The Track Cyclopedia [9 ed.]

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'fHF: TRACK

CYCLOPEDIA Ninth Edition

Compiled and Edited in Cooperation With the

ASSOCIATION OF AMERICAN RAILROADS ASSOCIATION OF AMERICAN RAILROADS ADVISORY COMMITTEE R.F. Beck, Chief Engineer, Elgin, Joliet and Eastern Railway Co. T.B. Hutcheson, Assistant Vice-President-Engineering, Seaboard Coast Line R.R. Co. A.L. Sams, Chief-Engineering, Components and Facilities, De Leuw Cather/Parsons & Associates E.H. Waring, Chief Engineer, Denver, and Rio Grande Western Railroad Co.

CONTRIBUTING EDITORS Richard G. Barker Don Gruening R.F. Beck W.R. Hamilton Patrick Bradley Hugh Hazelton, Jr. David R. Burns Bob Hudson T.P. Kenney Dave Carew Harry J. Knight Linton E. Cowart T.F. De Joseph Dick Melton C. Edwards F .L. Peckover John R. Rushmer Ken Ellsworth L.E. Flinn George Way John W. Weber Hans D. Fricke Floyd A. Glasser Gerald L. Westwood H.C. Archdeacon, Editor In Chief Merwin H. Dick, Senior Consulting Editor

Simmons-Boardman Publishing Corp. 1809 Capitol Avenue Omaha, NE 68102

© 1978 Simmons-Boardman Publishing Corporation All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or by any information storage or retrieval system without permission in writing from Simmons-Boardman Publishing Corporation.

Project Editor, Joyce A. Lohr Techincal Assistant, Nancy A . Schrepf Publisher, Reid Kenedy

ACKNOWLEDGEMENT We acknowledge the guidance and fine cooperation given to us by our A.R.E.A. Advisory Board, by the engineering departments of all railroads, and by the railroad supply industry. Their help and support made this edition possible.

TABLE OF CONTENTS

1 TRACK CONTRACTOR'S DIRECTORY II GLOSSARY III INDEX TO ADVERTISERS SECTION 1- ROADWAY STABILIZATION AND DRAINAGE SECTION 2- EXCAVATION GRADING AND GRADING EQUIPMENT SECTION 3- BALLAST SECTION 4- BALLAST MAINTENANCE MACHINERY SECTION 5- TRACK SURFACING AND ALINEMENT SECTION 6- CROSS AND SWITCH TIES SECTION 7- CONCRETE TIES SECTION 8- RENEWAL OF CROSS AND SWITCH TIES SECTION 9- RAIL SECTION 10- CONTINUOUS WELDED RAIL SECTION II- RAIL ANCHORS SECTION 12- TIE PLATES AND FASTENINGS SECTION 13- RAIL JOINTS AND ACCESSORIES SECTION 14- RAI L RENEWAL SECTION 15- TRACK LAYING SYSTEMS SECTION 16- RAIL MAINTENANCE SECTION 17- SWITCHES, FROGS AND GUARD RAILS SECTION 18- CROSSINGS AND SLIP SWITCHES SECTION 19- RAIL AND TRACKWORK WELDING SECTION 20- SWITCH STANDS SECTION 21- DERAILS, BUMPERS AND CAR STOPS SECTION 22- HIGHWAY CROSSINGS SECTION 23- SNOW AND ICE REMOVAL SECTION 24- VEGETATION CONTROL SECTION 25- FAST SECTION 26- TRACK TOOLS SECTION 27- RAILWAY AUTOMOTIVE EQUIPMENT SECTION 28- CRANES AND ACCESSORIES SECTION 29- MAINTENANCE AND REPAIR OF WORK EQU IPMENT SECTION 30- MOBILE HOUSING FOR EMPLOYEES SECTION 31- FRA SAFETY STANDARDS CLASSIFIED BUYER'S GUIDE

INDEX TO ADVERTISERS

A

Section

Section Aatlas Track Construction Co ........ ......... TCD* Abex Corporation (Railraod Products Group). . . . . . 9 12, 17, 18, 19 Alberto Pulido, Inc ........................... TCD Aldon Company, The ........................... 21 Allegheny Drop Forge Co ........................ 13 Atlantic Maintenance of Way Co .................. 8 Atlas Railraod Construction Co ...... .......... TCD Avon Rubber ................................ TCD

B Burro Crane, Inc............................... 28

c Camcar Division of Textron, Inc ................ TCD Canron Railgroup (Tamper/Matisa) ......... TCD, 4 5, 15, 27, 31 J.l. Case Division of Tenneco .............. 23, 27,28 CF&I Steel Corp. (a subsidiary of Crane Co.). . . . . . . 9 Charter Manufacturing Co., Inc .................. 18 Chemetron Corp. (Railway Products Div .) ......... 10 Contrak, Inc ............................. ... TCD

lijima Kiko, Ltd ................................ 16 Industrial Railroad Service, Inc ................. TCD

J Jackson Vibrators, Inc ..................... TCD, 15

K Kelly Railroad Contractors, Inc . ............... TCD Kershaw Manufacturing Co., Inc . ........ . . .... . 4, 8 Koppers Co., Inc. (Forest Products Div .) ........ 6, 22 Koppers Co., Inc. (Metal Products Div .) ........... 12

L Lewis Bolt and Nut Co .......................... 12 Loctite Corp ................................... 13 Loram Maintenance of Way, Inc ............. TCD, 4

M

Eastern Railraod Builders, Inc .................. TCD Elanco Products Co. (A div. of Eli Lilly Co.) ....... 24 Eli Lilly Co .................................... 24

Meadowbrook Enterprises ....................... 22 Midway Railroad Construction Co .............. TCD Midwest Industrial Supply ....................... 23 Midwest Railroad Construction and Maintenance Corp .... . ... .......................... ... TCD Midwest Steel, (a subsidiary of Unarco) ... 9, 17, 21, 26 3M Co. (Decorative Products Div.) ............... 22 3M Co. (Industrial Specialities Div .) .... . . . ........ 13 Mississippi Supply Co., Inc ...................... 23 Monsanto Agricultural Products Co ............... 24 Moore and Steele Corp. . . . . . . . . . . . . . . . . . . . . . . . . . 9 Morrison/Knudsen Co., Inc. (Railroad Div .) ..... TCD

F

N

Fairmont Railway Motors, Inc ........... 8, 12, 16, 27 Faithron, Inc ..... ........................... TCD L.B. Foster Co., Inc.......................... 9, 17

National Lock Washer Co., The (Div. of Charter Manufacturing Co., Inc.) .......................... 18 Neosho Construction Co., Inc .................. TCD

G

p

Gateway Forest Products, Inc .................. TCD General Tire Industrial Products ....... ...... . .... 22

Pacific Car and Foundry Co ...................... 3 Pandrol, Inc ................................... 11 Park Rubber .................................. 22 Pettibone Corp. (Railroad Products Div .) ....... ... 28 Plant City Steel Co .............................. 22 Portee, Inc., Railway Products Di v .......... 11, 13, 25 Portee, Inc., RMC Div .................. 4, 11, 12, 14 Power Parts Sign Co ...................... ...... 22 Alberto Pulido, Inc ........................... TCD

D V.N. Deprizio Construction Co ................. TCD Diaz Contracting, Inc ......................... TCD Difco, Inc .................................... 2, 3

E

H Harsco Corp ................................... 22 Herzog Contracting Corp ...................... TCD Hiab Cranes and Loaders, Inc ......... ...... ..... 28 Huck Manufacturing Co ......................... 12

• TCD Indicates Track Contractor's Directory

Section

R RBI Industries ......... ... ..................... 22 Racine Railroad Products, Inc .................. 9, 16 Railroad Contractors, Inc ..................... TCD Railroad Constructors, Inc .................... TCD Railroad Maintenance Corp. (a div. of Portee) .... TCD 11 ' 12, 14 Railroad Service, Inc ....... ........... ... ..... TCD Rails Company, The .. ........ . ...... ... ........ 23 Railway Track-Work Co ......................... 16 Republic Drill and Tool Co ....................... 26 Rexnord, Inc ........................... 3, 8, 14, 16

s Security Locknut, Inc ...... .......... . .......... 13 William A. Smith Construction Co ............ T CD, 1 Southwestern Railway Co ..................... TCD Speno Rail Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Standard Construction Co ..................... TCD R.W. Summers Railroad Contractors ........... TCD Szarka Enterprises, Inc . . ...................... TCD

T Tamper/Matisa (see Canron Railgroup) ...... 5, 15, 31 Teleweld, Inc ........... ....................... 19 Templeton, Kenly and Co . .... ...... ....... ...... 26

Tenneco, J .I. Case Div .. ............. .. 23, 24, 27, 28 Textron, Inc ................................. TCD James M. T homas, Inc .. ...................... TCD Track Specialties Co ............................ 21 True Temper Corp ............... 1, 11, 12, 22, 25, 31

u Unarco (a subsidiary of Midwest Steel) .... 9, 17, 21, 26 Unit D.E., Inc ................................. 11 Unit Rail Anchor Co ............................ 11 United States Steel Corp ......................... 19 U.S. T hermit, Inc ............................... 19

v Velsicol Chemical Corp .......................... 24

w Wacker Corp ..... .. ............... ... ......... 26 Weir Kilby (a div. of L.B. Foster) ...... . .... . ..... 17 Western-Cullen-Hayes, Inc .... ................... 21 Woodings-Verona T ool Works ................... 11

y York Engineering Co ............................ 19

7

TRACK CONTRACTOR·'s DIRECTORY CANADA

ALABAMA

A & B Rail Contractors Ltd., 2720 No. S Road, Richmond, B.S. Can. V6X 2T3 (C~M,L) AlsoNisku Industrial Park, Box 81 , Edmonton, Alta TOC 200 Canadian Railroad Builders, IOS25 127th Avenue, Edmonton, Alta., Can. TSE-OC3 (C,M,L) Eastern Railway Siding Construction Ltd., 2650 Diab Street, Ville St. Laurent , Que., Can . H4S 1E8 (C,M,L) Frontier Railway Maintenance & Construction Co., Inc. (Acme Railway Maintenance Ltd.) Queen Street, Niagara Falls, Ont., Can. (C,M,L) (see also New York) Great Lakes Rail Limited, 3S9 Burbidge Street, Thunder Bay, Ont., Can. P7B 5R3 (C,M,L) Holland Railway Equipment, Ltd ., 2121 Old Orchard Avenue, Montreal 260, Que., Can. (flash-butt rail welding) (see also Illinois) (see also specialized services) Janin Construction Ltd., 7085 Cote des Neiges, Montreal, Que. H3R 2Ml (C) Loram International, Ltd., 320 7th Avenue, S.W., Calgary, Alta. , Can. T2P 2M7 (C,M,L) Pacific Northern Rail Contractors Corp., 20108 Logan Avenue, Langley, B.C., Can. V3A 4L6 (C,M) Penvidic Contracting (1971) Ltd., 864 Drury Lane, P .O. Box 130, Burlington, Ont. L7 R 3X8, Can. (C,M,L) Skelly & Wallans Ltd., 101 Glen Cameron Road. Thornhill, Ont., Can. L3T IN3 (C,M) Violin Railroad Construction Co., Ltd ., 7171 Torbram Road, Unit 548 , Mississauga, Ont., Can. L4T IG7 (C,M) Western Railway Siding Construction Ltd., 193 Eagle Drive, Winnipeg, Man., Can. R3E ITO (C,M,L) JOHN WH EELWRIGHT LTD., 110 Fenmar Drive, Weston, Ont., Can., M9L IM5 (C,M)

Argo Construction & Railway Maintenance Co., Inc., P .0 . Box 2428, Phenix City, Ala. 36867 (C,M) ATLAS RAILROAD CONSTRUCTION CO., 3800 Cabana Square, Suite 202, Mobile, Ala. 36609 (C,M,L) (see also Florida, Georgia, Kentucky, Maryland, North Carolina, Pennsylvania) ROYCE KERSHAW CO. INC., P.O. Drawer 9328, Montgomery, Ala. 36108 (M,L) (see also specialized services) Railroad Repair & Construction Co., Route One, Wellington, Ala. 36279 (C,M) P. E. Thomas Construction Co., Inc., P.O. Box 6346, Birmingham, Ala. 35217 (C,M) (see also Tennessee) T&S Railroad Construction, Inc., Route 5, Scottsboro, Ala. 35768 (C,M,L)

ENGLAND AVON INDUSTRIAL & POLYMERS, LIMITED, Brand ford-onAvon, Wiltshire, England (See also Pennsylvania)

JAPAN lijima Kiko Co., Ltd., 51 -1 , 4-Chome Koenjiminami Suginami-Ku, Tokyo, Japan, Tel. (03)330-71 17

ATLAS RAILROAD CONSTRUCTION COMPANY Design.Special Services Construction-Maintenance Track Materials P.O. Box 8 Eighty-Four Pennsylvania 15:n> (412) 2284500 Offices in Atmta, GA; Louisville, KY; Tanpa, FL Washington, D.C. Area; WinstonSalem, NC

ALASKA Jerry's Welding & Railroad Construction, 1602 E. 41st, Anchorage, Alaska 99504 (C,M)

ARIZONA Arizona Railroad Co., Inc., P.O . Box 6067, Phoenix, Ariz. 85005 6021272-6808 (C,M,L) V. N. DEPRIZIO CONSTRUCTION CO., Arizona Div., 4222 S. 15th Avenue, Phoenix, Ariz. 85041 (C, M) (see also Illinois, Indiana)

V.N. DEPRIZIO CONSTRUCTION COMPANY Track Construction Track Maintenance Preliminary & Detailed Designs Feasibility Studies 3001 West Soffe ll Avenue Melrose Park, Illinois 60160 (312) 261 -8827 Phoenix, Arizona; Portage, Indiana

M. Lummus, Inc., P.O . Box 14941, Phoenix, Ariz. 80563 (C,M) (see also California) R & R LEASING CO., P.O. Box 6966, Phoenix, Ariz. 85005, Telex 66-7316 (L), (see also Pennsylvania and lllinois) Railroad Builders, Inc., P .0. Box 547, Glendale, Ariz. 8531 1 (C, M~ (see also Colorado) SOUTHWESTERN RAILWAY CO., P.O. Box 6087, Phoenix, Ariz. 85005, Telex 66-7316 (C,M,L) (see also California) M. M. Sundt Construction Co., P .O. Box 27507, Tucson, Ariz. 85726 (C). Also2122 South 23rd, Phoenix, Ariz. 85036

8

ARKANSAS Trac-Work, Inc., P .O . Box 9428, Little Rock, Ark. 72209 (C,M) (see also Louisiana, Oklahoma, Tennessee, Texas)

C ALIFORNIA

FAITH ORN, INC., 639 Finley Lane, 114 Craig, Colo., 81625, 303/ 824-2245 (C,M) (also located in Ill inois, 312/672-725 1) Railroad Builders, Inc., 1601 W. Nassau Avenue, Englewood, Colo. 80110 (C, M) (see also Arizona) Smith-Miller Construction Co., Inc., 1405 Querida Drive, Colorado Springs, Colo. 80909 (C,M, L) (see also Kansas)

Gordon H. Ball, Inc., 300 Camille Avenue, Danville, Calif. 94526 (C,M) (see also Georgia, Virginia)

CONNECT ICUT

Waller H. Barber & Son, 8163 Commercial Street, La Mesa, Calif. 92041 (C, M, L)

Anthony Julian Rai lroad Construction Co., Inc., 514 Grand Street . Bridgeport, Conn. 06604 (C, M)

CA NRO N RAILGROU P . 1445 Quartz Way, San Jose, Calif. 95 11 8 (M ,L) (see also Colorado, Georgia, Kansas, Mi nnesota, Missouri, Pennsylvania, South Carolina)

ETL Excelsior Truck Leasing Co., Inc., P.O. Box 941, Orange. Conn. 06477 (L) (see also Illinois, Indiana, Michigan, New York, Ohio, Pennsylvania LOCT ITE CO RPORATION, 705 N. Mountain Rd .. Newi ngton. Conn. (203)278-1280

CAN RON RAILGROUP

DELAWARE H IAB CRA NES AND LOA DERS. INC., H iab Circle, New Ark, Del. 197 11, (302)738-7000

Surfacing & Track Alignment Ballast Equalizing & Regulating Brush Cutting Equipment Leasing

Track Speciahies Co., Inc., 18 Sylvan Rd ., S. P.O. Box 729 06880 (302)226-3361 National Railroad Con tractors, Building 19, Terminal & Ch ristina Avenues, Wilmington, Del. 19801 (C,M)

FLORIDA

2401 Edmund Road West Columbia, SC 29169 Other offices Georgia, PA; Minnesota, MO

M. Lummus, Inc., 600 S. 4t h Street, Richmond, Calif. 94804 (C, M) (see also Arizona) Also1324 W. 6th Street, Gardena, Calif. 90247 M. Construction Co., 340 Industrial Street, Bakersfield, Calif. 93307 (C,M) Natural Resources Corp., 681 Market Street, San Francisco, Calif. 94 105 (C,M) Pacific Railroad Constructors, Inc., P.O. Box 6650, Torrance, Calif. 90504, 213/ 539-0960 (C,M,L)(officeslocated P .O. Box3341 Valleyjo, Calif. 94590) J . A. P lacek Construction Co., 12821 E. Imperial H ighway #2, Santa Fe Springs, Calif. 90670 (C, M) P urdy Co., A. D. Schader Div., P.O. Box 4 185, Hayward, Calif. 94544 (see also Illinois, Washington) (see also specialized services) Also95 Market Street, Oakland, Calif. 94607 4201 Long Beach Bl vd .. Long Beach, Calif. 90807 Sharp & Fellows Construction Co., Space Center No. 1122, 340 1 Etiwanda Avenue, Mira Lorna, Calif. 91752 SOUTHWEST ERN RAILWAY CO., INC., P.O. Box 849, C hino, Calif. 91710 (C, M, L) (see also Arizona)

COLORADO

sn :t:t ~ORPORATION A SUBSID IARY OF' P.O. Box 1830, Pueblo, Colo. 81002, (303)561-6000

~ F& I

~RA N F:

CO..

CA NRO N RA il.G ROUP, 13685 W. Alaska Place, Lakewood, Colo. 80228 (M, L) (see also California, Georgia, Kansas, Minnesota, Missouri, Pennsylvania, South Carolina) Continental Rail Ltd., P .O. Box 1246, Arvada, Colo. 80001 (C,M)

Atlantic Railroad Supply Company, P .O. Box 25091. Tamarac, Florida 33320 (specialized services) (offices also located in Alabama Illinois, Minnesota and Pennsylvan ia) ATI.AS RA II.ROAIJ CONSTRUCTIO N CO., P.O. Box 16000 H.C.. Tampa, Fla. 33687, 813/ 621-7534 (C.M. L) (see also Alabama Georgia, Kentucky, Maryland. North Carolina, Pennsylvania) Bristor & Bros. R.R. Contractor. 1814 N. 47th Street. Lot 27. Tampa. Fla. 33605 (C,M) Dade Railroad Builders, P.O. Box 985, H ialeah , Fla. 33010 (C.M) Goare Construction Co., 1804 W. Daughtery Road, Lakeland, Fla. 33801 (C,M)

FAITHORN, INC. General Railroad Contractors Construction & Maintenance 639 Fin ley Lane- # 4 Craig, Colorado 81625 (303) 824-2245 W. T . Jackson, Inc., 213 N. Cherry Street, Starke, Fla. 3209 1 (C.M) M. A. James Railroad Contractors, P.O. Box 3163. Tampa, Fla. 33601 (C,M, L) Charles H. Ogle Contracting, Inc., 814 N. Central Avenue, P.O . Box 878, Kissimmee, Fla. 32741 (C,M)

R.W.SUMMERS RAILROAD CONTRACTOR, INC. Track Maintenance and Construction P.O. Box 1456 Gandy Road Bartow, Florida 33830 (813) 533-8107

~TRACKTHEVVORL~

ce:f

Serving the rai lway industry with continuity since 1923, the William A. Smith Contracting Co., Inc. literally has tracked the world, from the Arctic to the Equator, in the Cari bbean and Indian oceans, and wherever the world's goods move by rail. Founded by William A. Smith in 1923 and reincorporated in 1946, our Kansas City based firm brings experience and engineering qualifications, performance and reputation to the construction, maintenance and rehabilitation of railways serving industries, public entities and governments. We have served t he United States government through the Defense Department, Army, Navy and Air Corps; the Department of the Interior and the Atomic Energy Commission. We work directly with many engineering and architectural firms, as well as contractors supervising overall construction. We continue to design specialized equipment for railroad work and are equipped and prepared immediately to initiate railway projects of magnitude. Literally, we can and do track the world.

WM. A . SMITH CoNT RACTING Co., INc. WM. A . SMITH, INTERNATIONAL CONTRACTORS, INC. Brookhollow Business Park 824 5 Nieman Road

Shawnee Mission, Kansas 66214 (913) 492-3232

9 Polk & Polk, Inc., 340 Okaloosa Road, N.E., Ft. Walton Beach, Fla. 32548 (C,M) Railroad Concrete Crosstie Corp., P.O. Drawer 1048, St. Augustine, Flo rida 32084 (specialized services) RBI INDUSTRIES, INC., P.O. Box 16901, Tampa, Fla . 33687 Reyn-Con, Inc., 138 Stockton Street, P.O. Box 40285, Jacksonville, Fla. 32203 (C, M) (see also Georgia) W . J . Sapp & Son, Inc., 370 West U.S. 90, P .O. Box 126, Baldwin, Fla. 32234 (C,M) R. W. SUMMERS RAILROAD CONTRACTOR, INC., P .O. Box 1456, Bartow, Fla. 33830 (C, M,L)

GEORGIA Alexander Contractors, Inc., 1214 Kimberly Drive, P.O. Box 1592, Valdosta, Ga. 31601 (C.M) ATLAS RAILROAD C ONSTRUCTION CO., P.O. Box 87048, Atlanta, Ga. 30337 (C,M.L) (see also Alabama, Florida, Kentucky, Maryland, North Carolina, Pennsylvania) Austin Construction Engineers, P .O. Box 204, Augusta, Ga. 30903 (C,M) G ordon H . Ball, Inc .• 846 S. Central Avenue, Atlanta, Ga. 30354 (C,M) (see also California, Virginia)

DiAZ CONTRACTiNG

INC.

Specialists In Railroad Construction Main tenance & Des ig n Rap id T ra ns it & Crane Rail Insta llations 609 667-1716 404-525-6483

498 Kings Hig hway North, Suite 126, C herry Hill, NJ 08034 P.O. Box 1006, Decat ur, GA 30031 Bankhead Railway Engineering, Div. of Bankhead Enterprises, Inc., 1345 Bankhead Avenue, N.W .. P.O. Box 93006, Martech Station, Atlanta, Ga. 30318 (C.M,L) (see also Ohio. West Virginia) CA NRON RA ILG ROUP , 47 Willowick Court. Decatur, Ga. 30034 (M, L) (see also California, Colorado. Kansas, Minnesota, Missouri, Pennsylvania, South Carolina) DIAZ CONTRACTING , INC. , P.O. Box 1006, Decatur, Ga. (C, M,L) (sec also New Jersey) Georgia-Carolina Railroad Contractors, Inc., Eleven Dunwoody Par k, Suite 119. At lanta, Ga. 3034 1 (C, M ,L) Horn Construction Co., Inc. (a Hall iburton Co.) Rai lroad Division. P .O. Box 433, Avondale Estates. Ga. 30002 (C) (see also New York) G.C. Hunt and Co .• I I 59 Mil ledge, P.O. Box 90246, East Point. Ga. 30344 (C,M) MIDWAY-RAILROAD CONSTRUCTION CO., INC .. P.O. Box 20480. Decatur, Ga. 30310 (C,M) Also •• P.O. Box 925, Mableton, Ga. 30059, (other offices located 1680 Bankhead Hwy., Austell, Georgia, 30001,404/ 944-1534 or 404/ 434-2049) B.R. Moore Construction Co., Inc., 1422 W. Peachtree Street, NW 11620, Atlanta, Ga. 30309 (C,Ml Queen City Railroad Construction, Inc., Flint Hill Road & Highway 5, Powder Springs, Ga. 30073 (C,M) (see also Michigan, Ohio, Tennessee) Railroad Maintenance and Service Co. of America, 4690 Dudley Lane, N.W .. Atlanta, Ga. 30327 (see also Ohio) Rcyn-Con, Inc., P.O. Box 7114, Garden City, Ga. 31408 (C,M) (see also Florida) Slattery Associates, Inc., 40 Marietta St., Atlanta, Ga. 30303 (C. M) (sec also New York, Virginia) TRANSIT PRODU o r freight and the receiving, classifying, assembling and dispatching of trains. THALWEG.-(From German.) The line following the deepest part of the bed or channel of a river. Originally, this work meant the line in the bottom of a valley in which the slopes o f the two sides meet and which form s a natural water course. THREADS, CUT.- Screw threads on a bolt or rod , formed by culli ng away a portion of the material. The maximum diameter of the threaded portion of a bolt with cut threads b the same as the diameter of the bolt. - ROLLED.-Screw threads on a bolt or rod, formed by displacing but not removing a portion of the material. The maximum diameter of the threaded portion of a bolt having rolled threads is greater than the diameter of the bolt proper. THRUST COLLAR.-A collar fastened to a shaft or axle by means of a set screw to prevent its shifting endwise. TIDE L EVEL. MEAN. -(See Sea Level.)

TEMPLET.-Usually a piece of thin metal of the exact size and shape of the finished rail section, but it may be of the size and shape of the rail section when hot, or the reverse of the shape to be fitted over a hot or cold rail to check its shape. -FI SHING.-A templet shaped to fi t between the head and base of the rai l and used to determine whether the rail section is accurately formed in the fi shing spaces to receive the joint bars. T ENSILE STRENGTH. -The maximum tensi le stress which a ·material is capable of sustaining. TENTATIVE YALUATION.-A tentat i ve report by the I nterstate Co mmerce Commission to Congress on each common carrier , made pursuant to Sect ion 19a of the I nterstate Commerce Act, setting forth the Commission's tentative findings of fact, as specified by law, and its findings of the value for rate-making purposes of property owned or used by such common carrier for common carrier purposes,and certain other information prescribed by law on i ts non-carrier propert y, served upon each common carrier owning or using any part of such common carrier property, and upon certain other parties specified by law, as a basis for receiving testimony and hearing argument from all interested parties concerning a final report by the Commission to Congress of its findings of such fact s and values for such common carrier.

TIE. ADZED.- A tie which has had the plate-bearing areas of its top made plane and smooth by passage through a machine designed for 1he purpose. - BORED.-A tie which has had holes for spikes provided by passage through a machine designed for the purpose. -CROSS.-The transverse member of the track structure to which the rails are spiked or otherwise fastened to provide proper gage and to cushion, distribute, and transmit the stresses of traffic through the ballast to the roadbed. - GROOVED.-A cross tie which has had machinegouged across its top depressions into which ribs on the bottom of a tie plate may fi t. - H EA RT. -A tie with sapwood no wider than onefourth the width of the top of the tic between 20 in. and 40 in. from the middle of the tic. -SAP.- A tie with sapwood wider than one-four th the width of the top of the tie between 20 in .and 40 in. from the middle of the tie. -SLABBED.-A tie sawed on top and bottom only. (Known also as "pole" tie and " round" tic.) - SUBSTITUTE.-A tic of any material other than wood o r of wood in combinat io n with any other material. -SW ITCH. -The transverse member of the track structu re which is longer than, but funct ions as does the cross tie and in addition supports a crossover or turnout. TIE PLAT£;.-A plate interposed between a rail or other track structure and a tie.

XXVII

TtE SCORING MACHINE.-A portable power-operated machine provided with two circular saws designed to saw the face of track ties to uniform width and depth, as a guide for hand adz work to provide a proper bearing for rail or tie plates in relay track work. TOE OF SLOPE.- The intersection of a slope with ground surface in embankments , and the plane of roadbed in cuts. TOLERANCE.-An allowable variation from dimensions or requirements specified.

TOP-BALLAST.-Any material of a superior character spread over a sub-ballast to support the track structure, distribute the load to the subballast, and provide a good initial drainage.

T OP OF SLOPE.- The intersection of a slope with the ground surface in cuts, a nd the plane of roadbed on embankment.

Tow, PULL (noun).-Water craft being navigated by power other than its or their own, the tow line between the power unit and the tow being in tension. - PUSH (noun).-Water craft being navigated by power other than its or their own, the power unit operating behind the tow. TOWI IEAD.- A bar covered with grassy growth ofyoung willows and other vegetation (Local, used on Mississippi River System.) TRACK.- An assembly of rails, ties and fastenings over which cars, locomotives and trains are moved. - BAD ORDER.- A track on which bad order cars are placed either for light running repairs or fo r subsequent movement to repair tracks. - Boov.-Each of the parallel tracks of a yard upo n which cars are placed or stored. -CABOOSE. -A track on which cabooses are held in a yard. - CLASSIFICATION.-One of the body tracks in a classification yard, or a track used for c lassification purposes. - CONNECTING.- Two turnouts with the track between the frogs arranged to form a continuous passage between one track and another intersecting or oblique track or another remote parallel track. - CROSSOVER.-T wo turnouts with track between, connecting two nearby and usually parallel tracks. - DEPARTURE.-One of the tracks in a departure yard on which outgoing cars are placed. - DRILL.-A track connecting with the ladder track , over which locomotives and cars move back and forth in switching.

-ELECfRIC RAILWAY.-As applying to the design of s pecial trackwork in the P ortfolio of Trackwork Plans, Electric Railway denotes track whereon is to be operated rolling stock the wheels of which have smaller flanges and/ or narrower treads than those of AAR standard wheels, the motive power being immaterial. - HOLD.-One of the body tracks in a hold yard or a track used for hold purposes. - HOUSE. -A track alongside of, or entering a frei ght house, and used for cars receiving or delivering freight at the house. - ICING.- A track on which cars are placed for icing. - INDUSTRIAL- A track serving one or more industries . - INTERCHANGE.-A track on which cars are delivered or received, as between railways. - LADDER.- A track connecting successively the body tracks of a yard. - LEAD.- An extended track connecting either end of a yard with tke main track. - PASSING.-A track auxiliary to the main track for meeting or passing trains. Same as a Siding. - RECEIVING .- One of the body tracks in a receiving yard or a track used for receiving trains. - REPAIR.-A track on which cars are placed fo r repairs. - RIDER.-A track in a hump yard on which a conveyance is operated for returning car riders to the summit of the hump. - RUNNING.-A track reserved for movement through a yard. - SCALE.-A track leading to and from and passing o ver a track scale. - SIDE.-A track auxiliary to the main track for purposes other than for meeting and passing trains. - SORTtNG.- One of the body tracks in a sorting yard or a track used for sorting purposes. - SPUR.- A stub track diverging from a main or other track . - STATtON.-A track upon which trains are placed to receive or discharge passengers, baggage, mail, and express. - STEAM RAILROAD. -As a pplying to the desig n of special rrackwork in the Port folio of Trackwork Plans, Steam Railroad deno tes track whereon is to be operated rolling stock the wheels of which have flanges and treads which are substantially in agreement with . those of AAR standard wheels, the motive power being immaterial. - STORAGE.-One of the body tracks in storage yards or one of the tracks used for storing equipment. - STUB. -A track connected with another one at one end only. - T EAM.- A track on which cars are placed for transfer of freight between cars and highway vehicles. - TRANSFER.-A track so located with respect to other tracks and to transferring facilities as to facilitate the transfer of lading from one car to another.

XXVIII -WYE.-A triangular arrangement of tracks on which locomotives, cars and trains may be turned. TRACK BOLT.-A bolt with a button head and oval, or elliptical, neck and a threaded nut designed to fas ten together rails and joint bars. TRACK CAPACITY.-The number of cars that can stand in the clear on that track. TRACK LAYING SYSTEM (TLS)- A large machine or series of machines that enable track to be rebuilt as a single process.

TRACK PAN.-A shallow trough located between the rails, from which water is taken by locomotives while in motion by means of a scoop located under the tender.

TRAI N.-A rolling mill term applied to a series of pairs or sets of rolls connected together and driven by the sa me motor or engine. TRANSFER SuP.-A protected landing place for transfer boats with adjustable apron or bridge for connecting tracks on the land with those on the transfer boat s. TRANSPIRATION.-A process of vaporizat ion of wa ter from the breat hing pores of leaves and other vegetable surfaces . TRANSVE RSE D EFECT.-For defect s found by detector cars, a tentative group classificati on, applied prior to the brea king of the rails, of all types of rail defect s which have t ran sversc component s, such as transverse fissures (TF), compound fissures (CF), and detail fractu res (DF).

TREATMENT.-Act or manner of treating; also the quantity of preservative specified or used, as "10-lb. treatment." - EMPTY CELL-A treatment in which the cell walls in the treated portion of the wood remain coated with preservative, the cells being empty or only partially filled. - FULL CELL-A treatment in which the cells in the treated portion of the wood remain either partially or completely filled with preservative. -PRESSURE.-Process in which pressure is applied to force preservatives into wood. TREATMENT TO REFUSAL.-Treatment of timber by rressure until absorption of preservative practically ceases. TREE-A woody plant usually with a single main stem and generally attaining a final growth of 20-ft. or more. TREM IE.-A cylindrical or other form of tube, with a tunnel top or pocket used for depositing concrete in water. TURBIDITY.-A measure of suspended matter in water. TURNOUT.-An arrangement of a switch and a frog with closure rail s, by means of which rolling stock may be diverted from one track to another. - EQU ILATERAL- A turnout in which the diversion due to the angle or lhc turnout is divided equally between the two tracks. -LATERAL. - A turnout in which the diversi on due to the angle of the turnout is entirel y on one side of the track from which the turnout is made. TURNOUT N UMBER. -The number corresponding to the frog number of the frog used in the turnout.

u

TRANSVERSE FI SSURE.-A progressi ve crosswise fracture starting from a crystalline cen ter or nucleus inside 1he head fro m which it spreads outward as a smooth , bright or dark , round or ova l surface substantially at a right angle to the length of the rail. The distinguishing features o f a transverse fi ssure from o ther types of fractu res or defects are the crysta lline center or nucleus and the nea rly smooth surface of the development which surrounds it.

UNFACED SuRFACE.-Having surface formed by careful grading of the entire mass mixture and spading mixture to prevent voids leaving the coarse ~gregat e next to the forms .

TREAD .- The top su rface o f the head of a rail which contacts w heels.

UNIT PRICE .- The price per unit of the vari ous quantities specified in a contract for w hich a certain work is to be performed.

TREAT (verb).-To apply preservati ve 10 wood. TREATING CYLINDER.-A hori zontal steel tank in which timber is placed whil e being treated with preser vative under pressure. A retort. TREATING PR ESSURE.-Amount of pressure used in injecting the rreservative into wood, usuall y expressed as pounds per square inch.

UNIT CosT.- The cost of any selected pricing unit of propert y .

v VACUUM, FINAL.- Vacuum applied as the final operation in the treating process; used to aid in the removal of surplus preservative injected and in drying the timber. -PRELIM INARY.- Vacuum applied to wood before injecting the preservati ve in pressure treatment.

XXIX

VALUATION ORDER No. 3.-An Order of the Interstate Com merce Commission to enable it to comply with the provisions of paragraph (f), Section 19a of the Interstate Commerce Act. It prescribes a uniform system for recording and reporting changes in the physical propert y of every common carrier subject to the act to regulate commerce.

WATER POCKET.- A depression in the roadbed, filled with ballast or other porous material, wherein water collects and is confined .

VALUATION RECORDS.- Records showing the inventory, costs and service lives of all the component parts of a carrier's property, and the supporting data used in their determination, including the basic ICC Engineering and lana reports and Original cost to date, and the reports and returns under Valuation Orders Nos. 3 and 24 of property changes since the basic valuation date; also any subsequent valuations by the ICC or the carrier.

WATERPROOFING.-The treatment of any material, surface o r structure to prevent the entrance or passage of water in liquid form. - INTEGRAL.-The incorporation of any material other than the usual ingredients to prevent the entrance or passage of water in liquid form. -MEMBRANE.-The application of alternate layers of bitumen and fabric or fell, to form a covering on a surface to prevent the entrance or passage of water in liquid form. -METALLIC.- T he application to a surface of a mixture of a metal and a reagent, the chemical reactions of which tend to fill the pores, to prevent the entrance or passage of water in liquid for m. - PLASTER COAT. -The surface application of one or more coats of impervious material in the form of plaster to prevent the entrance or passage of any liquid. - PRESSURE.-The process by which a material is forced into the pores a nd cracks of a structure to prevent the entrance or passage of any liquid.

VALVE, AIR REUEF.-A device for releasing entrapped air without releasing liquid. VELOCITY HEAD.-The vertical distance through which a body would fall to obtain a given velocity. A term used for the rating measure of the braking power of a car retarder. VERTICAL SPLIT H EAD.-A split along or near the middle of the head of a rail 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. VOUSSOIRS.-T he individual stones forming an arch. T hey are always of truncated wedge form.

w WAITING ROOM .- A room equipped with seats and other facilities to accommodate passengers waiting for departing or arriving trains. WALING PIECE.-1. A timberon the waterside of a pier , wharf or quay to prevent damage to the mainland structure by a vessel. 2. Timber used as a guide or brace in construction work.

WATER STAGE REGISTER.-A device for register ing the water level in streams or other bodies of water. W ATER TABLE.-The underground water level.

W EED-Any plant growing where it is not wanted. (a) Annual - lives one year (b) Biennial - lives two years (c) Perennial - lives more than two years. I.

Simple-large taproot like dandelionsfibrous root system like certain bunch grasses.

2.

Creeping (underground)-rootstocks or rhizomes like Johnson grass, Canada thistle, Russian knapweed and field bindweed.

3.

Bulbous-bulbs or nut-like structures like wild onion or nut grass.

WASTE.-Material from excavation not used in the formation of the roadway. WASTE OF SPOIL BANKS.-Banks outside the roadway formed by waste. WATER COLUMN.-A mechanical device consisting of valve, vertical p'ipe and spout, through which water is controlled and delivered to a locomotive tender. WATER H AMMER.-Excess pressure or other reactions due to sudden decreases in the velocity of water flowing through a pipe line, such as closing a valve quickly or the pulsations of a pump.

W EIR.-A structure used to determine the flow of water from measurements of its depth on a crest or sill of known length and form. WELDED RAIL- Two or more rails welded together to form a length less than 400 ft. CWR (See also CONTINUOUS WELDED RAIL). WELL (or Sump).- A cistern or well into which water may be conducted by ditches to drain other portions of a piece of work. - ARTESIAN.-A well in which the water level is raised above the normal ground water level by subterranean pressure.

XXX -FLOWING.-An artesian well in which the water rises above the surface on the ground. - GRAVEL WALL-A well having a screen with openings larger than ordinarily used and having selected gravel applied around the screen, and casing immediately above the screen, to prevent extremely fine sand from entering the well. WELL CASING.-The pipe forming the wall of a drilled or driven well. WELL SCREEN.-A device placed in a well, designed to

admit water from the surrounding area and exclude sand and other substances. WHARF.-A berthing place for vessels to load and discharge cargo, passengers and supplies. Piers and quays are distinctive forms of wharves. WING FENCE.-A fence connecting the apron of the stockguard with the right-of-way or line fence. WING WALL- An extension of an abutment wall to retain the adjacent earth. WOOD PRESERVING.-The art of protecting timber against the action of destructive agents. Usually refers to the treatment of wood with materials which prevent the attack of fungi, termites, marine borers, etc. WOOD TRESTLE.-A wood structure composed of bents supporting stringers, the whole forming a support for loads applied to the stringers through the deck. WOODY PLANT- Plants with stems and limbs containing lignin (wood.) WORKABILITY.-There is no standard or universally accepted measure of workability, but as used herein when applied to freshly mixed concrete, it indicates the ease with which it can be handled, transported and placed with the minimum loss of homogeneity. WORKING BARREL.-The metal tube or pump cylinder, used in a deep well, fastened to the lower end of the drop line, and which contains the valves and piston. WROUGHT IRON.-A ferrous material, aggregated from a solidifying mass of pasty particles of highly refined metallic iron, with which, without subsequent fusion, is incorporated a minutely and uniformly distributed quantity of slag. WYE.- A triangular arrangement of tracks on which locomotives, cars and trains may be turned ..

y YARD.-A system of tracks within defined limits provided for making up trains, storing cars, and other purposes, over which movemen ts not authorized by time table or by train-order may be made, subject to prescribed signals and rules, or special instructions. -CAPACITY-STANDING.-The sum of the capacities of all the tracks in that yard on which cars may be permitted to stand. -CLASSIFICATION.-A yard in which cars are classified or grouped in accordance with req uiremen ts . -COACH.-A yard in which passenger train car'S are assembled, classified or prepared for service. -DEPARTURE.-A yard in which cars are assembled in trains for forwarding . - FLAT.- A yard in which the movement of cars is accomplished by a locomo ti ve without material assistance by gravity. -GRAV ITY.-A yard in which the classification of cars is accomplished by a locomotive with the material assistance of g ravity. -HOLD.- A yard fo r the temporary ho lding of cars. -H UM P.- A yard in which the classification of cars is accomplished by pushing them over a summit , beyond which they run by gravity. - RECEIVING.-A yard for receiving tra ins. - RETARDER.- A hump yard provided with retarders to control the speed of the cars during their descent to the c lassification tracks. -SORTING.-A yard in which cars a re classified in greater detail after having passed through a classification yard. -STORAGE.-A yard in which idle equipmen t is held awaiting disposi tion. -WORKING.-The number of cars that can be regularly dispatched from the yard in s uccessive 24-hr .periods. -ZONE.-An auxilliary yard for assembling frei ght cars destined to or from tracks located in a certa in territory. YI ELD POINT.- That unit stress in a material a t which the re occurs a marked increase in st rai n without an increase in stress , as determ ined by (a) drop-of-beam method, (b) using dividers, or (c) using extensometers .

z ZONE SAMPLE.-A sample taken from any desired depth or zone in a tank or, more particularly, a tank car. ZONE SAMPLER.-An instrument samples .

for taking zone

ZONE RATIO.- Ratio o f the volume of a zone to the entire volu me of the liquid being sampled .

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ROADWAY STABILIZATION AND DRAINAGE

In the design of all engineering structures, including highways and runways, standard procedure is to carry loads down and distribute them to the natural foundation material, in such a way that it neither consolidates or fails. This same principle applies to railway track. H owever, due to the complexities of the track system and the interaction between train and track, no satisfactory standard system has yet been worked out to design track, so that all components, including the subgrade, are working to their capacity without being overstressed. T his technological lag probably exists because of the inherent adaptibility of the track structure in which any component may be replaced or reinforced, if necessary. This assumed advantage of track has, until recently, permitted a trial and error, piecemeal approach to track . design. The one component of the track structure which is usually expected to remain constant in rehabilitation and upgrading procedures is the subgrade. It sometimes proves to be the "Achilles' heel," which prevents other changes from being fully effective. This need not be so if roadbed and drainage are considered as early and carefully as other parts of the track in planning rehabilitation and maintenance work. According to Dr. W. W. Hay, professor emeritus of railway engineering, "The importance of a stable foundation and good drainage for track cannot be overemphasized." Railway Track and Structures says (Oct., 1976, p.6), "The fact is that unstable roadbeds, even after all the money that railroads have invested in remedial measures, still comprise one of the most serious obstacles to economical track maintenance."

Roadbed Instability Ballast and sub-ballast allow rain water and melting snow to penetrate the subgrade, but do not allow it to evaporate. As the great majority of subgrades are not free-draining, they invariably become saturated and remain so. Even in dry areas, water collects in the track subgrade, sometimes due to daily temperature changes, which condense atmospheric moisture in the ballast. Capillary action can draw ground water a distance of several feet above the water table in fine-grained soils. The absorption of water and consequent softening can reduce the strength of clay and silt subgrade materials to as little as 10 percent of their original value. The serious effect of saturation on the bearing capacity of the subgrade is apparent. Unstable or uneven track may be caused by roadbed conditions or by influences outside the roadbed. Outside influences include erosion and bank or slope failures; roadbed conditions causing unstable track include subgrade material pumping up to mix with the ballast, softened subgrade soil pushing up into the cribs or out at the track shoulder, and frost heaving of the subgrade.

Except for frost heaving, these conditions are usually aggravated by increases in the speed, frequency or weight of traffic acting on a saturated subgrade. Heavy cars and unit trains cause particular problems.

Solutions to Roadbed Problems Subgrade pumping can be prevented by introducing a layer of graded sub-ballast or a filter fabric. Squeezing of the subgrade can be stopped by reducing loads on the subgrade, by stiffening the track structure or increasing the thickness of the ballast; reducing the access of water to the subgrade by utilizing ditches or subdrains; improving or reinforcing the subgrade soil by injecting cement or lime; or introducing a structural slab. Frost heaving of the track can be shimmed; however, the need for shimming ca n be reduced by improved drainage, raising the track, or applying a controlled treatment with salt. T hese and other treatments or roadbed problems are outlined and discussed in the following sections. Influences affecting the roadway in general and causing track instability are also covered. These include bank and slope failures, which can be handled by berming or excavation, improved drainage, or the driving of piles or ties; rock falls, which can be dealt with by stabilizing the slope, protecting track, or warning traffic; and erosion of slopes, river banks and shorelines, which can be remedied in a variety of ways.

Subgrade Pumping Saturated subgrade soils may be pumped up into the voids of crushed rock or gravel ballast by repeated traffic loads. In general, this intermixing of ballast and roadbed materials is undesirable, as it reduces the strength and free-draining properties of the ballast. Fine sand, silt and clay subgrades are susceptible to pumping when water is present. On-track pumping occurs most frequently under poorly maintained rail joints; sometimes, with successive ballast lifts, the ballast under a low joint can be driven down into the subgrade to a depth of many feet. Muddy ballast at a rail joint should not, however, be considered a sure sign of subgrade pumping; such fouling is often caused by fracturing and abrasion of the ballast pieces under heavy dynamic loads. On main lines in particular, old gravel and sand ballast forms an effective filter against upward movement of the subgrade. The cause of ballast fou ling should be checked by excavation and examination of the ballast section before remedial action is taken. Subgrade pumping can be eliminated by reducing the intensity of peak loads applied by traffic, or by preventing passage of the unstable soil into the ballast. T he introduction of continuous welded rail will of course significantly reduce the shock loads applied at bad rail joints, thus reducing subgrade failures.

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T he infiltration of unstable subgrade soil in the ballast can be prevented by removing the fouled ballast and reconstructing the track, utilizing a graded subballast layer as a filter; or by laying a filter fabric under the ballast, protected by an overlying layer of wellgraded sand. With careful planning, the fabric can be installed during a ballast cleaning operation; however, in such a case, care must be taken to place the fabric deep enough under the ties to avoid damage from ballast tamping equipment. Temporary a lleviation of subgrade pumping can be obtained by applying a spray of cationic bituminous emulsion to the area under the pumping joints, before the ballast is replaced during a ballast cleaning operation. Application of more top ballast without removal of the ballast fouled by pumping is not recommended, as further pumping will eventually foul the new ballast as welL

Squeezing of the Subgrade Roadbed subgrade squeezing is caused by two influences which usually act together; traffic loads and water. Traffic loads are distributed unevenly over the subgrade surface by the track structure, with load concentrations ocurring under each rail-tie intersection. If the subgrade soil is drainable sand or coarse silt, the loads produce consolidation of the soil, with resulting stabilization. In the more common case of undrainable fine silt or clay soils, the combination of free water, saturated soil and rapidly repeated traffic loads, creates pore pressures which weaken the soiL The soil moves laterally from the highly stressed areas under the rail-tie intersections, to positions of lower stress between the ties; or, where there is sufficient thickness of ballast to prevent this, towards the back shoulder. This causes the formation of depressions or "ballast pockets" in the stressed areas. A ridge of impervious soil is raised around each ballast pocket, making it capable of retaining water. As the clay squeezes out of the pocket, the underlying fresh clay is softened by the water present. Hence, there is a continual progressive softening and displacement of clay in a ballast pocket; once started, the mechanism of formation is selfperpetuating. Routine ballast cleaning and improved ditching can have no long term effect on ballast pockets, as they can even form under track on embankments if the subgrade is impervious. Track instability, due to the lateral movement of the subgrade soil, can be remedied by reducing the access of water to the subgrade, or improving or reinforcing the subgrade soiL Of these alternatives, conventional track maintenance methods are usually aimed at reducing loads on the subgrade.

heavier rail; tie stiffness, spacing and length; ballast thickness; or any combination of these. T he desirable economic emphasis is given by Robert E . Ahlf, chief operations planning officer for the Illinois Central Gulf Railroad: It costs roughly twice as much to re-lay rail as to per form a good job of drainage, ballasting and timbering. Therefore, the first priority for maximum costeffectiveness in upgrading track is to improve the U (Track Modulus) value; that is, to concentrate on drainage, ballast and ties. " It will be significan tly more effective and less expensive than re-laying the rail with a heavier section," according to Ahlf (Railway Track and Structures, March, 1975, pp. 34-37, 90-92). The relative effects of rail weight, tie spacing and length, and ballast thickness on subgrade stresses can be estimated from the following typical findings of a recent computer simulation. The change in subgrade stress at the ballast-subgrade interface is computed assuming 12 in. of ballast under the ties: I) Increasing rail weight from I 00 to 132 lbs. reduces subgrade stress 6 percent. 2) Reducing tie spacing from 26 to 22 in. reduces subgrade stress 10 percent. 3) Increasing tie length from 8 to 9 ft. reduces subgrade stress 12 percen t. 4) Increasing ballast thickness from 12 to 16 in. reduces subgrade stress 20 percen t. In all cases, the effects decrease with depth in the subgrade. As far as is presen tly known, concrete ties cannot be considered effective in reducing subgrade stresses, although such ties will probably not increase stresses either. These figures can only be used at present for comparati ve purposes, rather than for planning maintenance programs. The values obtained have not been compared with on-track measurements and the effect of dynamic loads is difficult to include in the calculations. In addition, the allowable subgrade stress is difficult to determine; this value varies greatly with different subgrade soils and can never be taken as a constant. For a particular soil, it is necessary to have the minim um strength which is effective under dynamic loads and the stress level to be used, so that the soil will not creep under accu mulated traffic loads . Creep occurs under a lower stress than the failure load. Although the relationships discussed above are not clearly established yet, it is anticipated that studies recently completed at the University of Illinois, will soon be expanded by additional work to produce practical design procedures. These procedures should enable the maintenance-of-way engineer to find the most economical means of improving track to prevent increasing traffic from overloading the subgrade.

Reducing Access of Water to the Subgrade Reducing Loads on the Subgrade In existing track, traffic loads reaching the subgrade can be reduced by spreading wheel loads over a larger subgrade area. This can be effected by considerations of

Water can reach the subgrade from above by rainfall and melting snow and by capillary rise from below. The amount of water available to the subgrade can be reduced by con ventional surface and subsurface drainage measures which are discussed in following sections.

VVETRACKTHEVVORLD.

~

Serving the railway industry with continuity since 1923, the William A. Smith Contracting Co., Inc. literally has tracked the world, from the Arctic to the Equator, in the Caribbean and Indian oceans, and wherever the world's goods move by rail. Founded by William A. Smith in 1923 and reincorporated in 1946, our Kansas City based firm brings experience and engineering qualifications, performance and reputation to the construction, maintenance and rehabilitation of rai lways serving industries, public entities and governments. We have served the United States government through the Defense Department, Army, Navy and Air Corps; the Department of the Interior and the Atomic Energy Commission. We work directly with many engineering and architectural firms, as well as contractors supervising overall construction. We continue to design specialized equipment for railroad work and are equipped and prepared immediately to initiate railway projects of magnitude. Literally, we can and do track the world.

WM. A . SMITH CoNT RACTING Co., INc. WM. A . SMITH, INTERNATIONAL CONTRACTORS, INC. Brookhollow Business Park 8245 Nieman Road

Shawnee Mission, Kansas 66214 (913) 492-3232

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Alternauve less conventional drainage methods are outlined here, as are means of reducing the amount of water available to the subgrade by promoting rapid runoff. Drainage, utilizing ditches or subdrains, is wellrecognized as a good general means of improving the stability of the roadbed; however, the effectiveness of improved drainage cannot be predicted in advance, even if test pits or soil samples are examined. This is due to the fact that the effectiveness of attempts to drain the track area will generally depend on whether the subgrade soi l is pervious or not , and the drainage of subgrade soils may take place through very thin layers of pervious soil which are difficult to detect. If the subgrade is pervio us, ballast pockets will not be present and side and cross ditches will be effective, since seepage water can reach them. If the subgrade is not pervious, ballast pockets have usually formed and subdrainage installations will be of limited use, a s ground water will fl ow very slowly in such conditions . The addition of a small a mo unt of water to each ballast pocket during the course of a year will keep the subgrade saturated. As ballast pockets are not necessari ly interconnected, to be effective, drainage must emanate from the lowest point in each individual pocket. With this in mind, alternative methods of drainage can be considered. Sand points can be driven in horizontally from the t rack shoulder under the end of each tie, which may elicit water; however, there is little likelihood of draining all the water from a pocket by such means. The screen of the sand point tends to get clogged with clay during or after installation; therefore , sand points will have minimum long-term effectiveness in draining track subgrades. Track-mounted shoulder rippers break up the ridge formed by clay , which has squeezed o ut to the side from under the ties, a llowing free water to escape. The e ffect is not permanent, however, as moisture remains in the ballast pockets and cracks in the soil close and reseal under the loads exerted by traffic. Benefits are tangible, but temporary. Sometimes the track shoulders are plowed o ut to a depth below the bottom of water pockets and backfilled with clean granu la r material, which a llows free water to escape from the pockets. However, as the deepest part of a pocket is located directly under a rail-tie intersection, some water remains and its clay-softening action in the subgrade continues. At the same time, the existence of a supporting shoulder of strong pervious material helps to contain the clay, resulting in some permanent benefit to track stability. The shoulder fill material must be wellcompacted in layers to provide this effect. Vert ical drainage can be effective in stabi lizing soft roadbed in one condition only; when a pervious layer underlies the subgrade and has a hydrostatic head lower tha n that of the subgrade. In this case, vertical ho les may be drilled at close s pacing through the ballast down into the pervious layer, and fi lled with free-draining sand. Ballast material should not be used as backfill, as it will silt up a nd eventually lose its drainage capability.

Economical means are not available to reduce the access of water to the subgrade from below by capillarity, unless a complete track reconstruction is undertaken. However, surface ditches and subsurface drains, which lower the water table under the track, will reduce the height of capillary rise . To promote rapid runoff, waterproof membranes can be rolled on existing track during a sledding, plowing or ballast undercutting operation. Due to the cost involved, this procedure is o nly warranted in track sections where ballast pockets have formed, the subgrade is already weak to some depth , and excavation is not feasible or economical. The membrane must remain waterproof without puncturing, breaking or cracking, under traffic loads, subgrade deformation and wide temperature variations. For these reasons, the choice of material and the method of installation must be carefully selected. H eavy polyethylene, neoprene a nd polyvinyl ch loride sheet material have been utilized; oil-resistant PVC is available.

Drainage Since water is the pr incipal influence on soil stability in the roadbed and in roadway banks and s lopes, the control of surface and subsurface water is one of the most important factors in roadway design and maintenance and will yield good returns from smoother a nd more economical track . Good drainage practice requires consideration of local conditions, field study of trouble spots, careful installation procedures and regular maintenance of the completed installatio ns . Drainage is achieved by surface or subsurface systems or a combination of the two. Factors that req uire consideration in determining the best drainage method at a particular location include the amount of rainfall o r snow, the amount and rate of runoff, erodibility of the soil materials, availability of natural drainage channels, the lateral and longitudinal slope o f the railway grade, the height of the water table and presence of springs, the presence of seepage layers in the ground and sometimes the acid content of the water. Because these considerations are numerous and the fact that all o f them may not be known, the procedure utilized to improve roadway drainage should be chosen by an engineer experienced in drainage methods and equipment.

Surface Drainage Most drainage problems require surface installations of side and offtake ditches, supplemented by intercepting d itches, where necessary . T he roadbed cross section, slopes of cuts and fi lls, ditches, catch basins and c ulverts should all form a balanced system to dispose of water without accumulation or damage. Changes to any part of the system should not be undertaken without anticipating their downstream effects .

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Sl-4

Side Ditches Side ditches form an essential part of the roadway section through all cuts; to drain the roadbed and to protect it by intercepting surface water from rainfall and seepage from cut slopes. Deep side ditches are often effective in maintaining a stable subgrade in flat or gently rolling country, where surface water from rain or melting snow stands for long periods. By this means, the track is virtually placed on a fill, lowering the water table. Where possible, side ditches should be kept at least 4 ft. below the track shoulder to inhibit capillary rise of ground water and frost heaving

of the subgrade. The ditches should be of sufficient capacity to carry water from the heaviest rainstorm; a judgement as to whether or not the ditch capacity should be increased can be made by observation during and shortly after intense rainfall. The ditch grade will normally be governed by the track grade, particularly in long cuts. The A.R.E.A . recommends a minimum gradient of .25 percent to prevent sedimentation, and a gradient not greater than that which will produce a velocity as shown in Table I for the ditch lining materials present.

TABLE I Limiting Velocities to Prevent Erosion Material Sand Loam Grass Clay Clay and gravel Good sod, coarse gravel cobbles~ soft shale

Velocity (ft. per sec.) Up to 2 2- 3

2- 3 3-5 4- 5

The same care should be taken in designing intercepting ditches, as with side ditches, if they are not to create serious erosion problems. These ditches should at least be I ft. deep and capable of carrying water from the heaviest storm . If possible, they should be dug at least 15 ft. back from the top of the cut to prevent seepage through the ground to the cut slope. The material excavated is usually placed on the side facing the cut. Seepage water, occurring on the face of a slope, may be intercepted and carried away by a ditch located on a bench. Benches used for such drainage should be sloped back from the face and thence laterally, and should be lined or paved if necessary to prevent infiltration. It is usually not feasible to carry an intercepting ditch the entire length of the cut; therefore, it becomes necessary to lead the flow of water down the slope and away to lower ground. Such drainage is best carried down in a controlled manner. On a low slope, a paved or riprapped gully may be used for this purpose; on higher slopes, a pipe or semicircular flume of ample capacity, anchored to the slope and provided with an entry arrangement to prevent overflow, will be necessary. Corrugated metal is the preferred material for flexibility to minimize damage caused by slope movement. The discharge of overflow may be at right angles in the direction of flow of the side ditch, or under the roadbed in a pipe, to lower ground on the other side.

Offtake Ditches In low-lying or flat ground, offtake ditches may be required to carry water away from the roadway a sufficient distance to obtain the drop in elevation that will produce drainage of the roadbed.

4-6

Ditch Maintenance Ditches should be trapezoidal in section; V-shaped ditches are easily blocked with debris and susceptible to erosion, and are therefore not generally recommended. The minimum bottom width in earth materials should be 3 ft. Side ditches should be located so that the stability of adjacent cuts and fills will be maintained; slopes should be formed so as to be stable for the type of material involved. The downstream end of a side ditch should be diverted away from the track, so that the scouring action of water will not wash or weaken the roadbed. Wide ditches are desirable at the toe of cut slopes, where sloughed material tends to accumulate; however, experienced judgement is required to determine if the toe of the slopes may be safely undercut. Wide ditches, in addition to providing storage space for debris and snow, also provide working space for equipment.

All types of ditches require periodic maintenance. Excess vegetation and sediment should be removed; this is particularly required in side ditches, constructed on flat grades and in long cuts, where slope material is eroded which raises the ditch grade. Offtake ditches are also often subject to silting and overgrowth. Intercepting ditches do not generally silt up as quickly as their grades are usually steeper; however, they are prone to becoming overrun by vegetation. An

annual inspection of all ditches is most advisable, in addition to cleaning operations at regular intervals to maintain the efficiency of the installations. Material excavated from ditches in cuts should be carried out of the cut, rather than placed on the cut slope where it will again be washed down into the ditch. This material may be wasted along the slope of an adjacent embankment below the roadbed shoulder.

Intercepting Ditches

Ditching Equipment Ditches, located behind the top of cut slopes to catch runoff water from the uphill slope, are often essential to reduce erosion, or to prevent deterioration of slopes, due to ice formation in cracks.

Ditching is usually essentially mechanized, with hand shoveling limited to cleaning spots that are inaccessible to machines.

ANNOUNCING . BA·· THE R-,-. . ... =---IC . m ENG IN ~ WITH THE UNFORGETTABLE NAME REMEMBER ... 7

~:I.TJP,;::0.FR carried out. Problems occurred when funds were not available to adh ere to it completely. Often the initi al effort was to conform to the estab lished cycle on important main tracks. Branches and yards often got lillie or no attention due to budgetary constraints. FRA standards require that certain minimal standard~ for ties must be maintained for all tracks, depending on the class oft rack. It is not the intent to enumerate the details of the FRA standards at this point, as they appear in their entirety elsewhere in this volume. Rather, it is the intent to exa mine the effect of these tandards, as a minimal policy, a railroad may be faced with renewing only ~ ufficient defecti ve tics, as will be ncccs~ary to obtain continued compliance with the standards. This mean s leaving such defective ties as are permilled by the standards according to location in newl y worked track , which results in ties and tic installing capacity being available to cover additional track mileage. Should thi~ policy not provide enough capability to co,·cr all trackage needing attenti on , the only other recourse i ~ to reduce the track class by imposing speed rest riel ions. A less stringent tic renewal policy wou ld be to renew all ties that are defective, according to the definitions in the safety standards when working a ~ !retch of track. Conforming to such a policy pre-suppo!>C!> the capacity to maintain at least the minimal standard!> on all tracks. A still more liberal policy of renewing tic-. might be to impose somewhat tighter standards . as to the definition of a defective tie than those imposed by the FRA standards.

58-2

Some ties may not be renewable in the conventional manner, due to clearance restrictions. The manner in which ties are to be renewed on ballasted deck bridges, within station platforms, tunnels and certain cuts should be determined and any additional resources provided.

Distribution of Ties

The Santa Fe's mechanical tie unloader. (Courtesy, Santa Fe Railway)

The most liberal policy likely to be followed would involve the replacement of ties not yet defective, but are determined by judgment will become defective before the next cycle of tie renewals. Such a policy can best be justified on a selective basis considering class of track, location of the ties in track and condition of adjacent ties. For example, if Lhere are three adjacent ties, none of which are defective according to the definition in use, but if in the opinion of the inspector they will become defective within the next 2 to 3 years, it would be prudent to replace the middle tie. Similar arguments might be made regarding joint ties.

Programming and Planning Major tie renewal programs are usually developed on an annual basis. Factors that may be considered in the development of a program include policies regarding cycles, tie inspectors' counts of defective tie population, importance of tracks and acceptability of speed restrictions, productive capacity and budgetary constraints. When the work to be programmed has been identified, various considerations must be taken into account in the development of schedules for the gangs involved in the program. The relationship to other planned maintenance activities must be analyzed. Ties cannot be renewed on Track No . 1 at the same time that rail is being renewed on Track No . 2 in the same area. Where possible, the work should be scheduled to minimize non-productive time spent in moving between jobs. Track usage must be planned for the distribution of material, as well as the actual installation of ties. Some railroads utilize a track surfacing and lining unit as an integral part of the tie gang; others will perform this work with a separate gang, which may follow closely or at some interval behind the tie gang. Other operations such as ballast cleaning, rail renewal or ditching may be a part of the rehabilitation of certain tracks. Advance preparations will be needed for track usage detour or train rescheduling arrangements, placement of camp faci lities and storage of the gang's equipment. Alternate working schedules may have to be considered.

The most widely used traditional method of unloading ties has been to deliver them from the treating plant in standard gondolas, loaded crosswise to the length of the car. Usually a three man team was used to remove ties from the car. Two men, using a pair of timber tongs would lift one end of the tie onto the top chord of the car of the side to which the ties were to be unloaded. The third man would lift and push the other end of the tie until it fell over the side of the car. Productivity was largely dependent on the size of the force that could be assembled to perform this work. While this method is still employed to some extent, various procedures have been developed that are more productive and less labor intensive. One approach is the use of special flat cars, equipped with end bulkheads and side racks, that are adjustable to provide an opening at the correct height for the tier of ties being unloaded. In this manner, one man can slide a tie off the side of the car without having to lift it. Another approach is to bundle the ties and to utilize a crane or other suitable equipment to lift the bundles out of the gondolas. Special equipment has been developed and is used to a limited extent; this involves a machine which can travel through special gondolas, kicking individual ties out through an opening in the car side just above floor level. Combination front end loader-backhoe machines are being used successfully to unload ties from gondolas. The procedure is to support the machine with its outriggers resting on the top chords of the gondola sides; to move it forward as the work progresses by utilizing the loader bucket to push, thereby sliding the machine on its outriggers; and to unload the ties with the backhoe boom equipped with a special grapple.

Rubber-tired tractor for unloading ties is moved forward on car tops by cable winding on winch permanently mounted in bucket on the machine. The end of the cable can be anchored to the coupler.

PB05068

Searlf)\ Insert tie, squarel)\

Tie renewal. Nordberg OMSI does It all. 200 times per hour. Hard-Work ing Machine Nordberg Model B OMSI , the One·Mon Scarifier-Inserter, is one hard-working machine. It automatically scarifies tiebed to controlled depths . OMSI then grasps and square ly in· serts ties. ready for plating and spiking. A ll this in one smooth and simple operation. At speeds up to 200 ties per hour using one mach ine. not severa l .

Features OMSI features a full pivot ing boom and a flexible operating station which allows insertions f rom either side of the track and offers high visibility left and right. Working speed is ad· justable from 0·14 mph and top travel speed is 25 mph. Work cycle is f ul l y au t omat i c with manual operator overrides.

Learn how OMSI can improve your t ie renewal program . Contact your nearby railway equipment representative or Rexnord Inc .. Railway Equ ip· ment Division , P. O . Box 383 , Milwaukee, WI 53201.

Rexnord /I II/IIIII I

1/J OMSI one-man scarifier inserter.

~

Up to 200 ties per hour

PERFORMAN CE OAT A:

M ECHANICAL DATA:

Work Rote ............ 200 ties per hour from either side of machine Working Speed ........ 0-12 MPH adjustable Travel Speed .......... 21 MPH maximum Inserting Force ......... 6500 lbs. increasing to 8000 lbs. on demand Draw Bar Pull ......... . 2000 lbs. (working speed)

Engine .............. . G.M. Diese14-53, 87 H.P. @ 1800 R.P.M. Fuel Tonk Capacity ...... 36 Gallons Oil Tonk Capacity ...... 100 Gallons Brakes .. ............. Dead man control (4 wheelhydraulically actuated shoes)

PHYSI CAL OAT A: length . . ............. 15'-8" (18'-5" with boom in travel position) Width ............... 14' -0" extension blades down 11 '-4" extension blades up 1 0'-0" without e xtension blades Height ............... 1 1'-4" Weight .............. 30, I 00 lbs. Wheel Bose ........... 6'-0" Jaw Opening (vertical) . .. 9" Scarifier Blade Opening .. 12"-1 4" maximum

ELECTRICAL OATA: System .............. . 1 2 volt starter, alternator and battery (negative ground) Controls .............. Electric over hydraulic. Automatic work cycle using solid slate logic. Manual override for all functions.

HYDRAULIC DATA: System ............ .. . Main system pump 44 GPM @ 2500 PSI, broke system pump 3 GPM @ 1 000 PSI Propulsion ............ Hydraulic (two axles, four wheels) Filters ... . .. .... . .... Suction - 141 Microns -Marvel Pressure line - 10 Microns - Schroeder Servo System- 1 0 Microns -Poll Return line- 40 Microns -Marvel Pumps .... . .......... Main Pump - 44 GPM @ 1800 RPM Broke System Pump- Vickers 3 GPM @ 1 800 RPM Hand Pump-StorMK 1277 Motors ............... 2 - Borg-Warner

For further infor mation write Rexnord Inc., Railway Equipment Division, P.O. Box 383, Milwaukee, Wis. 53201.

Rexnord 1111111111

,,,r.rmmf/1 tie reneYial • equ1pment

Nordberg h y dra - spiker using 2500 psi of hyd raulic pressure pushes spikes into ties with smooth continuous motio n. Spiking heads are fu lly adjustable permitting spikes to be placed in any spiking pattern and in any size plates. •

Hydraulically controlled tie "nippers" hold the tie firmly during operation.

•

Individually controlled spiking guns are capab le of driving one or two spikes a t a time per plate.

•

Hydraulic turntable makes reversing direction o r set-off a simple job.

Nordberg OMSI o n e-man scari fi er inserter automatically scarifies crib to control depth and inserts ties ready for plating and spiking at speeds up to 200 ties per hour. Solid sta te logic system assures smooth continuous operation.

e Full

pivoting boom a llows insertion from either side of the tra ck .

•

Work cycle is fully automatic with manual operator overrides.

•

Ties are held in position w hile sca rifying blades spread ballast . Depth can be easily adjusted.

Nordberg plate placer is a oneman operated unit that can replace 200 tie plates per hour. Hydraulic lifting ram raises f irst ra i l for plate . . . then moves to other ra il. Operator then moves on, leaving tie ready for spiking.

Nordberg spike hammer makes driving spikes fast and easy. Spikes are driven straight vertical to tie and to correct depth .

Nordberg CHP spike puller is fast, versatile and easily handled by one man. Telescoping boom mounted pulling gun enables operator to position over spikes in either rai l.

For further information write Rexnord Inc., Railway Equipment Division, P.O. Box 383, Milwaukee, Wis. 53201.

Rexnord I I/IIIII I I

llr!Tlm!'!1't'!II/ hydra-spiker !!!:...

.;

.....

SPECIFICATIONS Length ... . ... .. ............ .. 146" Wheelbase . ..... . ... . ......... 5' 3 " Height .. .. ..... . .•.......... . 6' 3" Wid th -

working . . .. .... . ... .. 1 18" travel .... . . .. ..... . . . 1 15"

Weight . . . ...... . ..... .. . 14,000 lbs.

For better, faster track maintenance at lower cost, rely on these fine Nordberg Products.

Working Speed ..... . ...... . ... 8 mph Travel Speed ................. 18 mph Engine ............... diesel -

62 hp

Tonk Capacities hydraulic oil ........ . .... . 108 gals. fuel .................. .. . 21 gals.

Adze r - self-propelled • Dun-Rite® Ga ging Ma chine and Bro nco • Hyd ra -Spiker • Hyd raulic Spike Pullers • Line Indica tor • Mechanical Spike Puller • Plate Placer • Power Ja ck • Power Wrench • Roil Drill • Ra il Grinders • Scarifier-I nserter • Spike Ha mmer • Spike Straightener • Surf-Ra il Grind er • Switchline rs • Tie Drill • Tie Spacer • Track line r® • Trak-Surfa ce r.

For further information write Rexno rd Inc., Railway Equipment Division, P.O. Box 383, Milwaukee, Wis. 53 201.

Rexnord II/IIIII I I

Fairmont Tie Inserter with Jacks One machine /One man

SPECIFICATIONS --

D IMENSIONS Length 11 ft. 7 in. Width 7 ft . 6 in. Height 8ft. 2 in. Weight 16,200 lbs.

-----

ENGINE GMCDiesel 3·53 64 BHP (c~ 2200 R PM

ELECTRICAL SYSTEM 12 Volt Starter & Altern ator

PUMP

BRAKES

PROPELLING

TA N K CAPACITIE S

1 Variable Volume Piston 1 Vane Type

4 Wheel Tread Type

4 Wheel Axle Mounted Speed Reducer

Fuel Tank27 Ga l. Reser voir 43Gal.

FOR HELP ALONG THE WAY: • Inspection Motor Cars • Section Motor Cars • Push Cars • B & B and Extra Gang Cars • Hy-Rail Equipment • Motor Car Engines • Roller Axle Beanngs • Axles • Wheels • Trailers • Ballast Maintenance Cars • Derrick Cars • "Tie Plug Inserters • "Tie Inserters • Hydraulic Power Tools • "Tie Handlers • Weed Sprayers • lie Sprayers • lie Removers • Spike Pullers • Mowers • Spike Drivers • Rail lifters • lie Bed Scarifiers • lie Shears • Track l iMrs • Track lining Light

~® RAILWAY MOTORS, INC. FAIRMONT. MN U S A

Fairmont Rarlway Motors. Ltd Toronto. Ontano Canada

S8-3

In addition to reducing the requirements for labor in unloading ties, the economies to be realized in performing this work include careful scheduling of work trains for maximum track usage and quick car turn-around. Controls must be provided to assure accurate unloading to meet requirements. Too few ties will result in an incomplete job; too many ties will create waste, either in recovering unused ties or in the installation of unneeded ties. Inaccurate placement will result in loss of productivity, due to the need to move ties.

Tie Renewal Tie renewal organizations must provide the capability of performing the following functions: I) Removal of rail anchors from ties to be replaced 2) Removal of spikes 3) Removal of ties being replaced 4) Removal of tie plates from ties being replaced 5) Scarifying of tie beds 6) Insertion of new ties 7) Replacing of tie plates 8) Spiking new ties 9) Tamping new ties I 0) Restoring rail anchors to new ties II) Restoring disturbed ballast The organization may or may not include equipment and manpower to surface and line the track following the renewal of ties. A variety of machines are available to perform the various function s. In some cases, a machine can perform more than one function. In certain instances, it may be necessary to provide more than one machine of a kind, in order to obtain optimum productive capability. The removal of the rail anchors from the ties, to be replaced, is a simple job that can be performed by a man with a sledge. As one man can effectively keep up with the production of a tie gang in the performance of thi s work, there has been no incentive to mechanize this operation.

The RTW tie handlers remove tie chunks, casting them to the side of the track.

_;:;-:~~;E;1~7:~i::' ::>~;~~~ The Fairmont t ie shears, following the spike reclaimer, cut ties 10 three pieces.

Spike pullers, as utilized in tie gangs, are hydraulically-powered. The work head is mounted on a transverse carriage, which permits centering it over any spike in the tie over which it is centered. These are relatively small machines that are pushed from tie to tie by the operator as the work advances. When the track is to be cleared for traffic, they may be either set to the side of the track or loaded o nto push trucks. One machine may be sufficient to perform this work, but depending on the productive capacity of the gang and the number of spikes in each tie, a second machine may be required. Ties may be removed either in one piece or in three pieces. While one piece removal is desirable from the standpoint of disposal, this procedure is difficult when severely plate cut tics are encountered. When faced with these conditions, it is necessary to jack the rails sufficiently to clear the tie. This procedure can adversely affect the surface of the track, requiring more stringent speed restrictions and a general surfacing of the track following the tie installation. These problems led to the development of the three piece removal concept . One machine makes the dual cuts necessary to produce the three pieces by a sawing procedure; the other accomplishes the same results by a shearing action. In both cases, the cuts are made just clear of the inside edges of the tie plates. The center section is lifted out of the tie bed and dropped within the gage of the track; the end sections are then pushed clear of the rails by butt pushers. The tie plates may still be laying on the ties or they may have fallen clear at this point. In either case, they are still in the way of succeeding operations and must be placed where they will be in the clear, but readily available for reinstallation at the proper time. This is another operation which is performed manually; one man is able to complete the work.

Fairmont Tie Remover

SPECIFICATIONS - - ·- -

DIMENSIONS Length 13ft Width 11 ft . 2 in. Height 7ft. 10 in. Weight 12,500 lbs.

ENGINE GMCDiesel 3-53 64 BHP (cr 2200RPM

ELECTRICAL SYSTEM

PUMP

BRAKES

PROPELLING

12 Volt Starter& Alternator

2 Double Vane Type

4Wheel Tread Type Fail Sate

2Wheel Hyd. Vane Type Motor 2 Speed Trans . and Axle Mounted Speed Reducer 27 MPH Max.

- -···- - -

TANK CAPACITIES Fuel Tank23Gal. Reservoir 42Gal.

FOR HELP ALONG THE WAY: • Inspection Motor Cars • Section Motor Cars • Push Cars • B & Band Extra Gang Cars • Hy-Rail Equipment• Motor Car Engines • Roller Axle Bearings • Axles • Wheels • Trailers • Ballast Ma1ntenance Cars • Derrick Cars • lie Plug Inserters • lie Inserters • Hydraulic Power Tools • lie Handlers • Weed Sprayer:. • lie Sprayers • lie Removers • Spike Pullers • Mowers • Sp1ke Drivers • R.a11 Lifter:. • lie Bed Scarifier:. • lie Shears • Track Liners • Track Lining light

~® RAILWAY MOTORS, INC. FAIRMONT. MN U SA

Fa1rmont Ra1lway Motors. Lid Toronto. Ontario Canada

SS-4

The manufacturers have developed more sophisticated inserters which have replaced many of the cabletype inserters. These employ various types of booms with clamps that grasp the trailing end of the new tie and accurately guide it into position once the machine is centered over the crib. The speed, power and accuracy of these machines in the insertion cycle has contributed substantially to the productivity of tie gangs. The blade type scari fier is a combination scarifierinserter. The other second generation inserters function separately from the scarifying operation. Depending on the type of inserter used, new ties have to be moved from track side and, either placed across the rail heads in front of the inserter , or nearby on the ballast shoulder. This function is usually performed by another tie crane.

The Fairmont tie inserter pushes new ties into position in the track.

The old ties or pieces need to be moved clear of the track and placed where they will no t create a hazard to train crews or maintenance personnel for further disposal. This is normally performed by a tie crane equipped with a grapple, capable of handling several pieces at once. Prior to insertion of the new ties, a scarifying operation is necessary. Ballast from the cribs that falls ont o the tie bed must be removed. If the old tie was plate cut, the hard packed ballast that formed the old bed must be broken up and enough ballast removed to insert a new tie of full thickness. Three principles are in general use by the various manufacturers to accomplish the scarifying operation. One utilizes a series of steel teeth on a rotating shaft. The rotating shaft is placed in a horizontal position and covers the full length of the ties, plus a shoulder extension. As the teet h rotate, they are lowered into the crib area. The shaft can be rotated in either direction, thus avoiding excessive build-up of loose ballast on one side of the crib. A second principle used by another manufacturer utilizes teeth which push ballast laterally in both directions from the centerline of the track. A third approach to the scarifying requirement involves two heavy steel blades, mounted parallel to each other and to the direction of the ties. At the beginning of the cycle these blades are closed against each o ther, and are centered over the crib to be scarified. The blades are then dropped with considerable force to penetrate the ballast, after which they are spread apart to permit the insertion of the tie between them. All three types of these mach ines may be equipped with a cable on a winch, which functions as a tie inserter. A hook on the end of the cable is placed around the trailing end of the tie and steered into position as the cable is wound up. Such inserters are, in effect, fi rst generation machines.

The tie plates are manually reapplied to the ties. Depending on the sequence in which this is done and the depth of scarifying, a rail lifter may be required to nip the rails sufficiently to permit sliding the tie plates into place. This is another manually-propelled machine which can be handled in a manner similar to the spike pullers. Tie gang spikers utilize either a hydraulic or a pneumatic system and generally do not require presetting of the spikes in the tie plates . Spikes are fed directly from the machine under control of the operator. Two work heads are provided over each rail, which require setting for a fixed line of spikes. If the work heads are set for driving gage and field side rail holding spikes and it is a lso desired to install plate holding spi kes, either a second machine will be needed or a second pass must be made.

~.

WI

·.

,.. ..

-

....

·.

,J

"'.l'

~.

•

:.

The Fairmont tie bed scarifier prepares tie beds for new ties.

maintEnancE oF wau EQUIPmEnt that'S bUilt to dO It bEttEr! It takes an extra effort to build railway equipment that will satisfy today's need for delivering profits and reliable service year after year. But when you feel the fine. ground-like finish produced by an Atlantic Rail Saw or watch an Atlantic Tie Spacer go about its job with ease. you know the effort was made. Imagination went into the mach ine's fast. positive response ... dedication accounts for its rugged no-nonsense construction. Get the facts about Atlantic's ability to increase your production and save you money ... year after year after year. Remember also. Atlantic offers a complete stock of ARSCO-O'BEAR parts and suppli es .

•

Write or call {815) 877-4011 for further information.

ATLADTIC mAIDTEDADCE OF WAY CO. Division of Rock-Mill, Inc. 5602 Pike Road , Rockford, Illinois 61111

RIMSA

58-5

Tie gang spikers also provide for nipping the tie tightly against the rail to ~ssure full and accurate driving of the spikes. One, two or three employees may be used in the operation of various types of spikers; this depends upon whether one operator controls the operation on both rails or whether separate operators are provided for the work at each raiL In some operations, an employee is provided to feed spikes from the kegs into the guideways. The newest innovation is the automatic· pick-up and feed of loose spikes from a hopper. Although many roads pre-bore new ties ahead of the spikers, the practice is not universaL In some instances the ties are pre-bored prior to treatment. Unless a general surfacing is to be performed as an integral part of the tie renewal operation, the new ties will have to be tamped. Tampers utilized in this operation do not require capabilities desirable in other types of work such as jacking, referencing or lining. Another desirable operation, unless a general surfacing is to be preformed, is the dressing of the disturbed ballast around the newly inserted ties. With the increased productivity of present-day tie gangs, many roads are finding it worthwhile to provide a ballas t regulator with the tie gangs to perform this work.

Surfacing and Lining It is generally recognized that it is difficult to get ballast compaction under newly installed ties consistent with that under the adjacent undisturbed ties. Under traffic, this can lead to surface deterioration that may not be acceptable in the higher classes of track. Under some conditions alinement may also be adversely affected. These conditions make the combining of the tie renewal and the surfacing-lining cycles attractive. Another consideration favoring the combining of the two operations is the reduction in the number of train detours such methods may produce. However, there are factors which can prove difficult to cope with when the operations are combined. There is seldom an optimum tie renewal density that will permit full productivity of both operations. Unless detours can be secured for two adjacent blocks during periods when the operations are lapping over the crossover points, one unit will have idle periods waiting for the other. Unloading of ballast ahead of the tie gang may hinder that unit's productivity, while unloading it behind the tie gang requires close coordination of work trains and increases the gap between the two operations. As might be expected, due to the above considerations, practices are not universaL Some managements prefer to combine the tie and surfacing functions because of operating needs. Others feel that they can live with the dual track occupation in return for the productivity to be realized from lack of interference between the two operations. In cases where the activities are separated, programs often call for performing tine surfac ing-lining cycle soon after the tie renewal operation.

Scrap Tie Disposal One of the benefits of one-piece tie removal is the greater ease of disposal, when the scrap ties are in

Tie injector fol lowing t ie crane. (Courtesy, Milwaukee Road)

relatively sound condition. Depending on the area, farmers and ranchers find them useful as fence posts, for cribbing and a variety of uses. Elsewhere, landscape contractors and home owners utilize them in constructing retaining walls, curbs and similar uses. The short pieces of scrap ties resulting from threepiece removal are seldom in demand. The time-honored procedure of piling ties along the right-of-way and then burning them during periods of low fire hazard has become largely impracticable because of air pollution laws . The result in many areas has been a proliferation of scrap ties along the right-of-way with no ready means of disposaL One approach has been the development of tie chipping machines capable of reducing the ties to small chips; such machines must be able to pass anti-splitting devices and spikes without damage. The chips are normally spread along the right-of-way. These machines may be operated as an integral part of the tie renewal gang or as a separate operation following the tie gang. Some of the machines include a tie crane for picking up the ties and feeding them to the chipper. While this has been a partial solution for some roads, problems often cited include the potential fire hazard of the chips, concern for possible pollution by the creosoteimpregnated chips and blockage of ditches in cuts. To some extent, it has proved feasible to bury the short pieces along the right-of-way. Equipment such as bulldozers and front -end loaders can either dig trenche.s into which the ties are pushed and then covered, or fill low spots with them after which they are covered . Particularly in yards, terminals and urban areas, it is necessary to load the scrap ties , usually into gondolas or air dump cars. Disposal is usually in a dump, operated for general railroad refuse. Possible future uses include burning for fuel in power plants, and as a raw material for reconstituted ties. Both of these possibilities require considerable research and development. Presumably, an obligation would be required on the part of the railroads to load and transport the material to the plants with assurance of a constant supply, in return for an agreed price for the materiaL

TBE KERSBIW FAMILY BALLAST

Shoulder or Full Section Replacement. Cleaning. or Track Lowering

Ballast Undercutter Cleaner

Switch Undercutting

Yard Cleaner

Ballast Distribution. Regulation. Sweeping

Track Lining

~

_Mia Ballast Regulator Light

~

Ballast Regulator Heavy

Track Line;:-

TIE RENEWALS: A COMPLETE SYSTEM

Tie Gang Regulator

Tie Destroyer

Horizontal

Scarifier ~

Rotary Scarifier

Remove Old Ties

Tie Handlin.g

Crawler Adzer

BothSides Simultaneously

RIGHT-OF-WAY

Cribbing

JL

-r¢

Brush Cribber

Brushcutter

~ Dual Adzer

-

~ Klearway 8' Swath

J8IK

Klearway 10' Swath

Snow Removal

Dual Cribber

Spot Replacement

Rail Changer

Tie Saw

Vegetation and Brush Control On Track Off Track

High Production

~

..__,.,r--

~ Tie Crane

RAIL RENEWALS

One Side At A Time

a.

~

~

Aching

Tie Crane

Tie Injector

Scarify Tie Bed. Insert New Tie

On Track

~ Regulator Snow Fighter

~

Kershaw Manufacturing Co. Montgomery , Alabama.

fie

Klearway W/Snow Blower

FOR ALL YOUR PRODUCT AND SERVICE NEEDS CONSULT THE CLASSIFIED BUYER'S GUIDE IN THE BACK OF THE BOOK

S9·1

RAIL

While all parts of the track structure are essential, that which is subjected to the greatest stresses and which is basic to the energy-saving efficiency of railroads is the rail. Accordingly, a great deal of research activity has been directed toward improvements in rail. Most of the research and study related to rail has been directed to the elimination and detection of defects in rail, methods of increasing rail life, the relationship of rail to the track structure as a system, and most recently as a part of investigations pertaining to track-train dynamics. For many years, rail research was financed jointly by the Association of American Railroads and manufacturers of rail. Most of the research has been conducted under the joint supervision of the A.R.E.A. Rail Com-· mittee and the Technical Committee on Rail and Joint Bars of the American Iron and Steel Institute. Recently, another factor has been added- that of government. Cooperative efforts between the railroad industry, its suppliers and the U.S. Department of Transportation have made possible projects such as the FAST track near Pueblo, Colorado. It is anticipated that this type of activity will contribute substantially to further rail technology in a timely fashion.

Rail Design and Mill Practice Outstanding improvements made in the design of rail include changes in the radii of the head surface and of the upper web fillets for better load distribution and to reduce high stresses at these points. Bolt holes are now spaced further from the ends of the rails to reduce bolt-hole breaks. However, with the advent of continuous welded rail, most of the bolt holes have been eliminated, along with the problems associated with them. Mill practices have been changed in order to produce a more durable and serviceable rail. Iron ore has been improved to produce a better furn ace charge. Fine particles of iron ore may be lost in the blast furnace before the iron can be melted out; sintering and pelletizing now insure larger particles. The control-cooling process has been improved for closer control. At least one rail manufacturer has installed equipment which enables the production of rail as long as 82 ft.

Rail Manufacture Rail steel contains iron, carbon, manganese and silicon; impurities sometimes found include phosphorous, sulfur, gases and slag. As increasing amounts of carbon are added, the tensile strength and hardness of the steel increases; however, ductility decreases.

With the open-hearth, basic oxygen or electric furnaces, carbon quantities can be controlled to determine hardness. The range of carbon for steel to be rolled in various sections is as follows: .55 to .68 percent for a 70 to 80-lb . section, .64 to .77 percent for an 81 to 90-lb . section, .67 to .80 percent for a 91 to 120-lb. section and .69 to .82 percent for rail sections 121 lbs. or heavier. Manganese, which is used in all steel rails, is a deoxidizer that makes steel more resistant to abrasive forces by increasing strength, toughness and elasticity. The 70 to 90-lb. rail sections usually have a manganese content of .60 to .90 percent, while heavier sections contain .70 to 1.00 percent. A silicon content of not less than .I 0 percent is specified for all steel rails and may be as high as .25 percent in standard rail steel. Higher percentages of silicon produce a denser steel; silicon's affinity for oxygen makes it especially useful in removing gases that are not eliminated by the manganese. Phosphorus is the most detrimental impurity in rail steel, as it reduces the metal's abi ~ity to resist impact (makes it brittle when cooped); for this reason, the phosphorus content cannot exceed .04 percent. The slightest amount of sulfur in rail steel makes it more likely to crumble or crack during the rolling process. Great care should be taken to eliminate this impurity . Manufacturers exercise ext reme care in separating slag (molten cinder or residue) from steel when it is poured from the ladle into the ingot mold.

Mill Practice How well the rails wear depends not only on meeting specified chemical and physical steel properties, but also on correct manufacturing practices. Rail manufacturers have developed processes such as control-cooling, heat treatment and end-hardening to improve rail wear characteristics. Metallurgical departments of the rail mills can reject rails along any point in the manufacturing process. Inspectors are stationed throughout the production line to maintain a constant check on all the production departments from steel making to final inspection . Rail manufacture begins with the making of rail steel. More dependable control of open-hearth basic oxygen and electric furnace steel production has resulted in better quality steel for rails. When the steel reaches the proper temperature and attains the correct chemical analysis, it is poured into ingot molds; these molds are slightly tapered with the smaller end at the top (for easier removal of the ingot). Ingot lengths vary with the section of the rail to be rolled. If drop test specimens are to be selected, the ingot length must be increased; drop test pieces are taken from the top of the "A" rails, from the second, middle and last full ingots of each heat.

59-2

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Two modern methods of producing rail steel are shown here. Above is the basic oxygen furnace {BOF). It is charged with 3/4 molten pig iron {from a blast furnace) and 1/4 scrap metal. lime and fluorspar are added to form a slag. Oxygen is blown into the mixture with a lace causing a chemical change that melts the scrap and refines the steel. The lower illustration is the electric arc furnace, which resembles a large kettle. It is charged with scrap metal and lime. The electric arc heats these materials into molten steel.

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