signals, oi both, actuated by a train, or engine, or by certain conditions affecting the use of a block.
Interlocking. An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence and for which interlocking rules are in effect.. It may be operated manually or automatically.
Block signal. A fixed signal at the entrance of a block to govern trains entering and using that block.
Home signal. A fixed signal at the entrance of a route or block to govern trains or engines entering and using that route or block.
Approach signal. A fixed signal used in connection with one or more signals to govern the approach thereto.
Dwarf signal. A low home signal.
Limited speed. A speed not exceeding 15 miles per hour.
Medium speed. A speed not exceeding 10 miles per hour.
Slow speed. A speed not exceeding 5 miles per hour. Restricted speed. Proceed prepared to stop short of
95
train, obstruction, or switch not properly lined and to look out for broken rail.
Note. A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually shown, must be regarded as the most restrictive indication that can be given by that signal, except that when the day indication is plainly seen, or when sufficient lights in a position or color position light signal are displayed to determine indication of the signal it will govern.
A signal imperfectly displayed or the absence of a signal at a place where a signal is usually shown, must be promptly reported to the dispatcher.
96
si?4
as tk'
g TABLES, DIAGRAMS, AND
MISCELLANEOUS INFORMATION
ol
4
Description Page s
Ballast—Table cubic yard per mile various gauges 99
Bridges:
Cooper’s rating timber bridges............... 99
Nomenclature of steel bridges................ 100
Method of rating steel bridges............... 102
Repairs to pile trestles.................... 104
Standard plan pile trestles.................. 105
Timber crib pier............................. 127
IConversion tables................................ 129
Crossover data ................................. 130
Curves:
Degree and gauge............................ 131
Elevation of outer rail..................... 132
Middle ordinates for curving rail........... 133
Drainage—Dun’s tables ......................... 134
Rail:
Method of cutting rail...................... 135
Expansion at joints ........................ 136
Failures.................................... 137
Surplus rail piles.......................... 138
Standard sections .......................... 139
Roadbed section:
Standard.............................» • • • 140
Various gauges ............................. 141
Slow flags—method of placing................... 142
Spiral table .................<................ 147
565552°—44--7 97
Description
Surfacing—run-offs...........................
Switches—method of installation..............
Switch and turn-out data.....................
Switch stand berm—track car set-off..........
Temporary run-around tracks..................
Ties:
Turn-outs and cross-overs................
Method of piling.........................
Spacing..................................
Turn-out data—various gauges.................
Turn-out—diagram standard #8.................
Welding:
Care of equipment........................
Recommended practices ...................
I
98
CUBIC YARDS BALLAST PER MILE OF TRACK
1 Inches of Ballast under tie Track Gauge
2'6* and 3'0* 3'3* and 3'3 54* 3'5 54* and 3'6* 4'8 54* and 5'0* 5'3* and 5'6*
4 5 6 7 8 9 10 1 1 1 2 2 2 2 ,391 ,619 ,849 ,088 ,345 ,605 ,855 1,391 1,619 1,849 2,088 2,345 2,605 2,855 1,468 1,708 1,951 2,203 2,473 2,748 3,011 1,529 1,779 2,032 2,295 2,577 2,863 3,137 1,605 1,868 2,134 2,410 2,706 3,006 3,294
20-inch tie spacing. Ballast dressed even with top of tie and slope 1:4. )
COOPER’S RATING FOR TIMBER BRIDGES J
Span lengths for varying size stringers
No. and size of Stringers E- 30 E-35 E-40 E-45 E-50 E-55 E-60
6-8x16 17'6* 16'3* 15'2* 14'3" 13'6" 12'9* 12'3*
6-7x16 16'6* 15'2* 14'2" 13'4" 12'8* 12T 11'8*
6-12x12 16'0" 14'9* 13'9" 13'0" 12'4* 11'11 11'5*
6-7x14 14'2* 13'1* 12'4* 11'9* 11'3" 10'10" 10'6*
4-8x16 14'2" 13'1" 12'3" 11'9* 11'3* 10'10" 10'7"
4-7x16 13'2" 13'3" 11'7" 11'1* 10'8" 10'3' 9'9*
4-12x12 13'0" 12'2" 11'6" 10'11" 10'6" 10'4 9'8*
4-7x14 11'8" 11'0" 10'6" 10'0" 9'7" 9'4* 9'0*
99
Figure 20.
100
TRUSSES ARE EITHER RIVETED OR PIN CONNECTED.
T.P.C.T. THRU PIN CONNECTED TRUSS
D.P.C.T. DECK PIN CONNECTED TRUSS
T.P.G. THRU PLATE GIRDER
T.R.T. THRU RIVETED TRUSS
D.R.T. DECK RIVETED TRUSS
D.P.G. DECK PLATE GIRDER
GIVE ALL DIMENSIONS FROM CENTER LINE OF TRUSSES OR GIRDERS, CENTER LINES OF STRINGERS, FLOOR BEAMS, CENTERS OF PINS, BACK TO BACK OF ANGLES.
DESIGNATE PANEL POINTS AS SHOWN ON SKETCH. SHOW WHICH END IS FIXED AND WHICH IS EXPANSION. FOR EXAMPLE, TO REPORT BROKEN HANGER IN 2-T.P.C.T. SPAN BRIDGE, SAY 1 INSIDE (OR OUTSIDE OR BOTH) EYE BARS BROKEN, LEFT (OR RIGHT) TRUSS MEMBER U1L1, SPAN No. 2, BREAK 3 FT. 2 INS. FROM PIN U1.
LACING BAR--1
WEB “ F Z?OTBANCK OFC- ™ PLATE—.
J ANGLES
GIRDER ]|
EYE BAR TWO CHANNELS LACED
I-BEAM CHANNEL |]_ANGLE
.^SWAY BRACING .
SWAY STRUT L CROSS
U4xy 71 V'■ top lateral strut] FRAME /v\ii3/ S'TOP CHORD
Z/Oz /'\ \ TOP lateral
W?/ Y
/ \x 1 /PORTAl
LEFT TRUSS -T' j_\_ J jA / U
<—/\L /K \> U\ iT' । A
is \<-r> jA._ '\ // I V END POST
FLOOR BEAM L4^XM 'xAT ' / ' - W । \
BOTTOM CHORD JT V" 3 'W x 1 r - RIGHT TRUSS
BOTTOM LATERAL L3/NL \ (Z >X ^A
INTERMEDIATE, POST ' / \
COUDllGbNAL2-<^^fe^S^END FLO°R BEAM HANGER COLLISION STRUT BRACING
STRINGER 10
THRU TRUSS SPAN FACING THE DIRECTION OF INCREASING MILE POSTS TRUSSES ARE MARKED RIGHT AND LEFT
Figure 21.
101
Web
<- ~ 1 ~—^End Stiffeners
^-Anchor Bolt
I^L 4
,., -~^Sole Plate •
\ruA—Upper Shoe
P'n anc1 P*n ^uts
7”'T?Gzzt*"' Lower Shoe
I" »tf u Tooth and Tooth Bar
CArtnNl \Tap Bolts
r^U^CX Rollers
[A Ap^Side Bar
'll Rail Bed or Bed-Casting
u Stone Bolts
XXIx" "x / \l/ \ /\bf^ TOP VIEW
Stringer Bracing ^-Cross Frame
rJop Flange Angle_____________Co ver Plates Gusset
«------- ■ --------- j ~ i"1 IT "7 ( “ “
Z FL j ei ~ Web I I Interior I I | \ / SIDE
t' I Beam °°r, , kploor B«om^ II IT VIEW
T0P V,EW
kind Cross Frame ^Intermediate Cross Frame
Top Flange Anglej^jr^Q^r Plate i ^^ross Frame
XEnd Stiffeners X Interior Stiffener Buck Bracing
^Bottom Lateral Angles
BOTTOM VIEW
Bottom Lateral Plates
BRIDGE CAPACITIES EXPRESSED IN COOPER’S E RATING, AS REFLECTED IN THE DIMENSIONS OF THE STRINGERS OF STEEL TRUSS OR OPEN DECK GIRDER BRIDGES OF VARIOUS PANEL
LENGTHS
to co i© i i • 04 i I l&b ' 1
© co I’?© © iCOOl r*
■
05 04 E-39 E-30 E-51
© 04 i co rj i^wir laat
04 © 00 © b 04 •<* CO tf aaat
04 04 b* rH rH © © 04 CO© ^©
© 04 © L- Tj< T* © CO CO © © © aaiach
© CO r-H © C ©Hj<©\<
CO rH E-37 E—45 F-Sft
pH rH © © ^©© aww
© pH b-©© 04 ^ © WWW
© pH rH pH 04 © © ©
pH E-35 E-59
CO rH E-41 E-40 E-61
04 rH E—41 E-48 ---
rH E-41 E-59
© fH oi 1 a I
Panel length in feet1 Dimensions of stringers in inches1 Size of angles 4 by 3 by % 5 by by -Q © © 42 xf< VC © X X © >1 ©
Beam depth 18 24 30 30 36 42 42
Lower flange Width CO © © 04 T? 04 TP
Thickness rH rH
102
Panel length* 28 30 35 40 44 50 54 60 64 70 74 80 84 90 94 100 110
Stringer dimensions1
1 16 42 6 by 6 by __E-60 E-54 E-42 E-32_______________________________________________
\y2 16 48 6 by 6 by %_____E-57 E-52 E-47 E-43 E-33______________________________________
1 16 48 6 by 6 by y2_E-66 E-59 E-45 E-35 E-30_________________________________________
1 % 14 54 6 by 4 by %_________E-54 E-43 E-36 E-28_______________________________________
1% 14 60 6 by 6 by _____________E-60 E-54 E-43 E-37 E-30 E-27__________________________
y/2 14 60 6 by 6 by %____________E-57 E-48 E-38 E-33 E-27_______________________________
2% 15 66 6 by 6 by %_____ ______________E-57 E-54 E-46 E-41 E-34 E-31 E-26_______________
2 14 66 6 by 6 by %____________________E-56 E-48 E-40 E-35 E-30 E-26____________________
2 14 72 6 by 6 by %________ ___________E-62 E-54 E-44 E-39 E-32 E-29 E-25 ____________
Zy-t 15^ 72 6 by 6 by _____________ _______________E-55 E-51 E-43 E-38 E-33 E-28__________
2y8 14 78 6 by 6 by %________________________E-64 E-52 E-46 E-39 E-35 E-30______________
2y2 16 84 6 by 6 by %__ ____________________________ _ E-64 E-54 E-49 E-41 E-38 E-33 E-30_
2,J 20 96 6 by 6 by %____________________________________—___________E—59 E—51 E—46 E—41 E—34
For reinforced concrete slab ballast deck plate girder spans, reduce the rating given as follows: For spans 10 feet to 19 feet, reduce by 8; for spans 20 feet to 45 feet, reduce by 10; 50 feet to 75 feet, reduce by 12; 75 feet to 120 feet, reduce by 14.
1 For girder bridge without stringers, use the dimensions of the girder itself.
103
METHODS OF REPAIRING PILE BENTS
1 X .PS X X m
\wii II lllXZi NW I'I H w &'*’
postNI M//C \ / 'kKi I LzA
// Mv BOLTS I w
wtwWfw
L’/4 " X 18" DOWEL
L6-60d NAILS A = 4-0" OR MORE
A B
1 —1—“i -z—DRIFT BOLTS
NOTE J» . %"X22"
WHEN NECESSARY |T ' 1 T T
TO REPLACE 1 OR W// ill Hl |i| \V/
2 BAD PILES FIG. 7’/\ | I /A
A & B SHOW METHOD / M |/%\
OF REPAIR. WHEN / / /'/ \ \
THERE ARE MORE / / I \\ //fl \ \
THAN TWO BAD // I \// || \\
PILES BENT MUST / / I //[\ II \ \ BE FRAMED AS / / / /A \\l I \ \
IN FIG. C. // \// I \\
M I X ,5" 1 F \\ V I//, 1 [-DRIFT BOLTSi-L^\A.V
%"x 2 2"
IS '! r-------------------r*—DRIFT BOLTS
C
Figure 22.
104
I/," x 12" BOAT SPIKES x 10" LAG SCREWS WITH CUT
\ / WASHERS—STAGGERED
4" x 8"-IO‘-O" TIE 12-CTRS \ / ... ... r.,.pn
\ \ / .4 x 8 GUARD RAIL
% x 30 PACKING BOLTS X. \ . GAGE i // j OG WASHERS
O.G. WASHERS \2_*JL \ F ‘H ZZ 2—O.G. WASHERS
\ I \ * SEPARATOR
= (, 12" x 12" X I4*-O" CApZ 4/11j i ■' i i" i n *
W4l.L11»J( 'X/cX %" X IB" BOLT v>2 = LONGITUDINAL >C|/v fv'-O 2'-t«V
!- ° SWAY BRACING 'I J -Hz Zl/U
S ^6 - 3" X 10" LENGTH “•/ AMSf < •f Fwrptf V 3 X 10-20-0
B AS REQUIRED £ / / ft \ \ V". 24" BOLT
x ot- £ T-or Jft. % 2
x u. 5 j' A" 1 \ /Lz- T-l \
2 *° ^L'T I ZZ \ XA \ NOTE
. § GRADE LINE / I V / \ X VA _ _
o u. >z4w^^zTO^y'Z/AW48ir f -fessCT/f /W ~ ~ TO. x" wms 5 PILE BENT TO BE
• V." x 8" BOAT <£/ /_--AF*z • < \ \ USED FOR ALL GAGES
SPIKES ------TT/ZZF ' \ \ V 4'-8l/2" AND WIDER.
X. // \/A K \W U CENTER OF CORD TO
%" x 21" BOLT WITH '' II A/ \ S \\ \\ BE DIRECTLY UNDER
SQ. HEAD & O.G. ff/l/ I - \M RAIL
WASHERS ----------I ~ ACC?
Al I Iff x 21"
GRADE LINE f I lit \ 4
L-\J L-J L'J V--J
5 PILE BENT
.°-/ T.a" x. XlA 2'-oA \ NOTE
1 Ofc W Kz \> \ 4 PILE BENT TO BE
X /X \ '-Vi USED FOR ALL GAGES
3 £ 'I AX K 'LA LESS THAN 4-81/,".
* § ' GRADE LINE 1^1 / \\_____L'A__________ CENTER OF CHORD TO
b i r ~ T^'‘ ~ pg directly UNDER
- /til /A. \\\ n CENTER OF RAIL.
%" x 8" BOAT Z//%9 \NA \\
SPIKES jL/Ay \\U
%" X 21" BOLT WITH SQ. \ iR ’
HEAD 8 O.G. WASHER—inA YV^'3/." x 21"
jT-GRADE LINE fl \ '\
i i IJ i_ v '
SCALE IN FEET
4 PILE BENT I ? ? HJ
Figure 23a.
105
Figure 23b.
106
'/>" x 12" BOAT SPIKES-} %" x 10" LAG SCREWS WITH CUT
/ / WASHERS—STAGGERED
II 2" / I, GAGE -I / *" « 8" GUARD RAIL
*" » 8"-'°''0" TIE l2" CTR5XL / T1 I 2-O.G. WASHERS
" 30" PACKING BOLTS-rMt hpa'h P^l
O.G. WASHERS |y;~' < V HEA° PROJ’ /2
/ \?.f4 I if II If I x l8"BOLT
12" x 12" x H'-O" CAP W'kSII I |I>ZX\\
= 7 /-Xlk. j. \ r NOTE
? 2' 0"-fc£ipK' QZWSK. 'Wt-A— ■>• ... IF %" « 10" GAG screws
- ... .... FT ARE NOT AVAILABLE USE
3 x 10 xfB-0^ / / I lzjZ^T-3 \ %" x 8" BOAT SPIKES.
I nV* %"«2i"BOLT
G I I I XfAa x 22“ BOLTS
“ y4“ x 18" BOLTS rTW A- a
- J-----------------TQ/ ffd iY-^T
5 F-’/v detail Zh
§ 2—3" x ,O"-|4'-O"-/P/Jxjv \\
/ s ./ '\X —3/| ” ’8"B0AT spikes
/ Aj / z x" I----------------T\— ’24 BOLT
I /ftr -a‘| > zy/// ’XT \ \
I s y < \ \
3" x 10" X 24,10"r—wyy g j I NNA , 21" BOLT
-J i.J t-J Ld
SCALE IN FEET
126'0 1 2 3 4 5 6 7 8
5 PILE BENT 19 FT. TO 30 FT.
'*^r~—n~ ~'h...xLa u.—"ij"'' e‘"z~"~h' h
L SCALE IN FEET
0 5 10 15 2025303640
DIAGRAM SHOWING LONGITUDINAL BRACING
FOR TRESTLES 100' IN LENGTH OR LONGER OR IS' IN HEIGHT OR HIGHER
«"« 8” x 8'-0" (4 PILE BENT) 4 6" x 8" x tO'-O" (5 PILE BENT) TIES 12" CTRS
0M M * M M M M M M T n m
X I FOR VARYING SIZE STRINGERS I X LL kfe-
STUSE PANEL LENGTH ACCORDING 5* „ „ Rn)TZ—
__1___>—>
Figure 24a.
109
4 & 5 POST BENT FRAMED TRESTLE - ALL GAGES
'/2"» 12" BOAT SPIKE
BASE OF RAIL
0
BATTER 2'/2" PERFOOT
12" x 12" SILL LENGTH AS REQ.
%" « 22" DRIFT BOLT\O
4" x 8" GUARD TIMBER! 6" x 8"-8'-0" TIE
2 OG WASHERS
%" x 22" DRIFT BOLT HEAD PROJECTING I/,"
12" x I2".IO'-O” CAP
%".x IB" BOLTS
12" PILING
5 2
%" x 30" PACKING BOLT-*—— 2-’/4" OG WASHERS AT _ EACH PACKING BOLT TO [0
SPACE STRINGER I'/j" NOTE
4 POST BENT TO BE USED FOR ALL GAGES LESS THAN 4'-8i/j". CENTER OF CHORD TO BE DIRECTLY UNDER RAIL.
12" x 12" POST
LENGTH AS REQ
3" x 10" LENGTH AS REQUIRED
y," X 10" LAG SCREW WITH CUT WASHER—STAGGERED
4 POST BENT
Figure 24b.
110
racp OF RAIL * 8 'l0 ° L'.E\ %" « '0” L*s SCREW WITH CUT
.BASE OF RAIL _u_ XI- GAGE, I WASHER-STAGGERED
/ I/," x 12” BOAT SPIKE * " T X
/ n____________~------- Ic!!t 2\___* - Pf----* « >" GUARD TIMBER
1 y<“ ’ 22" DRIFT BOLTOSteiz!——2 °G WASHERS
>2- « I2"xl4'-O" CAP-^Hv , %" x 22- DRIFT BOLT
____I® \ , , i; , " , ’ , ", * ," . *// HEAD PROJECTING
1 i ’18bolt
I ' zwik.
/ / ik\ Ixzfll ft \ 3" “ ’0"" 20' ‘O’
5? I /2-0" 2'-^X®z<-6,j 12'i A \
I / y &]/' 'x.©' x \ \\
I //X/J L _1 xA Vt% "x 21 "BOLTS
o tJi’Z fjL.fet_______w-*.
1 \ — '1^1 —2-3"•» I0"xl0'-0"
< 12” x 12" POST 7k®7\ I (DETAIL 6" x 10'1 I AxO
2 LENGTH AS REQ.ffA'lOx I I A GIRTS I I
s E.y / xj'J \&/ \ v 1
£/ / fcpK\ /xt „A \5 POST BENT
i\ I s I y i BOLT \ \ '7 FT.
W / - /Wx \ \ TO 30 FT.
I I I x A S. \ I \ \
k / ml I / / W I \ \ U XTx \ \
«/ I -®rx \ k
s"xio" n / x a\ ,. , lx?\ \ \\ LGTH. AS // I X/ I I %”x 22" | \ X \ \\
REQ. 7/ I// ZDRIFT XH \\
wyA II B0LTS I
12" X 12" Z?x SILL lgth. /Yx as reg. z^?o|
IH p] pf 1412" piling): |'
PACKING BOLTS ARE 3 LONGER THAN OUT TO OUT OF STRINGERS 3-7’’ STRINGERS REG 27" BOLT
C3 3-8" STRINGERS REG 30" BOLT C3 ,n rn n lt-cx.
f HAS
i x 22 DRIFT BOLTS-'H-^Y^Y’™'In H H H I
lU lj L'LJ & L-> UL LJ dllLJia 1-1 iL uuru^
%" xIS" BOLTS y," X 10" LAG SCREW OR %" x 8" BOAT SPIKE
U DECK PLAN U
Figure 24c.
Ill
4 & 5 POST BENT FRAMED TRESTLE-ALL GAGES
6" x 8"xl0'-0‘ TIES I2"CTRS. l/2" x 12" BOAT SPIKES
* th M W MW MMN MMMM M A MtF
T • I e______________________e I** o' ' ' ' 'f
3]FOR VARYING SIZE STRINGERS KXl
NJ USE PANEL LENGTH ACCORD. I£<
XjlXlNG TO TABLE. .X/
K\ Xxf
X<@xT
i i Air 2-6" x 10" x Itl-O" GIRTS XAil j
J&U FM x IB" BOLT
js N _________i4'-o"__//['
Xi
►- >X\. /f/
° * i0" bolt
k .SCALEIN FEET
» W 126 0 1 2 3 4 5 1
k Zy W .............
~ Z'^7 W
^1
ELEVATION
MAXIMUM PANEL LENGTHS FOR VARYING SIZE STRINGERS
STGRS. COOPERS RATING
No SIZE E-30 E-40 E-45 E-50'
6 8"xl6" l7’-6" is*^" I4‘- 3" I3,-6M
6 7,,xl6M l6,-6” l4’-2" 13’- 4" l2*-8"
6 I2"xl2" Id'-O" □•-r* 13'- 0" l2'-4"
6 7"xl4" 14'-2"' l2‘-4" IP- 9" ir-3"
4 8"xl6" l4'-2" R’-a" 11'- 9" ir-s"
4 7"xl6M ll’-T" ir- i" 'lO'-S"
4 I2"xl2" I3'-O" 11 ‘-6" lO'-ll" IO‘-6"
4 7Mxl4" i r-8" IO'-6" 10'- 0" 9'-7"
Figure 24d.
112
565552°—44----8
113
12" x 12" W x 22" DRIFT BOLTS . 12" PILING
ii ' i ii ii ii ! !
t~J t~J b'J bu kFJ l*J I
I", IQ" DOWELS___PILING ^,12", 12" sIlL _»/|L ■< >p
J ■ . ...g-L.. ..:■. :S~/T M
| I *~V ■ CARRY TO FIRM
[_____________________________________L «.»«,_______________I FOUNDATION =o
i/2"« 14" BOAT SPIKES-2 PER PC CONCRETE ___jl [J
i V 1]!! ^~1— 6" x io"
8" x 16" x 32" TIMBERS /\ %" x 24" DRIFT BOLTS . 12" x 12”' SILL 2—8" x 16" TIMBERS - liMw T
\ i—»-------/ ------v-------f—. \ ‘"eO 0
VI* 1 kn * 1 Z 91 \ IAl ATtyA
- 11 LI
42"x 12" POST •**
TIMBER MUDSILL %"x2iubolt 6 ,x10'' pM %"x2r bolts
4 & 5 POST BENT FOUNDATION 3..k)0.. g-Mak t ^'1'" j s«ale IN FEET । i^—r ' "' k —rr—
NOTE iz'e’o 1 2 3 4 5 6 t J © । I
WHERE OLD PILING ARE —'—1—'■■ 1 -*- * V-----------------J L U
USED FOR FOUNDATION, , , . ,
CUT OFF SHOULD BE H-P 4-A-1
MADE WHERE TVER'S DETA1L "A"
Figure 25a.
114
%" x 30" PACKING BOLTS
---- *ieQ.-^„ |0Cwt;|DmfT,-- PANEL LONG BRACING MM ffiH-HoRflin Fl Fl fl
_ l0' 4 8 0" ' H'-O" 2 14-0" IO'-O" 12 %"xl8' N®. Z7~ ~ * ■ HMM III II I |
l2‘ 4 IQ'-Q" | 14-0" 2 I6'-O" " 24_3” ir t»M- .__________ /(FftfR n'aTi'l II II T
—21___4 '2'-0" ' l&'°“ 2 I8--0" " 18 41 8 TOWER BR. 3"m 10" i2T£a H H “ 11
___ 16' 4 14-0" I ht'-Q" 2 2O'-O" ••_ _o 2 GiftTS 6"7fcr
18' 4 I6‘-O"| | |8'-Q" | 2 22'-O'j " Il _8 16 BOLTS ^''mIB" T“f--|' | I.........
MATERIAL FOR 5 POST BENTS “42~--------7 'l(T- fl □ ‘ 111
__!S1__5 8'^" 1 N'-O" ~A'J"I H-.o-l i; ly4",n-l To 4£OG WASH, ■• ,;■■ ~ j? j? *? ft " H LLs_ III I I I I 12 s IO'-O" 1 I6'-O" 2 18'0" - 26 •© • O K< H FR M wh ■■' i —I h . snanenJ
------: u-o"------------—MATERIAL FOR ONE .« fflnHBjuU U U U —-----1 'a ° -?■ n.°----LK"’2r_______ DECK PANEL ° ° ° <= V 'o ° ylX.
LB!.- 8 >*'4>-1 . ?o'o" ; ■■ |P j^Z] n^.r'~|TEM SIZE « “ « • X TIH X|/2"x 12"
MATERIAL FOR 5 POST BENTS—CONT. » STRINGERS REF. TO TABLE M m in j, Ml BOAT SPIRSS
B/R | 1 ryn----------------- 8 BOLTS %".30" I I I—E
TO POSTS SILLS BRACES SASH CAR N°- _HARDWARE 6 a ..—jy..--
SRP.______:________I2-I1I- REQ BOLTS DC WASH ORIETB 6 "—— -,. ....- —————J
-2»- jdBlO" I2O--Q- A-20--0- 2-14* 4F IW-0" 20 y.n"_ ~TT~ ilr«r»ra> V .. n..- 1__________—J
22 S-20'0" ,72.0- 4-22'4>" T-lf-O' " 2 K-,21- SCREW %_■»>___ . I PI AM
24 S-22'.Q l-22'.Q" 4-24'42" 2-l6'-0~ " $4 y - 22 -BOAT SPIKE I/;"»I2‘_-------------------J iLAlM
24 S-24'.Q" l-24'.Q" 4.24'4F 2-|4‘-0' " 22 y4", „■■ 22 OG WASHER %"13" ___________________
2B S-24'.Q" I.24 Q- 4 24-0" 2-I4-O" "_ 14 TTES t' .f'.IO'j?1 4„-_ _.
30 S-ZB'-O" 1.24-Ar 4-24'.Q" 2-14'41" "_______ 2 GUARD TIM 4".8" Lg’/Ja TIMBER BULKHEAD
Figure 25b.
. , । gage- I '/2"«ir
4"x8" TIE,I GAGE I BOAT SPIKES 6" x 8" TIE |* -j BOAT SPIKES
,T~ \ -1 ____t X STRINGERS TO BE T*—
< I ' ^"□-CENTERED UNDER—!—Jill III-----------rTTTn
I , E;U 4-ir , -M/s ,
o I J . I >1 1 r\X, ,1, ,/./ 1
j nr
ffi a'.in'H ■ \ \ / / ! . 3"xio" LONGITUDINAL | I \\ // I
o ■ > A V / I bracing to be used : . ,\\ // : G
S r VV 1 ONLY WHEN HEIGHT L41 \ \, , / Z4'-l". IO
O XX OF TRESTLE EXCEEDS I F \Y / 12
i/,'”p/\\r,r'“srIit T*~~ mfXM I I //^ \\ k”
TW° PILE
EMERGENCY TRESTLE
II II ' '
SCALE IN FEET * ■ ■ 1 »■ 1 ■■ ■ * 4-1-
Jff? I f ? ? M THREE PILE
EMERGENCY TRESTLE
H-Q fli
*— SCALE IN FEET L-J 1—1
1260 1 2 3 4 5 6 7 8
"——j [ " ' ' j-
DECK PLAN FOR LAPPED STRINGERS
Figure 26a.
115
Figure 26b.
116
SEE TABLE OF PANEL LENGTHS ____________AND CORRESPONDING STRINGERS___________
•— °i'!'i° ,4 *'1 l;l l;l o'i^
zjj-l !4" x 12" BOAT SPIKES %" x 22" DRIFT BOLT rxH I
■ JJz xlj I H
I vl ] j x I I '
ELEVATION
SEE TABLE OF PANEL LENGTHS
AND CORRESPONDING STRINGERS-----
"F , , , Tl SPACING OF TIES
; r:---T------T-----T-----**-----NOT TO EXCEED
-Vji------ ----- ------ ------i-----S—2 >22" DRIFT BOLTS
2 i z STRINGER TO CAP
— SCALE IN FEET
12 6*0 1 2 3 4 5 6
MAXIMUM PANEL LENGTHS ,FOR VARYING SIZE STRINGERS STGRS COOPERS RATING
No. SIZE E-30 E40 E-45 E-50
6 8"xl6" !7'-6" IS'-2" l4'-3" 13'4"
6 7"xl6" !6’-6" l4'-2" 13'4" !2'-8" 6 I2"xl2" I6'-O" l3'-9" I3'-O" 12'4"
4 7"xl4" !4'-2" 12'4" I l'-9" 11'-3"
4 8"xl6" !4'-2" !2‘-3" H'-9" I l'-3"
4 7"xl6" !3'-2" I I'-7" ll'-l” IO'-8"
__4^ 12"x 12" I3'-O" I l'-t" IO'-t I" I O'-6"
41 7"xl4" I l'-8" IO'-6" IQ’-O" 9'-8",
12"« 12” CAP GAGE 22" DRIFT BOLT\ |« 5'~°" >)< ■ ?'~P" >|« 5’~°" »|
TF..........
jfc wtt
V Yr W vV
EMERGENCY TRESTLE
ONE RAIL-STRINGERS ,, ,-„ >
1 i- J i
NOTE A
80 LB RAIL WJLL PASS I I I f
E-40 LOADS AT 5 MPH -F * I ~ . ~._- ~* * >
100 LB. RAIL WILL PASS 1 1 1 1
E-55 LOADS AT 5 M PH
? .THT* ? ! _ I ! !
...... T - 5--°" T M T
Figure 27a.
117
118
I GAGE ____________Z , MAX. LGTH. lO’-O"
12 « 12 CAP U-----»| .22 DRIFT BOLT J* ■ ■ »|
'J,, ,1(1 ^ W~ 22" DRIFT BOLTS - -^] h---^-X >0'-0" .
\ JTy n.%"«8“' do y,"x8" m . rk
l ' \ f\/ BOAT SPIKES BOAT SPIKES——7^5^ \ jW----— *4*—— -L|
I \\ / 4 .--I.ir POST X \\ // \± X-X 1- -j ' —4^=4
■ <. io"_Ay/ । 2 \\. // [t _____—dpi ’
____ h ' y X /------- MUDSILL-•, s W/ 3 BOLTS AS REQUIRED 'I 3", 10"---A/\ I MUDSILL MAY BE A .« XX - 7 —f---------------
/ A \ SUBSTITUTE FOR I ~ Zix\ - ctffi pi atc/ I
/ /\ \. PILING. \ //f\\ I STEEL PLATE \ L
7/ \\ FOR DETAILS OF ’ / X* \\ I 1*^ ♦ _ 'T*1 I
f X / \ p MUDSILL SEE \ / /X5 \\ f—l ll ------________r
•2"« 12" SILL // \! \ /4" « 24" SHAPED
\ U / W/WASHER FILLER BLOCK
0795 0^1 / ’ 5" CONTINUOUS
L4^^^^P/>^-LENGTH SHAPED FILLER . 12" SWITCH BOLT
r TVV'&Sgj [Ch block w, washer
/SI.EEL FLATE
F1 i5k>N CAPS ONLyCX^-^^^T^^P NOTE B
0 CAP u b‘ CAP 5 z 13LB rail will pass
BETWEEN RAIL JOINTS AT RaTL JOTnV L0ADS AT 5 MPH
scale >N .nches SECTIONS OF RAIL STRINGERS LLLLL?4 ? H ? EMERGENCY TRESTLE:THREE-RAIL STRINGERS
Figure 27b.
3 & 4 PILE TRESTLE FOR LIGHT TRAFFIC LINES
i/2" i 10" BOAT SPIKES,
%" x 8" BOAT SPIKES .STAGGERED
%" x 8" BOAT SPIKES
12" « 12" x I2'-O' CAP
3" x 10" LENGTH AS REQUIRED
%"x24n (3-7" S PACKING BOLTt O.G. WASHERS
" x 4" GUARD RAIL
%" x IB" BOLT O.G. WASHERS
%"x IB" BOLTS O.G. WASHERS
%" x 22" DRIFT BOLTS HEAD PROJ. l/2"
NOTE
4 PILE BENT TO BE USED FOR ALL GAGES 4'-8l/2"
& WIDER.
CENTER OF CHORD TO BE DIRECTLY UN-DER RAIL.
NO BATTER FOR HEIGHTS LESS THAN lO'-O-".
OMIT SWAY BRACING
FOR HEIGHTS LESS THAN 6'-0".
l I I I il I I
4 PILE BENT
l/2"x 10" BOAT SPIKES
If-O" MAX. HEIGHT
12" x 12" x lO'-O" CAP
%" x IB" BOLT O.G. WASHERS
%" x 24" PACKING BOLT-O.G. WASHERS
3' x 10' LENGTH AS REQUIRED
SEE TABLE
8" BOAT SPIKES STAGGERED
(" x 6" GUARD RAIL
%" x 22" DRIFT BOLTS HEAD PROJ. i/2"
NOTE
3 PILE BENT TO BE USED FOR ALL GAGES LESS THAN 4’-8/2".
CENTER OF CHORD. TO BE DIRECTLY UNDER RAIL
%“x2l" BOLT O.G. WASHERS
%" x IB" BOLT O.G. WASHERS
SCALE IN FEET
3 PILE BENT !?»<»{
Figure 28a.
119
Figure 28b.
120
3/," x 8" BOAT SPIKES
l/2" x 10" BOAT SPIKES /STAGGERED
%" x 22" DRIFT BOLTS 1 _______1 4" x 6" GUARD RAIL
HEAD PROJ. 1/,'X V. 1, _ I T
^>-2 ifeA ----% « 24 <3.7" STR.)
-Wmir PACKING BOLT
% X 18 BOLT ' S r <3 /o'D O.G. WASHERS
O.G. WASHERS'Xji^ » --------rb___b»/Czl '
I2S 12" x I2'-O" CAP-''Vrk । ” /Apy
3" x 10" LENGTH AS REQUIRED I Kiyo" //f I O
2—3" ,10"-----. \ 2’-3" /'xf 2 .3'1 I 1
GIRTS \/\ /X>' 11 5
%"x27". i\i\x>rx''' \ ii 2
BOLTS \ l VXz \N I
BblTS^^^jj ~ ” L—, lr bolt
JX> -b r° 0 . 1 °T—*>O.G. WASHERS
til"t io"
t* I I 'X. IX
Ell < V/l 11'5 *l0'LENGTH AS r£Qu|Red
£ / / / ? ~**- -J I
5 I I / / ' \\ll—y*'' ’8"BOAT SPIKES
I LX / ','\| I
X 'ois" %" ’ l8" 8OI-T
X/7 1XY O.G. WASHERS
4 PILE BENT OVER 18 FT.
SCALE IN FEET
1 0 1 2 3 4 5 6
3” x 10" LONGITUDINAL SWAY , r. . .0-
BRACING—LENGTH AS REQUIRED x 18" GIRTS
%" x l0" SCALE IN FEET
BOLTS 0 5 10 15 20 25 y 35 40
DIAGRAM SHOWING LONGITUDINAL BRACING
WHERE REQUIRED FOR TRESTLES OVER 18 FT.
TIES APPROX. 18" O.C.
• ■ ° } ° © I 0 It ° L
—fl
FOR VARYING SIZE STRINGERS $
USE PANEL LENGTH ACCORD-
ING TO TABLE. • I
oJ
UPPER ELEVATION
12" X 12" x 12'-0 FOR 4 PILE BENT 12" x 12" x lO'-O FOR 3 PILE BENT -
.%" x 24" PACKING BOLTS
| yo.G. WASHERS \^ | | 4^ jp:
....I.. 1. j . W r . : :
4 ♦ [9 I 6 , j. ■ I . H — o o ° O
1/2" X 10" BOAT SPIKES - is - °
inn nrYnnnYinnn
| x 8" BOAT SPIKES
DECK PLAN
SCALE IN FEET
I2V0 1 2 3 4 S 6
3“ x 10" SASH\^ v
p'|| || f|| ' V“ BOLT
2—3" X 10" GIRT |^|
r« .....Vi
DETAIL OF GIRT BRACING
Figure 28c.
121
3 & 4 PILE TRESTLE FOR LIGHT TRAFFIC LINES
MAXIMUM PANEL LENGTH FOR VARYING SIZE STRINGERS
STRINGERS COOPERS RATING
No. SIZE E-30 E-40 E-45 E-50
6 8"xl6" l7’-6" I5’.2” l4‘-3” l3‘-6"
6 7"xl6" l6'-6" l4’-2" l3’-4” l2'-8"
6 I2"xl2" I6'-O" l3'-9" I3'-O" l2'-4"
6 7”x!4" l4’-2" l2'-4’’ ir-9" II'. 3”
4 8"xl6" l4'-2" l2'-3” 1l'-9" II ’-3"
4 7"xl6" i3'-2" ir.r ll’-l" IO'-8"
4 I2"xl2" I3'-O" II'-6" lO’-ll" IO'-6"
4 7"xl4" ir.8" IO’-6" IO'-O" 9'-7"
MATERIAL FOR ONE 4 PILE BENT
B/R TO GROUND 3"xl0" SASH AND SWAY BRACE C P HARDWARE
BOLTS O.G. WASH 3/4"x8" BOAT SPIKES 34"x22" DRIFT BOLTS
II’ 12' 13' 14' 15' 17' 19' No SIZE No. SIZE
6' 2 I 4 %"xl8" 8 4 6
8’ 2
10' 2 » ••
12' 2 1 ii
I4‘ 2 I
16' 2 1
18' 2 ii ii
MATERIAL FOR ONE 3 PILE BENT
10' 11 12' 13' 14' 16' 18'
6' 2‘ 1 4 %"xl8" 1 %"x2l" 10 5
8' 2 1 1
10' 2 1
12' 2 I 1
14' 2 1 |
16' 2 1
IB' 2 1 1
MATERIAL FOR ONE I4'-O" DECK PANEL
STRINGER No. SIZE 6"x8" TIES 4"x6" GUARD RAIL HARDWARE
BOLTS O.G. WASH %"x8" BOAT SPIKES h xIO" BOAT t SPIKES
No. SIZE No. SIZE
PER TABLE 9 • 28'4)" 4 %"«24" 8 18
STRINGER PACKING BOLTS ARE 3" LONGER THAN OUT AND OUT THICKNESS OF STRINGER CHORD NOTE:
USE 3" i IO"s FOR GIRTS AND LONGITUDINAL BRACING. WHEN .REQUIRED.
WHEN O.G. WASHERS ARE NOT OBTAINABLE. ANY SUITABLE WASHER MAY BE USED
* 28'-6" FOR END PANELS.
Figure 28d.
122
123
^SWASH?Rf STD TRACK SPIKES ^^^STOP BLOCK^” ^SWASHERS* 12" , 12" . IOb O-^^SWpToC™'0 •2" —416 guar0 RA|L SUM~~4 ’6" suard rail
’ ----OG wlsHERs" BOLTS .Mt--------- %" * 22" DRIET B0LTS
,. rtU\ J ,• J I JMizCX OG WASHERS xHS T rerz\ OG WASHERS
2-3 rpf>>ri, 3-0 I-1 lXVd-r2-3 \ 2'-s"NpLI • IxL/,. ,.X
/ '/ M C \ JMt— 5/‘"*8BOATSPIKES’ aS~Jj /yK H------------------------------ogwashes
• L PaA 'XX. I CENTER OF RAIL TlT/l \\ I
BATTER JjX /\ \V'4 STRINGERS TO BE BATTER----T// W CENTER OF RAIL
|i/2" PER FT RAILS REQ'D IN TWp CHORDS
2" x 6" x 6" TIMBER L • ~ E—JQ T £2240
STOP BLOCKS ---75?-------jj---——[J----
; 80* 6 ~ 8
' ' Z|1l ' I I 90* I 6 I 8
|- — NOT TO EXCEED 10-0"— ►] MATERIAL FOR ONE 4 PILE BENT
r~— --------—-----------------—
3 b 10 C HARDWARE
.B/R TO SASH A SWAY A ----* ' ----rv- , g-ly- , 2?-
------ GROUND BRACE P BOLTS OG BOAT DRIFT
6 ------- — tVmoWhI" I
U ELEVATION tx' —------------------------------ z±z=zz A - -A--------------------------------_
2” x 6 " x 6" TIMBER "*- '? 2 1 “ 77 w---’---"—
।—। __ STOP BLOCK_______ ______________________________________________________
/^Dx4""p?pOELSPACERS v/ / Pl i'i |° ............MATERIAL FOR ONE 3 PILE BENT
______I—| / /__________ H-| / I L~ io' if ir ir_ e, „_L-1 —. t i_______________________i < y,".ir i y)".ir i (-.ir i<_i
-- " =ai " S “ s “E| ■" 9 9 9 9 9 ~ ~ 31 ~ ± - Ji " Z * ' " ZZ^ "
fl* n ■ 222 2 MATERIAL FOR ONE lO'-O" PANEL
£ g 2 52hK=.2==ESE ,A|LS <"■»■'• HARDWARE
M r; M ° M T=1 M H n ,At5 ... TIES GUARD Kun y.,- ;-D.«- OG~
■■- r E..3 M E3 B..B B H LJ = E [per__________nJ SIZE Tn J SIZE SPIKES PIPE WASH
* j_ | 9 iH E * H TA8LE ’ •10'0" |« |y,''.Tr|4 |%".IO''| 12 - | IT I* I
I—I 8" BOAT SPIKES " Li x 31" BOLTS2-BEARING PLATES PER BENT AS SHOWN IN DRAWING.
HCC'IZ' DI A KI ’ END PANELS REQUIRE 20'-6" GUARD RAIL WHEN OG WASHERS
UCL_/I\ rLAIN ARE NOT OBTAINABLE. ANY SUITABLE WASHER MAY BE USED
_____________________ Figure 29b.
DECK PLxXVA
Vv.vur ______ ———
—RwwRWwmw^——। !-■ -— ■ ...u- —» ।
B/Z^\®-|V—-R-%"x 18" BOLTsZM¥ T F kX®/ N ®k r~V—- v» 18" BOLTS TT-JC
X \ I 1 ° £ WA5HERS / / / '/ \ \ I \ O.G. WASHERS
W \ \ %"« IB" BOLTS / / // \\ -I2-XI2" HI
\\| 1 12" x 12" O.G. WASHERS I \// \\ \ T POSTS HI
\X I P05TS K / / \N I M
\|\| B "x 14" x 32"\NZ/ 'A” « 12" BOAT
:<./■ TIMBERs \)&>'/ .. N@L spikes !=«..
vikv Mk1 ‘ \ l ^r= \ j-it 1 — Tk*_J i-V-j / HHE
|=1 flp.j&sJF , SffrFh ■
kJ ^i'2" piling [_,J where old p|ling are used T..,D[:D kXI. M
acaf'impfft f0R FOUNDATION, CUT OFF TIMBER MUDSILL M
. . SCALE IN FEET SHOULD BE MADE WHERE
%" x IB" BOLTS PILING H6° !??*?* TIMBER IS SOUND. NOTE: DRAWING SHOWS A HI
O.G. WASHERS TYPICAL MUDSILL — DIMEN- ^H
3 & 4 POST FRAMED BENT FOUNDATIONS &T vary with type of ■
““ “ “ “ ~ - - .-J 7 " —........ |——■
/T?. %" X l°" BOLT SxX. 's34"x 18" BOLTS^SZx /<<
O.G. WASHERS O.G. WASHERS /Z/ ^1
//xZx 1^1
tK \xl \x'!-3” ’ l°"GIRTS //\\ .ZfF
y.’y "3"x io” bracing-sKT \ // B
LENGTH AS \\ Xy 8f Ml
REQUIRED \\/Z HH
! SSI
SCALE IN FEET /T U NOTE: FOR DECK PLANS AND OTHER DETAILS
l,"o 2 a s 8 n „ XX X" It 14'4)" T 7 " 7 ~ “
14' 3 14'4)" I I2'-Q" 2 IBM)" I 7 " 4 " " " --------------
18' 3 I4'-O" I l2'-0"7 20'-0" 7 1 " 4 " " » \ \
----—----*—-------—---------------- MATERIAL FOR ONE 4 POST BENT OVER 18 FT. \ \
U | POSTS [ SILLS [BRACES] SASH I 11 r~l
n7777nnr7'L5TH_'TT------------*-------------
--------------------------------- ------- 20 4-18-0 1-14-0 AS REQ 11 -0 I 4 34 >21" 18 y4"xlS" 2 %"x27" 14 48 -72.-777±£71771 1 2 %"«3i" 4 %".i8" 10 18 n wo'-o-777 ~- [777777~~~~
_7±2±7!77±±£12_ri_—7__£1±. 77^^7 — 77777 — 7 — ? — — — -27±±7±±£±±721_2_£_77777177 — 7777 — 7 — 7 — ~“ 31.0--0"| ■ ||2'-Q"| 2 j.4'-0"| I ,| - |2| ■■ |t| ■; I" I " I 77 7^2 7777 — 7 — 7 — —
I / 30' 4-28'-0" 1-14'0' " 11'4)” 14" |8 — 2 “ " IM-
MATERIAL FOR ONE 4 POST BENT / /
~ 4' 4 4‘4)"| I |l2'-0"| 2 jl2'-0"| I | 10 y4"» 18" 16 7~| /
8' 4 4'4)" I 12'4)" 2 12'4)" I 7~---"------ MATERIAL FOR ONE PANEL LONGITUDINAL BRACING /
10’ 4 8'4)" I I4'-O" 2 I4'-O" I ~ 7 " " “ TOWER BR~ GIRTS ~~ 7“
12' 4 l0'-0" I 777 14'4)" 7 7— " — —" HEIGHT 3"xI0" 2-3"xl0" BOLTS WASH
777777777777 7--------------77 ------7.---7— LGTH- AS LGTH- AS —--r—____0-6.
_L777!i±._L^L_L_________________ req.. req. n». size no. size no. size
_______________________________________2£_2 2 7_ topis' 4 0 7^777777 ~
18 4 |l4'-0"| I ||4'-Q"| 2 |20'-0"| I_||p| " | " | " OVER 18' 8 2 8 " 4 " 7 %"x27" ~40—
Figure 30b.
Figure 31a.
127
■ =: r~ ~~ 6* ooo $ „ jl
■ ° I » » ■ * m-L N X. > X in CD— <£—1 a .
\ _> ~ hi < Omr\-r ;u m > X —< —< O L, J
< xQ _ 2r>cz «.zf m S2 • n-1
oz 2> "’’’S* Pt“' r2 oS o£ H
., 1 K O O ™ m 55 ° > n > O ° u>Sg°2
• - [“ --i. So gs P t3 S----X2 Bs LuJ
> -TJ H—IT TT~1 rn s,” 1 7>sr il & 25 ij B
gzjjiLj----I..1II1 L iz| § ^Ifs || §? g
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±± „ ..- Ne— | S’SS SS 3 - H
L . I _____ . |. ^1_J_ S” mm
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grSSw lhi1 I'
TIMBER CRIB PIER
PRINCIPLES OF DESIGN
BOAT SPIKE
Stringers to be
CTR'D UNDER RAIL
31" BOLT
GAGE
2“ PACKING J WASHERS
6" x 8" TIE
■Ml p3 ^3
I 12" x 12" CAP
X.M.L- IX3IXIIX
XJlXilX
xixnx
xcxnx LXJLXJix:
xnxnx IXlMbk
xnxnx IX1IXJIX
SEE NOTES
I. THE AREA OF THE BASE DEPENDS UPON THE LOAD THE GROUND CAN SUPPORT ALTHOUGH THE WIDTH OF THE BASE SHOULD NEVER BE LESS THAN ONE-THIRD THE HEIGHT.
2. THE SIDES AT RIGHT ANGLES TO THE BRIDGE SHOULD BE GIVEN A BATTER FOR STABILITY.
3. THE POINTS OF SUPPORT WHERE. SUCCESSIVE LAYERS CROSS SHOULD COME IMMEDIATELY UNDER THE LOAD AND SHOULD BE CARRIED IN A DIRECT LINE FROM THE TOP TO THE BOTTOM OF THE CRIB.
4. EACH SUCCESSIVE LAYER MUST BE SECURELY FASTENED TO THE LAYER BELOW. POINTS OF INTERSECTION SHOULD BE ADZED IF NECESSARY TO GET A GOOD BEARING. BOLTS, NAILS OR J5PIKES MAY BE USED AS FASTENERS. FOR VERY TEMPORARY WORK FASTENERS MAY BE LEFT OFF, RELIANCE BEING PLACED ON FRICTION.
5. EACH SUCCESSIVE LAYER MUST BE LEVEL. THE BASE SHOULD BE BUILT TO CONFORM TO THE GROUND AND BUILT TO A LEVEL SURFACE, OR THE GROUND UNDER THE BASE SHOULD BE LEVELED AND PACKED BEFORE THE REMAINDER OF THE CRIB IS CON-STRUCTED.
SECTION
TIMBER CRIB
UP TO ABOUT 10 EEET HleH timber CRIBS ARE MORE QUICKLY CONSTRUCTED THAN JK?.LTr'MOVE THIS HEIGHT THEY ARE WASTEFUL OF TIMBER WITHOUT ANY PROPOR-Tt2c Jioe ~H»EN»ONLY SMALL SIZED TIMBER IS AVAILABLE. CRIBS MAY BE
THE ONLY POSSIBLE TYPE OF PIER.
MAXIMUM PANEL LENGTHS FOR VARYING SIZE STRINGERS
STGRS COOPERS RATING
No. SIZE E-30 E-40 E-45 E-50
6 8"xl6M l7'-6" irr. 14'- 3" l3'-6"
6 7*'xl6" l6’-6" M’-r 13'- 4" , !2'-8"
6 I2"xl2" !3'-9" 13'- 0" l2’-4”
6 rw l4'-2" l2’-4" II'. 9" II’-3”
4 8"xl6u l4'-2" 12'-3" II'- 9" II’-3"
4 7"xl6" l3'-2" ir-r II'. 1” IO*.8"
4 I2"xl2'* I3'-O" ir-6" lO’-ll" IO’-6”
4 7"xl4" ir-8“ IO1-*" IO’- 0" r-8"
Figure 31b.
128
CONVERSION TABLE
Multiply by to obtain
Inches 2.54001 Centimeters
Centimeters .3937 Inches
Feet .304801 Meters
Meters 3.28083 Feet
Yards .914402 Meters
Meters 1.09361 Yards
Pounds (avoirdupois) .453592 Kilograms
Kilograms 2.20462 Pounds
Kilometers .62137 Miles (statute)
Miles (statute) 1.60935 Kilometers
Acres .404687 Hectares
Hectares 2.47104 Acres
129
° TABLE OF LEADS AND COORDINATES FOR CROSS-OVERS-STANDARD GAUGE
j, LEAD I. A ! '
2. ACTUAL ACTUAL RF. ~~
Distance between track centers
Frog Leads Frog _
No. Angles 12 feet 13 feet 14 feet 15 feet 18 feet 20 feet
ABABABABABAB 3 ^zlS^" 13^" 16'10)4" 18'154"’21'954^ 23'2)4" 26'9' 28'3' 41'7)4'51'6' SW7"
6 47-6 9°32 14 6" 15'6" 20'5)4" 21'6)4" 26'5' 27'7" 32'4J4" 33'7)4" 50'3' 51'9" 62'2" 63'10'
I £2,~l 810 171 1711" 24'034' 24'1154'31'0" 32'0" 37'1154' 39'014'58'1034" 60'2" 72'9)4" 74'254"
n 7 09 197^ 20'434 " 27'7 ' 28'5 ' 35'654 ’ 36'5)4' 43'6)4" 44'554 ' 67'5)4" 68'654 " 83'434" 84'7)4"
9 72~3Z 622 22 2 22 10" 31'1034 " 40'134' 40'1054' 49'1' 49'11' 76'0" 77'0" 93'11)4" 95'0)4"
Io 3O43 24,8J/ «a !^ 34'8" „ 35'4Z' 44'8" 45'4)4" 54'7)4" 55'4)4" 84'6)4" 85'5)4" 104'6)4" 105'6"'
12 96-8" 4°46 29'9" 30'3" 41'854" 42'3)4" 53'8)4" 54'3)4* 65'8)4" 66'354" 101'7)4" 102'4)4" 125'7" 126'5"
Jr 107,~JZ 4 05 34 9^ 35'2)4" 48'9)4" 49'254" 62'9" 63'3" 76'9" 77'3)4* 118'8)4" 119'4" 146'8" 147'4)4"
J3 349 37'8)4" 52'3)4" 52'8)4" 67'334' 67'854" 82'3" 82'9" 127'2)4" 127'954" 157'2" 157'10"
Jn Jo?, J4z?ZI 71'9)4' 72'254* 87'9)4" 88'3" 135'854" 136'3)4" 167'8)4" 168'354"
18 140-11 3°11 44 10 45 2" 62'10" 63'2)4" 80'954 81'2)4" 98'9)4" 99'2)4" 152'9" 153'3" 188'8)4" 189'3)4"
20 151'-11- 2°52' 49'10" 50'154' 69'10' 70'2" 89'10' 90'2" 109'954' 110'2)4" 169'9)4" 170'254" 209'9" 210'3"
TABLE OF GAUGE ON CURVES
Ito 10 11-12 13-14 15-16 17-18 19-20 21 or over
4'8% " 4'8% " 4'8% " 4'3% " 4'9" 4'9% " 4'9% "GAUGE
Note. No gauge greater than 4'9 J4" to be used.
HOW TO DETERMINE DEGREE OF CURVE
To determine the degree of curve, stretch a line 62 feet long with a small knot at the middle on the gauge side of the outer rail, selecting a well lined portion of the curve.
Measure the distance from the knot to the gauge side of the rail and every inch of the distance indicates 1° curvature. Thu^ if the distance is 2 inches it is a 2° curve; if 4 inches it is a 4° curve, and so on.
131
132
ELEVATION OF OUTER RAIL ON CURVE _____________ % X____________~ — —-----------------—-
Degree Velocity in miles per hour
if curve “—-------------------
________10 15 20 25 30 35 40 45 50 60 1_______0 Ff?" %" %" 1* 1%"
* yy • yy yy >" i%* i%* 2%" 2%* 3%" 4%"
3 yy yy 1 yy \yy 1%' 2%* 3%* . 4" a
4 j yy yy y 1%* *yy 3%" 4%" 5%" 6%"
5 I yy yy 1%" 2* 3* 4* 5%" e%"
6 W' 1" 1%" 2%" 3%' 5" 6%" 8"
7 %" 1%" : 2" 3" 4%" 5%" 7%"
8 %" 1%" 2%" 3%" 4%" ■ 6%"
9 yy wy *yy 3%" 5%* 7%"
10 %" ' 1%" I 2%" 4%" 6"
j I - --- ------
11 %" . 1%" 3" 4%" 6%"
12 | %" । 1%" 3" 5" I 7%" .... .... -
TABLE OF MIDDLE ORDINATES FOR CURVING RAILS
Rails will be curved in accordance with the following table, which gives the middle ordinate of a curved rail. Stretch a line from end of rail on inside of curvature. The distance from the edge of rail to the line at the exact center of rail is the middle ordinate. Ordinates at the quarters are three-fourths of the middle ordinate.
Degree of curve Length of rails in feet
30 33 39
(Inches) (Inches) (Inches)
6° 1% iM 2%
7° 1^ 2 2M
8° 2^ 3^
9° 2^ 2j^ 3%
10° 2^ 2% 4
11° 2% 3^8 4^8
12° 2% 3% 4%
13° 3 3M 5%
14° 3hf 4 5J^
15° 3^ 6
133
DUN’S DRAINAGE TABLES
Square miles area drained Acres Waterway required Square miles area drained Acres Waterway required Square miles area drained Waterway required
0.01 6.4 2 0.55 352 70 15 835
.02 12.8 4 .60 384 74 20 970
.03 19.2 6 .65 416 78 30 1180
.04 25.6 7.5 .70 448 81 40 1350
.05 32.0 9 .75 480 85 50 1510
.06 38.4 10.5 .80 512 88
.07 44.8 12 .85 544 91
.08 51.2 13.5 .90 576 94
.09 57.6 15 .95 608 97
.10 64.0 16 1. 640 100
.15 96.0 25 2. 200
.20 128. 32 3. 300
.25 160. 38 4. 388
.30 192. 44 5. 455
.35 224 51 6. 509
.40 256 56 7. 556
.45 288 62 8. 601
.50 320 66 9. 641
10.0 679
134
METHOD OF CUTTING RAIL
To cut rails, determine point of cut. Disconnect one end of rail to be cut, and pull spikes on both sides from the loose end of rail to the marked point. With bars, spring the loose end outward, holding the position. Cut base of rail on gauge side to the usual depth in making any cut, persons using chisel and maul taking position so as to be clear of rail should it break while this cutting is in progress. If-rail does not break with this first operation, place chisel on edge of base immediately opposite the first cut, and strike a sharp blow with the maul, as the men with bars exert stress against the loose end. This will break it.
Lay rail on side with support of angle bars or short piece of rail directly under place where rail is to be cut. Chisel mark rail about inch deep in web, being very careful not to disturb “fishing” surfaces. After marking in web, nick base directly in line with mark on web, turn rail bottom side up, and cut across the base until rail breaks. Care must be taken to keep all cuts square. A tie plate with shoulder is a convenient square for lining up the cuts.
135
TABLE OF EXPANSION TO BE LEFT AT JOINTS
Allowance
Temperature
Fahrenheit 33-foot rails 39-foot rails
— 20° to 0° 0° to 25° 25° to 50° 50° to 75° 75° to 100° {Inch) m6 Ke {Inch) % %6 y Vs
136
DESCRIPTION OF TRACK FAILURES
Fig. A Fig. B Fig. C Fig. D
Transverse Fissure Compound Fissure Horizontal Split Head Vertical Split Head
Transverse Fissure—A crosswise break starting from a center or nucleus inside the head of the rail from which it spreads outward. The broken rail will show either a bright or dark, round or oval smooth area around the nucleus. See Fig. A.
Compound Fissure—A horizontal split head which, in spreading turns up or down in the head of the rail. See Fig. B.
^3. CZI ^3.
Horizontal Split Head—A horizontal break beginning inside the head of the rail and spreading outward; usually indicated on the side of the head by a lengthwise seam or crack, or by the flow of metal. See Fig. C and diag. 1, 2 and 3.
EZ
Vertical Split Head—A vertical split through or near the middle of the head, and extending into or through it. A crack or rust streak may show under the head close to the web or pieces may be split off the side of the head. See Fig. D and diagrams 4, 5, 6 and 7.
Crushed Head—A flattening or crushing down of the head. See diagrams 8 and 9.
Piped Rail—One with vertical split, usually in web, due to failure of the shrinkage cavity in the ingot to unite in rolling. See diagram 10.
Split Web—A lengthwise crack along the side of the web and extending into or through it. See diagrams 11 and 1 2.
Broken Base—Any break in the base of a rail. See diagrams 13 and 14.
Square or Angular Break—Any partial or complete break in which there is no sign of a fissure, and in which none of the defects listed above can be seen. See diagrams 15 and 16. Damaged Rail—Any rail broken or injured by wrecks, broken, flat, or unbalanced wheels, slipping or similar causes.
Figure 33.
137
£o < X
I J—X I X XX*
LA 12"xl2">|f~ r--41 ■ ■ $1~ ZSZ
E— —] CZZZZJ EZZ_] C__] EZZZJ
*8Tx16"x4^
>0'7 6*-9" 6'-9” 6'-9" 6'-9" 3'-0"
----------£
SIDE VIEW
§5
< I
LU
g|^XXXXXXXXXXX-LXXXX-tX^^^
^1 12" X 12^ Ixk 8"x 16"x 4 '• 0" HX1
END VIEW .
Figure 34. '
138
139
DIMENSIONS OF STANDARD RAIL SECTIONS
DRILLING
Width Width _______________________________________
Weight Section Height of of
base head Height above Diameter End to First to
base holes first hole second hole
------------------i---—
{Inches) {Inches) {Inches) {Inches) {Inches) {Inches) {Inches)
90' A.R.A.-A 5% 5% 2^ 23 %4 1^ 3 6
85 A.S.C.E. 5M6 5^6 2M6 21%4 1^ 8 6
80 A.S.C.E. 5 5 2^ 2M6 1 3 6
75 A.S.C.E. 41%6 41^6 2%
70 A.S.C.E. 4^ 4^ 2H6 2%4 1 2^ 5
67 IS Co. 6701 4^ 4^ 2%6 12%2 1 5
66 IS Co. 6602 41J-
I
<---- 7-6*-----*<---- 7-6"------>
<--------------11' ----->
<—8’ -|-------->1
SLOPE 1g: l-i
KMENT ’
EXCAVATION
H---------- SUBGRADE 15' --------*
BALLASTED TRACK
<-------- 15' --------------------*
—LSLOpe 11:1
J SL0PE 1Z: H
EMBANKMENT
TRACK NOT BALLASTED excavation
ROADBED SECTIONS VARIOUS EAGES
GAGE A B C
2'6" ) 3'0" f 7'0" 10'0" 12'0'
3'3" ) 3'33/g" f 7'0" 10'0" 12'0'
JWs" ) 3'6" f 7'6" 10'6" 12'6'
4'8'/2" (_ 5'0" * * 8'0" 11'0" 15'0'
5'3" ( 5'6" i 8'6" 11'6" 15'6'
rSLOPE 1^-1
\ J' ‘3L~~~, * k~bsrSLQPE ^:17\
•------ A --------
•---------- B -----------* '
<-------------- C ----------------*
Figure 36.
141
PROCEED R- 2640 FEET—
SIGNAL I ...^1 I I FARTHER IF NECESSARY TO
\ . M50 -H slow I insure proper reduction
RESTRICTING X* W I L——____________1 OF SPEED
- signal KXXXXXXXXXXXXXX a__ M
__________mmvvmwwvvwvYIdirection OF TRAIN """restrictingTz
■1 io^vvvv\/YYwwvy i rg » signal
TRACK L150’J I
r T PROCEED
2640 FEET SIGNAL
<----FARTHER IF NECESSARY TO ->
NSURE PROPER REDUCTION ’
OF SPEED RESTRICTING SIGNAL: Yellow signal by day and yellow light in addition, by night, placed on the engineman s side of track, not less than 2640 feet, and farther, if necessary, from the point where the slow track begins. PRO^nEiD S|GNAL: Green signal by day and a green light in addition by night placed at a point 150 feet from where the slow track ends, and on the side of the engineman, as seen from a train approaching track to be protected. In territory where two or more main tracks are in service, each track must be protected in both directions the same as if it were single track.
Figure 37.
142
TABLE OF SPIRAL LENGTHS FOR VARIOUS ELEVATIONS AND TRAIN SPEEDS Train speeds in miles per hour t..
levation_____________________________________________________________________ ^leva-
a inches VOI> 111
10 15 20 25 30 35 40 45 50 55 60 65 70 lnches
(Inches) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Feet) (Inches)
1 18 23 29 35 41 47 53 59 64 70 76 82 1
Wi 26 35 44 53 62 70 79 88 97 106 114 123 1^
2 47 59 70 82 94 106 117 129 141 152 164 2
2^ 59 73 88 103 117 132 147 161 176 191 205 2^
3 70 88 106 123 141 158 176 193 211 229 246 3
3^ 103 123 144 164 185 205 226 246 267 288 3j^
4 117 141 164 188 211 235 258 282 305 4
4^ 132 158 185 211 238 264 290 317 343 4^
5 176 205 235 322 381 5
5y2 194 225 419 5^2
143
SURFACING TRACK—TABLE OF RUN-OFFS
Maximum permissible train speed Rate of run-off
90 miles per hour One inch in 105 feet.
80 miles per hour One inch in 95 feet.
70 miles per hour One inch in 80 feet.
60 miles per hour One inch in 70 feet.
50 miles per hour One inch in 60 feet.
40 miles per hour One inch in 45 feet.
30 miles per hour One inch in 35 feet.
20 miles per hour One inch in 25 feet.
10 miles per hour One inch in 10 feet.
144
METHOD OF INSTALLING SWITCH
a. Curvature.—When a switch is on the inside of a curve, the degree of curvature of the switch is approximately its normal degree plus the degree of curvature of the main line; if outside, the degree of curvature of the switch is the difference of these two. Thus, if a No. 8 frog calling for a curve of 11°47' is installed on the inside of a 6°O' curve, the curvature through the turn-out will be H°47'-|-60=zl7047'. Safety against derailment and economy in maintenance require that switches be located so that the curvature of the turn-out will not be in excess of 16°. Switches should always be located on tangents, if possible, to simplify switch lay-outs.
b. Location of switch point.—Atter the location and number of the frog have been determined, a stake in the center of the tract or mark on the rail should be placed to locate the point of frog. The lead distance is measured bom this point to determine the location of the switch point.
c. Rail cutting.^-Measurements should be taken to determine the number and length of the rails to be cut. Joints must not fall in the continuous rails between the point and heel of the switch points or between the ends °f the guard rails. Rail cuts should be made before commencing to install the switch.
d. Subsequent procedure.— (1) Pull all spikes from every other cross tie throughout the length to be occupied by switch ties and remove the ballast from around these unspiked cross ties.
565552°—44
■9
145
(2) Set track jacks under the rail and loosen the track by jacking it up very slightly.
(3) Withdraw the loose ties and substitute switch ties of the proper lengths.
(4) Remove the remainder of the cross ties and substitute switch ties in a similar manner.
(5) Set the frog. This can be done in 15 minutes by a party of 12 experienced men and consists merely of taking out the rail where the frog is to be located, setting the frog into place, spiking it up to gauge and making the connection with the proper length of cut rail, and installing a guard rail opposite the frog.
(6) Assemble the inside lead rail, joint it to the frog and the switch point, and spike it up so as to allow 6% inches clearance between the heads of the rail at the heel of the switch, leaving the rail to be shifted back and forth between the heel of the switch and the frog.
(7) Line the lead rail by eye and spike it.
(8) Unspike and line out the main line rail on the turn-out side.
(9) Fit the slide plates beneath it and place the switch point against it. When the main line rail (stock rail) is lined to the proper point, the gauge will just fit from the opposite main line rail to the gauge line of the switch point. Both the switch point and the stock rail should be spiked at this time and a rail bender should, be applied so as to produce a slight kink in the stock rail 8% inches ahead of the switch point so that the switch point may fit against the stock rail without! creating a line kink.
(10) Lay the outside lead rail to connect with the stock rail at the proper gauge distance from the inside lead rail.
(11) Install the guard rail opposite the frog on the outside lead rail. It is important that the gauge fit exactly from the point of frog to the outside lead rail and that the guard rail provide a flangeway of 1^ inches.
146
e. Installation of switch points and switch stands.— The main line side switch point may now be installed, the head and back rods applied, switch stand set up on the turn-out side of the main line, and the connecting rod installed. It will always be necessary to adjust the head and back rods in such a manner that each switch point will fit snugly when thrown against the stock rails.
f. Time of installation.—An experienced foreman and 12 men can install a turn-out in an existing track in 2 working days of 8 hours each, provided material is assembled and ready for installation. Where a new switch is installed, incident to the construction of the main line itself, a turn-out can be completely installed and ballasted in 8 hours.
frog.
147
) < F"* m "r •***<*■ ‘■ ‘f -jII
'--’■ LiAj ? uiU‘ <*~'» iiS—ill TURN-OUT DATA (see Fig. 38.) I
Length of frog Total Gauge line offsets I
—— --------- Length Degree of Length length _______________________________ H
Frog Frog _ of turn-out of of con- H
No. angle Point Point switch curve lead necting A B C D E F ■
to toe to heel points rail ■
„ 5 11°25' 3'6%" 5'5^" 11'0" 32°40' 42'6" 56'4" 18'0" 25'0" 32'0" 12" 20%" 2'9" I
6 9°32' 3'9" 6'3" 11'0" 22°18' 47'6" 65'9" 19'2%" 27'4%" 35'6%" 12%" 21%" 2'10" H
7 8°10' 4'8%" 7'3%" 16'6" 15°43' 62'1" 82'0" 26'2%" 35'10%" 45'6%" 11%" 19%" 2'7" I
8 7°09' 5'1" 7'11" 11'0" ll°05' 60'11" 90'0" 27'7%" 38'8%" 49'9%" 12" 20%" 2'8%" I
16'6" 11°47' 68'0" 93'0" ■
9 6°22' 6'4%" 9'7%" 16'6" 9°20' 72'3" 99'0" 28'10%" 41'2%" 53'6%" 12" 21%" 2'9%" ■
10 5°43' 6'5" 10'1" 16'6" 7°21' 78'9" 111'10" 29'11%" 43'5%" 56'11%" 12%" 21" 2'8%" ■
11 5°12' 7'0" 11'8%" 22'0" 6°11' 91'10" 125'10" 37'8%" 53'5" 69'1%" 12%" 21%" 2'10" ■
12 4°46' 7'9%" 12'6%" 22'0" 5°11' 96'8" J33'10" 38'8%" 55'5" 72'1%" 12%" 21%" 2'10" I
14 4°05' 8'7%" 14'11%" 22'0" 3°37' 107'1" 153'0" 41'1%" 60'2%" 79'3%" 13" 22%" 2'10%" H
15 3°49' 9'5" 14'11%" 30'0" 3°20' 126'4" 174'0" 51'9" 73'6" 95'3" 12" 21" 2'10" B
16 3°35' 9'5" 16'7" 30'0" 2°51' 131'4" 183'11" 53'0" 76'0" 99'0"x 12%" 22" 2'10" B
18 3°11' 11'0%" 18'2%" 30'0" 2°13' 140'11" 199'11" 55'0" 80'0" 105'0" 13" 22" 2'10%" B
20 2°52' 11'0%" 19'10" 30'0" 1°44' 151'11" 221'11" 57'9" 85'6" 113'3" 13" 22%" 2'11" B
_______ I_________________________________________________________________
148
POINT OF SWITCH I
I “ ■ ‘ ‘
i
n ii ji * pc--| J;
I ''
M 1r
- J Si 1 I
§ M
1 Mr f
/ ijg <_______IL
I ' /b f ll> ■”
I ' />
/ 'll I '
I // J \__.10^21^29____
„ I /' j i
p r / '/ / *
"7'7 i
/ I / I POINT OF FROG
-------1—/-jrl-T----------------
I '
I / /____l_ _HEELOF_FROG__
1
Figure 38.
149
5 SPA.-AT 22 7>" TIES SPACED 218”
—H2lh---- TIES SPACED EQUALLY -— 19'/," U.— EQUALLY- »u J«2-19"4-2-20”4«2-21M
1 T T n' □
SPIKED TO TIES L n Fl Fl Fl U
is PO.NT-, pt
[1F! m B BH SB BH S --===
□ Ll H H HH HH MH h ni
Ii4|"min. lj u u [J u i | Jj pl T| r-. A 7i~ U ' 1 I' II II II I I
p— loose rail —xj *- LJ u u u DTrrTTrTr-'n^ i-'.SrL5- U I
| V. SO. SPIKE HOLES —|| THREE-WAY STUB SWITCH TURNOUT ULTYnTZnin'r
itr r h i k_____________°J '••■ •—:—. m,rT*i
±7- «^7-i
TYPE A /
SWITCH PLATE /
1, ,| ~j A 7 SPII .09 16 25 60 .5
5-.0- 316.25 27.58 24.39 13.45 - 11.86 23.92 13.18 46.89 y.4- 281.74 38,20 30,45 30 54 _ „ —
5'-3" 345,13 29.59 25.58 13.75 - 12.39 25.92 14.39 50.09 _____- ----------------------
5'-6" 374.01 31.60 26.78 14.06 — 12.90 27.94 15.60 53.30
Figure 40a.
MOdHl „%p
< ~~^~^TT~~~~~L~^=—=^z7 M~ct»r i
1 -------—Is^suZ Tu^out
J= _______________________h---~T2f 7p I
■*-— ‘ _ ■ STRAIGHT CLOSURE —g
1 i[i i
2 £ “■ O
_. SWITCH; <20 .
r~ LENGTH~ CROTCH LEAD---------------•+» TURNOUT LEAD-----*.
HEEL----"H NUMBER ANGLE TOE HEEL
v»—’t0&^qV£. \-------------------------------------------
---------'-5 ll°-25'-16" 3.54 5.46 ---------__ 6 9°-31Z38" 3.75 6.25
8 7°-09'-10" 5.08 7.92
Figure 40b.
153
154
LENGTH OF TRACK TIE TO BE USED ____________VARIOUS GAGES CAGE__________££ 3-.3TO3-4S- ££ ££
LENGTH 5'-6" 6'-6" 6'-6" 8'0* 9'0"
BILL OF SWITCH TIES-VARIOUS GAGES LEADS TO BE USED FOR VARIOUS GAGES ~
_____________ GAGE ______________ A.R.E.A. STD. NO. 8 FROG. ANGLE 7°09' ~ length 2'-6"__3' °" |3'-3"3'-3H'1 4'.8%*_5'-3"_HEEL SPREAD AT SWITCH 6’/<"
______________3'-5%"3'-6" 5'-0" 5' 4- SWITCH ANGLE 11' == 2°39' 16'-6" = 1°46' S'-O"___________£age-----------------------------------------------------------------------------------------------
5'-6"_____________________________ZZZZZZ FEET { METER ~ SW~ POINT________LEAD
-- 6/°"____7________________________________ 2'-6"______________________________________0.76______ll'-O" 32'-0" '
--_________*------ 3'0" 0.91_____________»___________38'-0" —__________?------Z-------Z----------.------____________________________________________093_______■■■-<>-■____38-.O"
---p--------------i-------£------ 3'-3" 0.99 ll'-O" 42'0" —FT---------------5-------5------12--------- —— 100 llMr
-H---------1------1—.....2- -7- -----------------
9*-6"___3_______2______2______ 4 11 --~, -6- —--- —-------11 0 42 -0 '
lO'-O"___2______2(F-1) 31F-3I 3 9 --—8’/a------—-________16'6"_______48'-0"
1 d'-6" 3 3 2 2 4 __5 ~°________152______»6'-6" 68'0"
ll'-O" 2 3 3 3 - $*-3* *A0 16'-6" 75'0"
l)'-6" 2* 2 2 2 3 5~6" 168 >6'-6" 75'0"
1 2'-0"_________2________2 2 2
12'-6"___________4*_____5*______3_____2
13'0"__________________________2IF-2)___3 _______________________________
~ ----------------------------If-----1— RADIUS-STRAIGHT CLOSURE & CURVED-
I4-.6" .... 2ZZZZ = " 2 af-2| _______CLOSURE FOR VARIOUS GAGES________
—________________________________3______5* RADIUS OF STRAIGHT CURVED
15'-6"__________________________2______2 _____OUTER RAIL CLOSURE____CLOSURE
16'-0"__________________________________2 2'-6"____198.37______15.917__16.020
16 •*"__________________________________2 3' 0"____280.02______21,917__22.041
_ >7'-0"_________________________________3 3'-l%"___243.03______21.917__22.052
. W-6"___________________________________2 3'3"_____302.96______25.917__26.050
__________________________________________ 3'-3%"____________________________________313.10 25.917_____26.053 18'-6"_____________________________________ 3'5%"_____________________________________297.48 25.917_____26.068 *
TOTAL PCS 33_____35____38______54_______60 3'-6"____280.66_____25.917_____26.072
LIN. FT. 267___329____3581/;__599% 747. A'-B'/j" 489.69 46.417 46.611
NOTE: * INDICATES HEADBLOCK 5'-0" 43A41 46717 4^638--
(F-l| INDICATES 1ST TIE OF THAT LENGTH TO BE 5'.3" • 563.43 53 4,7-----53 635i~“
LOCATED UNDER FROG POINT______________ 5' 6" ,522.65 53.417 ---53^658-
Figure 41a.
155
H--1020=—+-----------------------66X0"-----------------------
, 3«18",15'2«19r 4*20‘- 6e21’ 18"2O19f2OT9i’ 10® 20" 3e 21" 18" 4@ 19" 20'18'21"2s22" 2s18'2s19,2s2O’2e 21'18“ 19" 4«20* 18’19?
h +> -r- I -+- -t 1- + + t t -j- t f 1*1'TT’rt'.,n'’T,TT'T' T-fM
t gflnnnnnnnnnnnnnnnnaaa-annnnnnnnnnrinrinnnnnMn nt-w^n nn-nnnnnnmwncu B MB MgfflSSBgM= 1 H-6-3F J j u LTTTU 11 III I 11 I |7T4yTrT7~Y7^ I litLuJpt G.O.R.I I |T I I IT
til FORMULA FOR APPROXIMATE LEAD LENGTHS
16'-6" SWITCH L = 7 + 12.8 G.
ll'-O" SWITCH L = 7 + 11.6 G
WHEN L = APPROXIMATE PRACTICAL LEAD IN FEET
G = GAGE IN FEET
Figure 41b.
16-6" STRAIGHT SPLIT SWITCH WITH GRADUATED RISERS
———————iBILL OF MATERIAL ____________16'6" NON-INSULATED STRAIGHT SPLIT SWITCH WITH RIGID RAIL BRACES_
DESCRIPTION ~ A.R.E.A. SPEC. 112-G
---------------------------——_______________________________________DETAIL NO, 2 DOUBLE REINFORCED SWITCH POINTS COMPLETE WITH DETAILS FOR SIDE JAW CLIPS %"_2112
2 NON-INSULATED SWITCH RODS 1-NO. 1 TvMxT----20K)---
1—NO.2 27?xl'77~ 2011
16 RAIL BRACES ’A" THICK 6" WIDE 2022----
16 SOLID BASE SLIDE PLATES 14-NO. 1 ’A" RISER 6" WIDE 1T20R
2—NO. 2 ’A" RISER 6" WIDE ~l~i21R
2 SHOULDER SLIDE PLATES NO. 3-NO RISER 6" WIDE T130---
4 SHOULDER HEEL PLATES 1 PR. NO. 4 R.H, AND LH.______________7" WIDE ~ 2140
1 PR. NO. 5 R.H. AND L.H. 7" WIDE 2149
28 TWIN TIE PLATES 14 TYPE NO. 1 “ TAMUA77-----------
14 TYPE NO. 2 ~ 3i/2~7,x3/4" .
2 HEEL BLOCKS, COMPLETE WITH BOLTS, JOINT BARS AND THIMBLES ] ] 25 (ALT)
2 STOPS TO BE ASSEMBLED WITH SWITCH POINTS ...... ' | 1024
, Figure 42a.
156
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S -I T° I * > OU^Z
4-1 3E = T —1“ §13 1 2 .rt fcr “ - 7 “ -
TT. ag . J___t_ aj? -e7 :^2
a1 ________u_ Lj sBS"
;a~e pr~i ;
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l___J CO ‘*v-' Mrt ? I II | 1—1 II |“f I '■
N03 N0.4 I bl bl bl Hal
other DETA!l$ TO switch layout with rigid rail braces
BE STRICTLY IN ACCORDANCE WITH --
hVaJ NO^zY^ancTno^^ai S NOTE B~F0R SWITCH RLATE detailS
114-41, NO. 221-40, AND NO. 222-41. SEE A.R.E.A. PLAN NO. 223-40,
SUBSTITUTING NO. 1 SWITCH PLATES FOR NO. I-A AND NO. 1-G.
■-— -.- 77 *'..jD square head NUT accordance with a.r.e a. standard plans
N0- 320.41. NO. 323-41 AND NO. 390-42.
SQUARE BOLT HEAD — , DOUBLE COIL*'
SECTION AT C ccrT1^. T SPRING WASHER Q SCALE Q
DOUBLE GROOVE ROLLED Q SECTION AT A — »
STEEL FILLER " CAST IRON FILLER El *,2 6 0" 1'_2’ 0" 2" 4" 6" 8“ 10" 12"
Figure 44.
GUARD RAIL
162
fai/
N0-3 N02 NO.I J- NO.I NO.a NO.3
[—In Ju ■ In nt-- .In ~nl pT)|.. . Jn nl „ fn nl In nl
1 ------"~'77""i:Sgiq~~ -.----■----lE=—-----~=;
:£f==~^ZZ]O T^O ------------------------0==^
--------------------’8f"--*F--- 18f-*---1-------------- * 13'------ IB"--J-«------ 3:1" --—_»L-18’:--4---13"
PLAN OF GUARD RAIL
K
-----—-------------------- 8:3'-----------------------]
Figure 45a.
163
___ । m
• ~1 _, rnihliiu'K1 ■In _ ___ -_ r~^3ge Luie
«ifc) ■ & W
SECTION THRU END BLOCK UIIIIIIHF^ V I JI Tf ADJUSTING BLOCKS
L—6" -4*— 6’—J M
<«< SECTION A A
,__Qg"__L_________12“___J^-Top „/Roll SIDE ELEVATION OF CLAMP OFCLAMP
______ SCALE -------------"I ------
? ?■ .p____a" PL1 PL 2
Web of Guard Qa// f ,' x—' \ RAIL ----- ‘ HT. OF
WEDGE end block a b HOLES
“d" 100* O’” Oil" n45"
RE 716 I 7 16 z 64
----- ---rr. ----”6' ------6"—“1 100* 0-5. " 02. “ Q 65" ----------------- Arab 716 716 Z128 rf.j-V rrX.rX- ns-Ki-JV 9o’ “sir ?r =
_J-.J_.3_ |ojs 8 ’ 8^ ---------------------------
fe. Js3 ~3T’3’~ • B 85* 9-" o’" ou"
■’ , ,'. 9,6 . 2<‘
_J______ I 65* 8|" 8j" ir
CA* 713" Qi" 149"
PL. NO. 3-2 REQ D PL. NO! 2-2 REQ'D Pl. NO. 1-2 REQ'D ' 16 016 164
All PLATES TO BE OF ROLLED STEEL %" THICK AND STAMPED WITH RESPECTIVE NUMBER AND WEIGHT OF RAIL
Figure 45b.
ZrHrmt'tx ft; mT)JmTn i i i
u u u u y ffliBijiim jjMM'a la UM H 11 l.irMtti! I! ii IHikIWESBwHHWILi MIL SPIKED rotes HIFptmin W.OTH U U U U UI JsL | mH — -- - Tl II
TO THIS POINT I LOOSE RAIL_._J U U |J [J III J J —FI— . II
NO. 8 STUB SWITCH LAYOUT U U UTTf = == r-U = JI
NOTE- USE TWIN TIE SCALE U U |] Il II i .L
PLATES IF AVAILABLE ©'9* 6* 7* 6' 5" 4'3'2* I" 0612* UJ |J U //
AS SLIDE PLATES V A "1,lt J,,< U 1 1 1 111 NOTE - SEPARATOR PLATE. RAIL STOPS. ANO U U
UNDER LOOSE RAIL TIE 000 AND ROD CI-|PS MAYBE
WELDED OR RIVETED TO CHAIR TIE RODS. ANO
HEAD ROD AS CIRCUMSTANCES PERMIT (T77^7X
NOTE - TRIM BASE OF f] M
RAILS IF WIDER THAN z-x z~x z-x. _I U
4f" TO MAINTAIN THIS Z A A I fy I ! ! ! I_____ I . ! | j |
PLATC- k .il l!, J j, J J
y r ?• r t rcyL r y y y yy elevation _qf tie rod
rT~T~i 1
lo lo GjJ'ft
u_jJ 1 l r j ft
_______;____________HALF PLAN OF HEAD ROD HALF PLAN OF TIE ROD *-
CONNECTING ROD END BOTH ENDS IDENTICAL
AND SYMMETRICAL ABOUT'
IZ* IZJ. " CENTER LINE
11/? 3^ _ life 2^. "—_____________GAGE _________________
■, nd_._. , - if? _
ELEVATION OF HEAD ROD
_____ ____•»---r I ____
164
----\ .'—V___ ___________s___________r hfWfiSg -a » u. r-wS U___________________________________
r: -----------|— i~T
Jf '^Mr. . 434. 4^ &
itr~f u (I ~^j2L,
DETAIL OF SEPARATOR
PLATE
' ‘jjBffyTf I - • ■ - . .. .. ■■» . .
166
167
J- 10 -----3" OF GRAVEL. E
TRACK CAR SET-OFF SLOpe ____________ Ur
’ ———— u <* O
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o ,. -2. 4. .. kA u. Hi
LlJ 1 J I i I
CCA1 F •>, PIPE OR WOOD IS
S-CALE- {— —| /BOX FOR DITCH H
I X* (|J |/ IF necessary --Zt)--
HisW^Ww - I W -----------“--------------------------------------- ..^ r4v’^V?>W»VZ %<’.'’•• •’K^’------------------------x
co^0 *j* «> ,, r c cmf. VKaj \
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50064312222 121142 33 2027
60064422222222242 38 2352 70097433332222242 48 2880 86904443323322334 55 2875 90098543343243342 57 3457 10 0098544433443353 62 3809 11 0 0 13 12 6 5 4 4 3 4 3 4 3353 72 4302
12 0 0 13 12 6 5 5 3 5 3 4 4 3463 76 4583
14 0 0 13 12 6 5 6 5 6 5 4 5 4464 85 5182
15 0 0 17 14 8 8 6 5 5 6 5 5 4474 98 5891
16 0 0 17 15 9 7 7 6 5 5 5 5 5575 103 6221
18 0 0 17 16 11 8 8 6 5 4 4 6 7 5 7 6 110 6654
20 0 0 17 16 11 8 8 8 6 6 7 7 7 6 8 6 121 7400
1B9
170
BILL OF TIMBER FOR CROSS-OVERS
Lengths and quantities of ties Maximum length 15'0" | £ ® ti; I » a ss s a s
or- 1 1 ?- 1 *. P P P p P P c'oo\oo«,43 a a
£ X X X X X X ° ° 1-1 c) C’ CO CO M in 5,